VERSION 1.1: FEBRUARY 2003
UNCONTROLLED VERSION
UNCONTROLLED VERSION
Manual of Standards Part 139—Aerodromes
This is a CASA policy manual. It contains specifications (standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation.
This manual is incorporated in the Civil Aviation Safety Regulations (CASRs) Part 139
— Aerodrome Certification and Operation by reference.
Copies of this manual are available from:
Civil Aviation Safety Authority 73 Northbourne Avenue CANBERRA CITY, ACT 2601
or by mail from Document Control Officer
Civil Aviation Safety Authority GPO Box 2005
CANBERRA CITY, ACT 2601
The current manual can be viewed at any time via CASA's website at www.casa.gov.au.
This manual may be amended from time to time. Such amendment service will be provided by the Document Control Unit, Civil Aviation Safety Authority.
Any comments about the content or requests for clarification should be directed to: Branch Head, Airspace, Air Traffic and Aerodrome Standards Branch.
Version 1.1: February 2003
LIST OF EFFECTIVE PAGES.......................................XVII
AMENDMENT RECORD...........................................XIX
FOREWORD....................................................XXI
CHAPTER 1: INTRODUCTION.......................................1-1
Section 1.1: General.............................................1-1
1.1.1 Background...............................................1-1
1.1.2 Document Set.............................................1-2
1.1.3 Differences Between ICAO Standards and those in MOS...............1-3
1.1.4 Differences published in AIP...................................1-3
1.1.5 MOS Documentation Change Management........................1-3
1.1.6 Related Documents.........................................1-3
Section 1.2: Definitions..........................................1-5
CHAPTER 2: APPLICATION OF STANDARDS TO AERODROMES............2-1
Section 2.1: General.............................................2-1
2.1.1 Legislative Background and Applicability..........................2-1
2.1.2 Standard Changes and Existing Aerodrome Facilities.................2-1
2.1.3 Exemptions to Standards.....................................2-2
2.1.4 Conflict with Other Standards..................................2-2
2.1.5 Using ICAO Aerodrome Reference Code to Specify Standards..........2-2
2.1.6 Aerodrome Reference Codes and Aeroplane Characteristics...........2-3
2.1.7 Providing for Future Larger Aeroplanes...........................2-6
2.1.8 Non-instrument and Instrument Runways..........................2-6
2.1.9 Non-precision Approach Runways...............................2-7
CHAPTER 3: APPLYING FOR AN AERODROME CERTIFICATE..............3-1
Section 3.1: General.............................................3-1
3.1.1 Introduction...............................................3-1
3.1.2 Aerodrome Certificate Processing Fee............................3-1
3.1.3 Processing an Aerodrome Certificate Application....................3-1
3.1.4 Granting of an Aerodrome Certificate.............................3-2
3.1.5 Maintenance and Control of Aerodrome Manual.....................3-2
3.1.6 Initiating NOTAM to Promulgate a Certified Aerodrome................3-2
3.1.7 Transitional Arrangements for Existing Aerodrome Licences............3-3
Section 3.2: Application for an Aerodrome Certificate...................3-5
3.2.1 Sample Aerodrome Certificate Application..........................3-5
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CHAPTER 4: APPLYING TO REGISTER AN AERODROME..................4-1
Section 4.1: General.............................................4-1
4.1.1 Introduction...............................................4-1
4.1.2 Aerodrome Registration Application and Processing Fee..............4-1
4.1.3 Approving a Registration Application.............................4-2
4.1.4 Maintenance of Registration...................................4-2
4.1.5 Aerodrome Safety Inspection Report.............................4-3
Section 4.2: Application to Register an Aerodrome.....................4-5
4.2.1 Application to Register an Aerodrome..............................4-5
CHAPTER 5: AERODROME INFORMATION FOR AIP......................5-1
Section 5.1: General.............................................5-1
5.1.1 Introduction...............................................5-1
5.1.2 Aerodrome Information to be Provided for a Certified Aerodrome........5-1
5.1.3 Standards for Determining Aerodrome Information...................5-3
5.1.4 Obstacle Data.............................................5-10
Section 5.2: Illustration of Declared Distances.........................5-11
5.2.1 Introduction...............................................5-11
5.2.2 Calculation of Declared Distances...............................5-11
5.2.3 Obstacle-free Take-off Gradient................................5-13
5.2.4 Critical Obstacle............................................5-13
5.2.5 Declared Distances for Intersection Departures.....................5-14
Section 5.3: Illustration of Supplementary Take-Off Distances Available
and Shielding................................................5-15
5.3.1 Introduction.....................................................5-15
CHAPTER 6: PHYSICAL CHARACTERISTICS............................6-1
Section 6.1: General.............................................6-1
6.1.1 Introduction.....................................................6-1
Section 6.2: Runways............................................6-3
6.2.1 Location of Runway Threshold.................................6-3
6.2.2 Length of Runway..........................................6-3
6.2.3 Runway Width.............................................6-3
6.2.4 Runway Turning Area........................................6-4
6.2.5 Parallel Runways...........................................6-4
6.2.6 Runway Longitudinal Slope....................................6-4
6.2.7 Runway Sight Distance.......................................6-7
6.2.8 Transverse Slopes on Runways................................6-7
6.2.9 Runway Surface............................................6-7
6.2.10 Runway Bearing Strength....................................6-8
6.2.11 Runway Shoulders.........................................6-8
6.2.12 Characteristics of Runway Shoulders............................6-8
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6.2.13 Transverse Slope on Runway Shoulder.........................6-8
6.2.14 Surface of Runway Shoulder.................................6-8
6.2.15 Provision of Runway Strip...................................6-9
6.2.16 Composition of Runway Strip................................6-9
6.2.17 Runway Strip Length......................................6-9
6.2.18 Runway Strip Width......................................6-10
6.2.19 Longitudinal Slope on Graded Area of Runway Strip...............6-11
6.2.20 Longitudinal Slope Changes on Graded Area of Runway Strip........6-12
6.2.21 Runway Strip Longitudinal Slope Changes at Runway Ends (Radio Altimeter Operating Area) 6-12
6.2.22 Runway Strip Transverse Slope..............................6-12
6.2.23 Surface of Graded Area of Runway Strip.......................6-12
6.2.24 Objects on Runway Strips..................................6-13
6.2.25 Runway End Safety Area (RESA)............................6-13
6.2.26 Dimensions of RESA.....................................6-13
6.2.27 Slopes on RESA.........................................6-14
6.2.28 Objects on RESA........................................6-14
6.2.29 Bearing Strength of RESA..................................6-14
6.2.30 Clearways.............................................6-15
6.2.31 Location of Clearways.....................................6-15
6.2.32 Dimensions of Clearways..................................6-15
6.2.33 Slopes on Clearways.....................................6-15
6.2.34 Objects on Clearways.....................................6-15
6.2.35 Stopways..............................................6-16
6.2.36 Dimensions of Stopways...................................6-16
6.2.37 Surface of Stopway......................................6-16
6.2.38 Stopway Slopes and Slope Changes..........................6-16
6.2.39 Bearing Strength of Stopway................................6-16
Section 6.3: Taxiways..........................................6-17
6.3.1 Taxiway Width...........................................6-17
6.3.2 Taxiway Edge Clearance...................................6-17
6.3.3 Taxiway Curves..........................................6-18
6.3.4 Taxiway Longitudinal Slope..................................6-18
6.3.5 Taxiway Transverse Slope..................................6-18
6.3.6 Taxiway Sight Distance.....................................6-19
6.3.7 Taxiway Bearing Strength...................................6-19
6.3.8 Taxiway Shoulders........................................6-19
6.3.9 Width of Taxiway Shoulders.................................6-19
6.3.10 Surface of Taxiway Shoulders...............................6-19
6.3.11 Taxiway Strips..........................................6-20
6.3.12 Width of Taxiway Strip....................................6-20
6.3.13 Width of Graded Area of Taxiway Strip.........................6-20
6.3.14 Slope of Taxiway Strip....................................6-20
6.3.15 Objects on Taxiway Strip...................................6-21
6.3.16 Taxiways on Bridges......................................6-21
6.3.17 Taxiway Minimum Separation Distances.......................6-21
Version 1.1: February 2003 v
Holding Positions and Road-Holding Positions.....................6-23
6.4.1 Introduction.............................................6-23
6.4.3 Location of Holding Bay, Runway-holding Position, Intermediate
Holding Position or Road-holding Position........................6-23
6.4.4 Distance from Runway-holding Position, Intermediate Holding
Position or Road-holding Position to Runway Centreline............6-24
Section 6.5: Aprons...........................................6-25
6.5.1 Location of Apron.........................................6-25
6.5.2 Separation Distances on Aprons..............................6-25
6.5.3 Slopes on Aprons.........................................6-25
6.5.4 Apron Bearing Strength....................................6-26
6.5.5 Apron Road..............................................6-26
Section 6.6: Jet Blast..........................................6-27
6.6.1 General................................................6-27
6.6.2 Jet Blast and Propeller Wash Hazards..........................6-27
Section 6.7: Glider Facilities.....................................6-29
6.7.1 Location of Glider Runway Strips..............................6-29
6.7.2 Dimensions of Glider Runway Strips...........................6-29
6.7.3 Glider Parking Areas.......................................6-30
6.7.4 Glider Runway Strip Serviceability.............................6-30
6.7.5 Glider Runway Strip Standards...............................6-30
6.7.6 Notification of Glider Facilities and Procedures....................6-30
CHAPTER 7: OBSTACLE RESTRICTION AND LIMITATION................7-1
Section 7.1: General............................................7-1
7.1.1 Introduction..............................................7-1
7.1.2 Obstacle Restriction........................................7-1
7.1.3 Obstacle Limitation.........................................7-1
7.1.4 Procedures for Aerodrome Operators to Deal with Obstacles..........7-5
7.1.5 Objects Outside the OLS....................................7-5
7.1.6 Objects That Could Become Obstacles..........................7-5
7.1.7 Monitoring of Obstacles Associated with Instrument Runways..........7-6
7.1.8 Additional Obstacle Assessment for an Existing Non-instrument
Runway to be Upgraded to a Non-precision Instrument Runway......7-7
7.1.9 Obstacle Protection for Curved Take-Off.........................7-8
Section 7.2: Aerodrome Obstacle Charts............................7-9
7.2.1 Type A Charts............................................7-9
7.2.2 Type B Charts...........................................7-10
7.2.3 Type C Charts...........................................7-10
vi Version 1.1: February 2003
Section 7.3: Obstacle Limitation Surfaces..........................7-11
7.3.1 General................................................7-11
7.3.2 Description of OLS........................................7-11
Section 7.4: Principles of Shielding...............................7-21
7.4.1 General................................................7-21
7.4.2 Shielding Principles.......................................7-21
CHAPTER 8: VISUAL AIDS PROVIDED BY AERODROME MARKINGS,
MARKERS, SIGNALS AND SIGNS.................................8-1
Section 8.1: General............................................8-1
8.1.1 Introduction..............................................8-1
8.1.2 Closed Aerodrome.........................................8-1
8.1.3 Colours.................................................8-1
8.1.4 Visibility.................................................8-2
Section 8.2: Markers............................................8-3
8.2.1 Introduction..............................................8-3
8.2.2 The Use of Markers on a Runway Strip..........................8-5
8.2.3 The Use of Markers on an Unsealed Runway......................8-7
8.2.4 The Use of Markers on an Unsealed Taxiway......................8-7
8.2.5 The Use of Markers on an Unsealed Apron.......................8-7
Section 8.3: Runway Markings....................................8-9
8.3.1 General.................................................8-9
8.3.2 Pre-runway-end Markings....................................8-9
8.3.3 Runway Centreline Markings.................................8-10
8.3.4 Runway Designation Markings...............................8-11
8.3.5 Runway End Markings.....................................8-13
8.3.6 Runway Side-stripe Markings................................8-14
8.3.7 Runway Fixed Distance Markings and Runway Touchdown Zone Markings 8-15
8.3.8 Runway Threshold Markings.................................8-16
8.3.9 Temporarily Displaced Threshold Markings......................8-18
8.3.10 Runway Land and Hold Short Position Markings..................8-27
Section 8.4: Taxiway Markings...................................8-29
8.4.1 Introduction.............................................8-29
8.4.2 Taxi Guideline Markings....................................8-29
8.4.3 Runway Holding Position Markings............................8-30
8.4.4 Intermediate Holding Position Markings.........................8-31
8.4.5 Taxiway Edge Markings....................................8-32
8.4.6 Holding Bay Markings......................................8-32
8.4.7 Taxiway Pavement Strength Limit Markings......................8-33
Version 1.1: February 2003 vii
Section 8.5: Apron Markings..............................................8-35
8.5.1 Introduction........................................................8-35
8.5.2 Apron Taxi Guideline Markings........................................8-35
8.5.3 Apron Edge Markings................................................8-35
8.5.4 Parking Clearance Line..............................................8-36
8.5.5 Aircraft Type Limit Line...............................................8-36
8.5.6 Parking Weight Limit Line............................................8-37
8.5.7 Leased Area Line....................................................8-37
8.5.8 Equipment Clearance Line...........................................8-38
8.5.9 Equipment Storage Markings.........................................8-38
8.5.10 Apron Service Road Markings.......................................8-39
8.5.11 Aircraft Parking Position Markings....................................8-41
8.5.12 Lead-in Line.......................................................8-42
8.5.13 Taxi Lead-in Line Designation.......................................8-42
8.5.14 Pilot Turn Line.....................................................8-44
8.5.15 Primary Aircraft Parking Position Markings.............................8-44
8.5.16 Marshaller Stop Line................................................8-44
8.5.17 Pilot Stop Line.....................................................8-45
8.5.18 Alignment Line.....................................................8-46
8.5.19 Secondary Aircraft Parking Position Markings..........................8-47
8.5.20 Keyhole Marking...................................................8-47
8.5.21 Triangle Marking...................................................8-48
8.5.22 Lead-out Line......................................................8-49
8.5.23 Designation Markings...............................................8-49
8.5.24 Aircraft Parking Position Designation.................................8-49
8.5.25 Designation Characters for Taxi and Apron Markings...................8-50
8.5.26 Tug operator Guidance Marking......................................8-56
8.5.27 Aircraft Push-back Lines............................................8-56
8.5.28 Tug Parking Position Lines..........................................8-56
8.5.29 Towbar Disconnect Markings........................................8-56
8.5.30 Push-back Limit Markings...........................................8-57
8.5.31 Push-back Alignment Bars..........................................8-57
8.5.32 Passenger Path Markings...........................................8-58
8.5.33 Typical Apron Markings.............................................8-59
Section 8.6: Movement Area Guidance Signs (MAGS).......................8-61
8.6.1 Introduction........................................................8-61
8.6.2 Naming of taxiways..................................................8-61
8.6.3 Dimensions, Location and Lettering....................................8-62
8.6.4 Sign Size and Location Distances, Including Runway Exit Signs...........8-62
8.6.5 Structural..........................................................8-70
8.6.6 Illumination.........................................................8-70
8.6.7 MAGS with Mandatory Instructions....................................8-71
8.6.8 Runway Designation Signs...........................................8-71
8.6.9 Category I, II or III Runway Designation Signs...........................8-71
8.6.10 Runway Holding Position Sign.......................................8-72
8.6.11 Aircraft NO ENTRY Sign............................................8-72
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8.6.12 Vehicular STOP Signs..............................................8-72
8.6.13 Runway/Runway Intersection Signs...................................8-72
8.6.14 MAGS with Information.............................................8-73
8.6.15 Taxiway Location Signs.............................................8-73
8.6.16 Direction Signs....................................................8-74
8.6.17 Destination Signs..................................................8-74
8.6.18 Take-off Run Available Sign.........................................8-75
8.6.19 Runway Exit Signs.................................................8-75
8.6.20 LAHSO Distance To Go Signs.......................................8-76
Section 8.7: Wind Direction Indicators.....................................8-77
8.7.1 Requirements.......................................................8-77
8.7.2 Standards..........................................................8-77
Section 8.8: Ground Signals..............................................8-79
8.8.1 Signal Areas........................................................8-79
8.8.2 Ground Signals in Signal Area........................................8-79
Section 8.9: Marking of Unserviceable and Work Areas......................8-83
8.9.1 Introduction.........................................................8-83
8.9.2 Marking of Unserviceable Areas on Runways, Taxiways and
Aprons.........................................................8-83
8.9.3 Use of Unserviceability Markers.......................................8-84
8.9.4 Works Limit Markers.................................................8-85
Section 8.10: Obstacle Markings..........................................8-87
8.10.1 General...........................................................8-87
8.10.2 Marking of Obstacles...............................................8-87
8.10.3 Marking of Temporary and Transient Obstacles.........................8-89
8.10.4 Marking of Vehicles................................................8-90
Section 8.11: Helicopter Areas on Aerodromes.............................8-91
8.11.1 Introduction.......................................................8-91
8.11.2 Helicopter Landing and Lift-off Area Markings..........................8-91
8.11.3 Helicopter Apron Markings..........................................8-91
8.11.4 Helicopter Parking Position Markings.................................8-92
8.11.5 Helicopter Taxi Guideline Designation.................................8-92
8.11.6 Helicopter Parking Position Numbers.................................8-93
8.11.7 Helicopter Apron Edge Markings.....................................8-94
Section 8.12: Marking of Glider Runway Strips on an Aerodrome............8-97
CHAPTER 9: VISUAL AIDS PROVIDED BY AERODROME LIGHTING............9-1
Section 9.1: General......................................................9-1
9.1.1 Application and Definitions...........................................9-1
9.1.2 Standardisation of Aerodrome Lighting.................................9-2
9.1.3 Lighting in the Vicinity of an Aerodrome................................9-3
9.1.4 Minimum Lighting System Requirements...............................9-3
Version 1.1: February 2003 ix
9.1.5 Primary Source of Electricity Supply...................................9-4
9.1.6 Electrical Circuitry...................................................9-4
9.1.7 Secondary Power Supply.............................................9-5
9.1.8 Switch-over Time....................................................9-6
9.1.9 Standby Power Supply...............................................9-6
9.1.10 Portable Lighting...................................................9-7
9.1.11 Light Fixtures and Supporting Structures..............................9-8
9.1.12 Elevated and Inset Lights...........................................9-8
9.1.13 Colour of Light Shown..............................................9-9
9.1.14 Light intensity and Control...........................................9-9
9.1.15 Commissioning of Lighting Systems..................................9-13
Section 9.2: Colours for Aeronautical Ground Lights........................9-15
9.2.1 General............................................................9-15
9.2.2 Chromaticities......................................................9-15
9.2.3 Discrimination Between Coloured Lights................................9-16
Section 9.3: Pilot Activated Lighting Systems..............................9-19
9.3.1 General............................................................9-19
9.3.2 VHF Carrier Activation Code..........................................9-20
9.3.3 VHF Carrier Detector Technical Requirements..........................9-20
9.3.4 Inputs to the PAL....................................................9-21
9.3.5 Fail-safe Arrangements with PAL system...............................9-21
9.3.6 Access to Manual Switches...........................................9-22
9.3.7 Receiving Antenna..................................................9-22
9.3.8 PAL with Audio Acknowledgment......................................9-23
Section 9.4: Obstacle Lighting............................................9-25
9.4.1 General............................................................9-25
9.4.2 Types of Obstacle Lighting and Their Use..............................9-26
9.4.3 Location of Obstacle Lights...........................................9-26
9.4.4 Natural Obstacles...................................................9-31
9.4.5 Temporary Obstacles................................................9-31
9.4.6 Characteristics of Low Intensity Obstacle Lights.........................9-31
9.4.7 Characteristics of Medium Intensity Obstacle Lights......................9-32
9.4.8 Characteristics of High Intensity Obstacle Lights.........................9-32
9.4.9 Floodlighting of Obstacles............................................9-33
9.4.10 Ongoing Availability of Obstacle Lights................................9-34
Section 9.5: Aerodrome Beacons..........................................9-37
9.5.1 General........................................................9-37
Section 9.6: Illuminated Wind Direction Indicator...........................9-39
9.6.1 General........................................................9-39
Section 9.7: Approach Lighting Systems...................................9-41
9.7.1 Simple Approach Lighting System.....................................9-41
9.7.2 Precision Approach Category I Lighting System.........................9-41
9.7.3 Precision Approach Category II and III Lighting System...................9-42
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Section 9.8: Isocandela Diagrams of Approach Lighting.....................9-47
9.8.1 Collective Notes.................................................9-47
Section 9.9: Visual Approach Slope Indicator Systems......................9-49
9.9.1 General............................................................9-49
9.9.2 Obstacle Assessment Surface........................................9-50
9.9.3 T-VASIS and AT-VASIS..............................................9-52
9.9.4 Precision Approach Path Indicator (PAPI) system........................9-57
Section 9.10: Runway Lighting............................................9-65
9.10.1 Types of Runway Edge Lighting Systems..............................9-65
9.10.2 Runway Edge Lights................................................9-65
9.10.3 Location of Runway Edge Lights.....................................9-66
9.10.4 Longitudinal Spacing of Runway Edge Lights..........................9-66
9.10.5 Lateral Spacing of Runway Edge Lights...............................9-67
9.10.6 Characteristics of Low and Medium Intensity Runway Edge Lights........9-67
9.10.7 Characteristics of High Intensity Runway Edge Lights...................9-67
9.10.8 Use of Bidirectional or Back-to-back Light Fittings......................9-68
9.10.9 Runway Threshold Lights...........................................9-68
9.10.10 Location of Runway Threshold Lights................................9-68
9.10.11 Pattern of Low Intensity and Medium Intensity Runway Threshold
Lights..........................................................9-68
9.10.12 Pattern of High Intensity Runway Threshold Lights....................9-69
9.10.13 Characteristics of Low Intensity and Medium Intensity Runway
Threshold Lights................................................9-69
9.10.14 Characteristics of High Intensity Runway Threshold Lights..............9-70
9.10.15 Additional Lighting to Enhance Threshold Location....................9-70
9.10.16 Runway End Lights................................................9-72
9.10.17 Location of Runway End Lights.....................................9-73
9.10.18 Pattern of Runway End Lights......................................9-73
9.10.19 Characteristics of Low and Medium Intensity Runway End Lights........9-73
9.10.20 Characteristics of High Intensity Runway End Lights...................9-73
9.10.21 Runway Turning Area Edge Lights..................................9-74
9.10.22 Stopway Lights...................................................9-74
9.10.23 Hold Short Lights.................................................9-74
9.10.24 Runway Centreline Lights..........................................9-75
9.10.25 Runway Touchdown Zone Lights....................................9-76
9.10.26 Photometric Characteristics of Runway Lights.........................9-76
9.10.27 Installation and Aiming of Light Fittings...............................9-77
9.10.28 Illustrations of Runway Lighting.....................................9-77
Section 9.11: Isocandela Diagrams of Runway Lighting.....................9-79
9.11.1 Collective Notes.................................................9-79
Section 9.12: Illustrations of Runway Lighting..............................9-91
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Section 9.13: Taxiway Lighting.....................................9-99
9.13.1 Provision of Taxiway Centreline Lights...........................9-99
9.13.2 Provision of Taxiway Edge Lights..............................9-99
9.13.3 Taxiway Markers..........................................9-99
9.13.4 Apron Taxiway Lighting......................................9-99
9.13.5 Use of Different Types of Taxiway Lights.........................9-100
9.13.6 Control of Lights on Taxiways.................................9-100
9.13.7 Location of Taxiway Centreline Lights...........................9-100
9.13.8 Spacing of Taxiway Centreline Lights...........................9-100
9.13.9 Location of Taxiway Centreline Lights on Exit Taxiways..............9-102
9.13.10 Location of Taxiway Centreline Lights on Rapid Exit Taxiways.........9-102
9.13.11 Characteristics of Taxiway Centreline Lights......................9-102
9.13.12 Beam Dimensions and Light Distribution of Taxiway Centreline
Lights..........................................................9-103
9.13.13 Location of Taxiway Edge Lights..............................9-104
9.13.14 Spacing of Taxiway Edge Lights..............................9-104
9.13.15 Characteristics of Taxiway Edge Lights.........................9-106
9.13.16 Provision of Runway Guard Lights.............................9-106
9.13.17 Pattern and Location of Runway Guard Lights....................9-107
9.13.18 Characteristics of Runway Guard Lights.........................9-108
9.13.19 Control of Runway Guard Lights..............................9-109
9.13.20 Provision of Intermediate Holding Position Lights..................9-109
9.13.21 Pattern and Location of Intermediate Holding Position Lights..........9-109
9.13.22 Characteristics of Intermediate Holding Position Lights..............9-110
9.13.23 Stop Bars...............................................9-110
9.13.24 Location of Stop Bars......................................9-110
9.13.25 Characteristics of Stop Bars.................................9-111
9.13.26 Taxiway Edge Markers.....................................9-111
9.13.27 Characteristics of Taxiway Edge Markers........................9-111
9.13.28 Taxiway Centreline Markers.................................9-111
9.13.29 Characteristics of Taxiway Centreline Markers....................9-112
9.13.30 Photometric Characteristics of Taxiway Lights....................9-112
9.13.31 Installation and Aiming of Light Fittings.........................9-112
9.13.32 Illustrations of Taxiway Lighting...............................9-112
Section 9.14: Isocandela Diagrams for Taxiway Lights..................9-113
9.14.1 Collective Notes to Figures.......................................9-113
Section 9.15: Illustrations of Taxiway Lighting.........................9-121
Section 9.16: Apron Floodlighting..................................9-123
9.16.1 Introduction..............................................9-123
9.16.2 Provision of Apron Floodlighting...............................9-123
9.16.3 Location of Apron Floodlighting................................9-123
9.16.4 Characteristics of Apron Floodlighting...........................9-124
Section 9.17: Visual Docking Guidance Systems.......................9-127
9.17.1 Provision of Visual Docking Guidance Systems....................9-127
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9.17.2 Characteristics of Visual Docking Guidance Systems.............9-127
9.17.3 Azimuth Guidance Unit - Location...........................9-128
9.17.4 Azimuth Guidance Unit - Characteristics.......................9-128
9.17.5 Stopping Position Indicator - Location........................9-128
9.17.6 Stopping Position Indicator - Characteristics....................9-128
9.17.7 Parking Position Identification Sign..........................9-129
9.17.8 Notification of Type of Aircraft Docking Guidance Systems.........9-129
Section 9.18: Lighting Associated with Closed and Unserviceable Areas.9-131
9.18.1 Closed Runway or Taxiway................................9-131
9.18.2 Unserviceable Areas.....................................9-131
9.18.3 Characteristics of Unserviceability Lights......................9-131
Section 9.19: Other Lights on an Aerodrome.......................9-133
9.19.1 Vehicle Warning Lights...................................9-133
9.19.2 Works Limit Lights......................................9-133
9.19.3 Road and Car Park Lighting................................9-133
Section 9.20: Monitoring, Maintenance and Serviceability of Aerodrome Lighting 9-135
9.20.1 General..............................................9-135
9.20.2 Reporting of Aerodrome Lighting Outage......................9-135
Section 9.21: Lighting in the Vicinity of Aerodromes.................9-139
9.21.1 Advice to Lighting Designers...............................9-139
9.21.2 Introduction...........................................9-139
9.21.3 General Requirement....................................9-139
9.21.4 Light Fittings...........................................9-140
9.21.5 Coloured Lights........................................9-140
9.21.6 Information and Correspondence............................9-140
Section 9.22: Use of Unarmoured Cables for Aerodrome Lighting.......9-143
9.22.1 Introduction...........................................9-143
9.22.2 Significant Areas of the Dispensation.........................9-143
9.22.3 Conditions Governing the Dispensation.......................9-143
9.22.4 Aspects to Note........................................9-144
9.22.5 Acceptability of an Installation to the Supply Authority.............9-144
CHAPTER 10: OPERATING STANDARDS FOR CERTIFIED AERODROMES...10-1
Section 10.1: General..........................................10-1
10.1.1 Introduction............................................10-1
10.1.2 Aerodrome Manual and Aerodrome Operating Procedures..........10-1
10.1.3 Training of Aerodrome Personnel Involved with Safety Functions......10-1
10.1.4 Aerodrome Safety Management System (SMS)...................10-2
Version 1.1: February 2003 xiii
Section 10.2: Inspecting and Reporting Aerodrome Serviceability........10-3
10.2.1 General...............................................10-3
10.2.2 Significant Objects.......................................10-3
10.2.3 Surface Conditions of the Movement Area, Including the Presence
of Water.....................................................10-4
10.2.4 Aerodrome Markings, Lightings, Wind Direction Indicators and
Ground Signals...............................................10-4
10.2.5 Cleanliness of the Movement Area............................10-4
10.2.6 Obstacles Infringing the Take-off, Approach and Transitional
Surfaces.....................................................10-5
10.2.7 Birds or Animals on, or in the Vicinity of, the Movement Area.........10-5
10.2.8 Empirical Assessment of the Bearing Strength of Unrated Runway Pavements and Runway Strips 10-5
10.2.9 Currency of NOTAMs.....................................10-6
10.2.10 Aerodrome Fencing.....................................10-6
10.2.11 Aerodrome Frequency Response Unit........................10-6
10.2.12 Inspection Logbooks.....................................10-6
Section 10.3: Initiating a NOTAM.................................10-7
10.3.1 Introduction............................................10-7
10.3.2 Changes Reported to Australian NOTAM Office..................10-7
10.3.3 Time-Limited NOTAM.....................................10-8
10.3.4 Permanent NOTAM......................................10-9
10.3.5 Making Changes to Aerodrome Information Published in AIP-
ERSA.......................................................10-9
10.3.6 Bird or Animal Hazard Warning..............................10-9
10.3.7 New or Upgraded Visual Aids...............................10-9
10.3.8 Changes to Type A Chart Information.........................10-9
10.3.9 Follow up Actions........................................10-9
10.3.10 Record Keeping........................................10-9
Section 10.4: Sample Aerodrome Report Form......................10-11
Section 10.5: Examples of NOTAM and Listing of Abbreviations........10-13
10.5.1 Examples.............................................10-13
Section 10.6: Appointment of Reporting Officers....................10-33
10.6.1 General..............................................10-33
10.6.2 Reporting Officer Qualifications.............................10-33
10.6.3 What to Report.........................................10-33
10.6.4 Monitoring Activities Outside Aerodrome......................10-34
Section 10.7: Aerodrome Emergency Planning......................10-35
10.7.1 Introduction...........................................10-35
10.7.2 Records..............................................10-36
10.7.3 Disabled Aircraft Removal.................................10-36
xiv Version 1.1: February 2003
Section 10.8: Guidelines for Aerodrome Emergency Plans..............10-37
10.8.1 General................................................10-37
10.8.2 Medical Subcommittee.....................................10-37
10.8.3 Testing Facilities and Reviewing Roles.........................10-38
10.8.4 Aerodrome Emergency Exercises.............................10-38
10.8.5 Emergency Operations Centre and Mobile Command Post...........10-39
10.8.6 Definitions of Command, Control, and Coordination................10-39
10.8.7 Role of the Police.........................................10-40
Section 10.9: Control of Airside Access Including Vehicle Control........10-41
10.9.1 Introduction.............................................10-41
10.9.2 Airside Vehicle Control.....................................10-41
10.9.3 Airside drivers...........................................10-41
Section 10.10: Aerodrome Works Safety............................10-43
10.10.1 Introduction............................................10-43
10.10.2 Method of Working Plans..................................10-43
10.10.3 Time-Limited Works......................................10-44
10.10.4 Restrictions on Carrying Out Time-Limited Works.................10-44
10.10.5 Restoration of Normal Safety Standards........................10-45
10.10.6 Resumption of Aerodrome Works............................10-45
10.10.7 Management and Control of Aerodrome Works...................10-45
10.10.8 Markers, Markings and Lights...............................10-46
10.10.9 Communication Equipment.................................10-46
10.10.10 Completion............................................10-46
10.10.11 Pavement Overlay Works.................................10-46
10.10.12 Works on Runway Strips..................................10-47
Section 10.11: Method of Working Plans............................10-49
10.11.1 Introduction............................................10-49
10.11.2 Title Page.............................................10-49
10.11.3 Works Information.......................................10-49
10.11.4 Restrictions to Aircraft Operations and Issue of NOTAMs...........10-50
10.11.5 Work Stages...........................................10-50
10.11.6 Emergencies and Adverse Weather...........................10-50
10.11.7 NOTAMs..............................................10-50
10.11.8 Restrictions to Works Organisations...........................10-50
10.11.9 Personnel and Equipment..................................10-50
10.11.10 Access...............................................10-50
10.11.11 Aerodrome Markers, Markings and Lights......................10-51
10.11.12 Protection of Electrical Services.............................10-51
10.11.13 Special Requirements....................................10-51
10.11.14 Administration.........................................10-51
10.11.15 Authority.............................................10-51
10.11.16 Drawings.............................................10-51
10.11.17 Distribution List.........................................10-52
Version 1.1: February 2003 xv
Section 10.12: Functions of a Works Safety Officer..................10-53
10.12.1 Works Safety Officer..........................................10-53
Section 10.13: Aircraft Parking..................................10-55
10.13.1 Introduction..........................................10-55
10.13.2 Apron Congestion......................................10-55
10.13.3 Apron Safety Management...............................10-55
Section 10.14: Bird and Animal Hazard Management.................10-57
10.14.1 Introduction..................................................10-57
Section 10.15: Pavement Maintenance............................10-59
10.15.1 Pavement Cleanliness...................................10-59
10.15.2 Runway Surface Friction.................................10-59
10.15.3 Deterioration of Runway Grooves...........................10-60
10.15.4 Surface Irregularities....................................10-61
10.15.5 Standards for Natural and Gravel Surface Runways.............10-61
Section 10.16: Maintenance Around Navigational Aids................10-63
10.16.1 Introduction..................................................10-63
Section 10.17: Aerodrome Safety Procedures During Low Visibility Operations. 10-65
10.17.1 Introduction..................................................10-65
Section 10.18: Aerodrome Technical Inspections....................10-67
10.18.1 Introduction..................................................10-67
CHAPTER 11: STANDARDS FOR OTHER AERODROME FACILITIES........11-1
Section 11.1: General..........................................11-1
11.1.1 Introduction............................................11-1
11.1.2 Traffic Control Towers.....................................11-1
11.1.3 Standards For Siting and Clearance Areas for Airways Facilities on Airports 11-1
11.1.4 General Siting Requirements................................11-2
11.1.5 Navigation Aid Facilities...................................11-3
11.1.6 VOR Facilities..........................................11-3
11.1.7 DME Facilities..........................................11-4
11.1.8 Instrument Landing System.................................11-4
11.1.9 Localiser..............................................11-5
11.1.10 Glide Path............................................11-7
11.1.11 Marker Beacons........................................11-9
11.1.12 Locator Beacons.......................................11-10
11.1.13 Non-Directional Beacons (NDB)............................11-10
11.1.14 Radar Sensor Sites.....................................11-10
11.1.15 Communication Facilities.................................11-12
11.1.16 Ground Earthing Points..................................11-13
11.1.17 Testing of Ground Earthing Points..........................11-14
xvi Version 1.1: February 2003
11.1.18 Inspection of Ground Earthing Points........................11-14
11.1.19 Remedial Action.......................................11-14
11.1.20 Compass Swinging Site..................................11-14
11.1.21 Automatic Weather Observing Stations......................11-15
11.1.22 Light Aircraft Tie-Down Facilities...........................11-15
CHAPTER 12: OPERATING STANDARDS FOR REGISTERED AERODROMES.12-1
Section 12.1: General..........................................12-1
12.1.1 Introduction............................................12-1
12.1.2 Aerodrome Reporting Officer................................12-1
12.1.3 Aerodrome Serviceability Inspections..........................12-2
12.1.4 Frequency of Serviceability Inspection.........................12-2
12.1.5 Record of Inspections and Remedial Actions....................12-3
12.1.6 Reporting Changes.......................................12-3
12.1.7 Aerodrome Works........................................12-3
12.1.8 Safety Inspection Report...................................12-4
Section 12.2: Sample Aerodrome Report Form.......................12-5
CHAPTER 13: STANDARDS FOR AERODROMES INTENDED FOR SMALL AEROPLANES CONDUCTING AIR TRANSPORT OPERATIONS UNDER
CASR 121B..................................................13-1
Section 13.1: General..........................................13-1
13.1.1 Introduction............................................13-1
13.1.2 Aerodrome Standards.....................................13-1
13.1.3 Aerodrome Markings.....................................13-3
13.1.4 Aerodrome Lighting......................................13-5
13.1.5 Wind Direction Indicators..................................13-6
13.1.6 Ground Signal and Signal Area..............................13-6
13.1.7 Runway and Runway Strip Conditions.........................13-7
13.1.8 Aerodrome Serviceability Reporting...........................13-7
CHAPTER 14: RADIO COMMUNICATION FACILITIES PROVIDED BY AN AERODROME OPERATOR. 14-1
Section 14.1: General..........................................14-1
14.1.1 Introduction............................................14-1
14.1.2 Definitions and Abbreviations...............................14-1
Section 14.2: Certified Air/Ground Radio Services....................14-3
14.2.1 Application to be a CA/GRO................................14-3
14.2.2 Qualifications...........................................14-3
14.2.3 CA/GRS Operating Standards and Procedures...................14-3
14.2.4 Broadcasting of Aerodrome Information on AAIS.................14-5
Section 14.3: Frequency Confirmation System.......................14-7
14.3.1 Requirement for Frequency Confirmation System.................14-7
Version 1.1: February 2003 xvii
14.3.2 Aerodrome Frequency Response Unit (AFRU)....................14-7
14.3.3 Use of the AFRU.........................................14-7
14.3.4 Operating Performance Requirements of AFRU...................14-8
14.3.5 AFRU Technical Specification................................14-8
14.1.6 AFRU with PAL Features...................................14-10
14.1.7 Technical Specifications for Optional Pilot-Activated Lighting
Control........................................................14-10
14.1.8 AFRU+PAL Commissioning Flight Test.........................14-11
Section 14.4: Unicom Services....................................14-13
14.4.1 General.......................................................14-13
xviii Version 1.1: February 2003
Part | No. of Pages | Version | Date of Issue |
Cover and verso | 2 | 1.1 | Feb 2003 |
Table of Contents and List of Effective Pages | 18 | 1.1 | Feb 2003 |
Amendment Record | 2 | 1.0 | Sept 2002 |
Foreword | 2 | 1.0 | Sept 2002 |
Chapter 1: Introduction | 12 | 1.1 | Feb 2003 |
Chapter 2: Application of Standards to Aerodromes | 8 | 1.1 | Feb 2003 |
Chapter 3: Applying for an Aerodrome Certificate | 6 | 1.0 | Sept 2002 |
Chapter 4: Applying to Register an Aerodrome | 6 | 1.0 | Sept 2002 |
Chapter 5: Aerodrome Information for AIP | 16 | 1.1 | Feb 2003 |
Chapter 6: Physical Characteristics | 30 | 1.1 | Feb 2003 |
Chapter 7: Obstacle Restriction and Limitation | 22 | 1.0 | Feb 2003 |
Chapter 8: Visual Aids Provided by Aerodrome Markings, Markers, Signals and Signs | 98 | 1.0 | Feb 2003 |
Chapter 9: Visual Aids Provided by Aerodrome Lighting | 146 | 1.0 | Feb 2003 |
Chapter 10: Operating Standards for Certified Aerodromes | 68 | 1.0 | Feb 2003 |
Chapter 11: Standards for Other Aerodrome Facilities | 16 | 1.0 | Sept 2002 |
Chapter 12: Operating Standards for Registered Aerodromes | 6 | 1.0 | Sept 2002 |
Chapter 13: Standards for Aerodromes Intended for Small Aeroplanes Conducting Air Transport Operations Under CASR 121B | 8 | 1.0 | Feb 2003 |
Chapter 14: Radio Communication Facilities Provided by an Aerodrome Operator | 14 | 1.0 | Sept 2002 |
Revision History | 2 | 1.0 | Feb 2003 |
Version 1.1: February 2003 xix
xx Version 1.1: February 2003
The amendments listed below have been incorporated into this copy of Manual of Standards Part 139—Aerodromes.
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Version 1.0: September 2002 xix
xx Version 1.0: September 2002
The Civil Aviation Safety Authority is responsible under section 9(1)(c) of the Civil Aviation Act 1988 for developing and promulgating appropriate, clear and concise aviation safety standards.
CASA is also responsible under section 9(2)(b) and section 16 of the Act for promoting full and effective consultation and communication with all interested parties on aviation safety issues, and must, in performing its functions and exercising its powers, where appropriate, consult with government, commercial, industrial, consumer and other relevant bodies and organisations.
The Manual of Standards (MOS) is the means CASA uses to meet its responsibilities under the Act for promulgating aviation safety standards. The MOS prescribes the detailed technical material (aviation safety standards) that is determined to be necessary for the safety of air navigation.
The MOS is referenced in the particular regulation. You should refer to the applicable provisions of the Civil Aviation Act and Civil Aviation Safety Regulations, together with this manual, to ascertain the requirements of, and the obligations imposed by or under, the civil aviation legislation.
Amendments to the manual are the responsibility of the Branch Head, Airspace, Air Traffic and Aerodrome Standards Branch. Readers should forward advice of errors, inconsistencies or suggestions for improvement to that officer.
Jim Shirley
Head
Aviation Safety Standards Branch
Version 1.0: September 2002 xxi
xxii Version 1.0: September 2002
Introduction
1.1.1.1 Aerodrome safety is a vital link in aviation safety. Aerodrome safety is achieved by providing aerodrome facilities and maintaining aerodrome environments that are safe for aircraft operations. By complying with the prescribed standards and procedures and taking a pro-active safety management approach in the operation of their aerodromes, aerodrome operators can demonstrate that they have discharged their safety obligations to the travelling public.
1.1.1.2 This document, titled: ‘Manual of Standards (MOS) - Part 139 Aerodromes’, hereafter referred to as the MOS, is made in pursuant to Civil Aviation Safety Regulations CASR Part 139. CASR Part 139 sets out the regulatory regime of aerodromes used by aeroplanes conducting air transport operations under CASR Part 121A and Part 121B. The regulatory regime provides aerodromes to be certified or registered. This MOS sets out the standards and operating procedures for certified, registered aerodromes and other aerodromes used in air transport operations.
Note: At this time CASR 121A and CASR 121B have not been made. In the interim, for the purpose of this MOS, air transport operations means either regular public transport operations or charter operations.
1.1.1.3 Under CASR Part 121A, aeroplanes with not more than 30 passenger seats can also conduct air transport operations from uncertified or unregistered aerodromes, provided certain specified facilities at those aerodromes are to the standard as that of a certified or registered aerodrome. Accordingly, some of the standards in this MOS are also relevant to uncertified and unregistered aerodromes.
1.1.1.4 To complement CASR Part 121B, a separate chapter has been provided to specify the standards and procedures for aerodromes intended only for aeroplanes with not more than 9 passenger seats or in the case of freight operations, not exceeding 5,700 kg, conducting air transport operations.
1.1.1.5 In addition to this MOS, specifications and procedures which do not reach the regulatory level and information of an educational or advisory nature, may be issued in the form of Advisory Circulars.
1.1.1.6 Aerodrome standards will change from time to time to meet identified safety needs, technological changes and changes in international standards and practices. It is recognised that there are difficulties and limitations in applying new standards to existing aerodrome facilities and installations. This aspect is addressed in some detail in Chapter 2.
Version 1.1: February 2003 1-1
Introduction
1.1.1.7 Standards are identified by the words ‘must’ or ‘shall’. Appendices and tables form part of the main document and have the same status as the primary text. This MOS may also require standards from other documents to be followed. In this case, the referred standards become part of this MOS.
1.1.1.8 In some circumstances, the uniform application of a particular standard or procedure may not be possible or necessary. Such a standard or procedure will be phrased such as “if practicable”, “where physically practicable”, “where determined necessary” or similar words. Whilst such phrases may imply compliance is not mandatory, aerodrome operators need to provide justification for non compliance and the final authority as to the applicability of the standard to a particular aerodrome facility or procedure rests with the regulating authority.
1.1.1.9 This MOS includes standards and procedures relating to the prevention of inadvertent entry of animals and people to the movement area. Those standards and procedures are intended for aviation safety only. This MOS does not address Aviation Security, i.e. the safeguarding against acts of unlawful interference as that subject matter is under the purview of the federal Department with carriage for Transport.
1.1.1.10 Cross-referencing of standards within the MOS is not provided. The Table of Contents provides a ready reference to all the standards.
1.1.2.1 The document hierarchy consists of:
(a) relevant Civil Aviation Safety Regulations (CASRs);
(b) the Manual of Standards (MOS); and
(c) Advisory Circulars (ACs).
1.1.2.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.
1.1.2.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.
1.1.2.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.
1.1.2.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.
1.1.2.6 Service providers must document internal actions (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.
1.1.2.7 ACs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the
1-2 Version 1.1: February 2003
Introduction
Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory materials. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.
1.1.3.1 Notwithstanding the above, where there is a difference between a standard prescribed in the ICAO standards and one in the MOS, the MOS standard shall prevail.
1.1.4.1 Differences from ICAO Standards, Recommended Practices and Procedures are published in AIP Gen 1.7.
1.1.5.1 Responsibility for the approval of the publication and amendment of the Manual of Standards (MOS) resides with the Branch Head, Jim Shirley, of the Aviation Safety Standards Division, Civil Aviation Safety Authority.
1.1.5.2 This document is issued and amended under the authority of the Branch Head, Jim Shirley.
1.1.5.3 Requests for any change to the content of the MOS may be intimated from:
(a) technical areas within CASA;
(b) ATS Service Providers; or
(c) other Aviation Industry Service Providers, such as aerodrome operators and airlines.
1.1.5.4 The need to amend the MOS may be generated by a number of causes. These may be to:
(a) ensure safety;
(b) ensure standardisation;
(c) respond to changed CASA standards;
(d) respond to ICAO prescription; or
(e) accommodate new initiatives or technologies.
1.1.6.1 These standards should be read in conjunction with:
(a) ICAO Annex 4: Aeronautical Charts
(b) ICAO Annex 14: Aerodromes (Vol 1)
(c) ICAO Doc 9157/AN901: Aerodrome Design Manuals (all parts)
(d) Federal Aviation Administration (FAA) Advisory Circular 150/5300-13
Version 1.1: February 2003 1-3
Introduction
1-4 Version 1.1: February 2003
Introduction
Definition | Meaning |
Aerodrome | A defined area on land or water (including any buildings, installations, and equipment) intended to be used either wholly or in part for the arrival, departure and surface movement of aircraft. |
Aerodrome beacon | Aeronautical beacon used to indicate the location of an aerodrome from the air. |
Aerodrome elevation | The elevation of the highest point of the landing area. |
Aerodrome reference point | The designated geographical location of an aerodrome. |
Aerodrome reference temperature | The monthly mean of the maximum daily temperature for the hottest month of the year (the hottest month being that which has the highest monthly mean temperature.) |
Aerodrome traffic density | See Paragraph 9.1.1.2(b). |
Aerodrome works | Construction or maintenance works carried out at an aerodrome, on or adjacent to the movement area, that may create obstacles or restrict the normal take-off and landing of aircraft. |
Aeronautical beacon | 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 | Any light specially provided as an aid to air navigation, other than a light displayed on an aircraft. |
Aeronautical study | An investigation of a problem concerned with some phase of flight, and aimed at identifying possible solutions and selecting the one most acceptable from the point of view of flight safety. |
Aeroplane reference field length | The minimum field length required for take-off at maximum certificated take-off mass, sea level, standard atmospheric conditions, still air and zero runway slope, as shown in the appropriate aeroplane flight manual prescribed by the certificating authority or equivalent data from the aeroplane manufacturer. Field length means balanced field length for aeroplanes, if applicable, or take-off distance in other cases. |
Aircraft classification number (ACN) | A number expressing the relative effect of an aircraft on a pavement for a specified standard subgrade category. |
Aircraft parking position | A designated area on an apron intended to be used for parking an aircraft. Also known as an aircraft stand. |
Version 1.1: February 2003 1-5
Introduction
Definition | Meaning |
Air side | The movement area of an aerodrome, adjacent terrain and buildings or portions thereof, access of which is controlled. |
Apron | A defined area on a land aerodrome intended to accommodate aircraft for the purposes of loading or unloading passengers, mail or cargo, fuelling, parking, or maintenance. |
Apron management service | A service provided to regulate the activities and the movement of aircraft and vehicles on the apron. |
Balanced field length | A field length where the distance to accelerate and stop is equal to the take-off distance of an aeroplane experiencing an engine failure at the critical engine failure recognition speed (V1). |
Barrette | 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. |
Capacity discharge light | 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 | A defined area at the end of the take-off run available on the ground or water under the control of the aerodrome operator, selected or prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height. |
Critical aeroplane | The aeroplane or aeroplanes identified from among the aeroplanes the aerodrome is intended to serve as having the most demanding operational requirements with respect to the determination of movement area dimensions, pavement bearing strength and other physical characteristics in the design of aerodromes. |
Critical obstacle | The obstacle within the take-off climb area and/or the approach area, which subtends the greatest vertical angle when measured from the inner edge of the take-off climb surface and/or the approach surface. |
Cross-wind component | The surface wind component at right angles to the runway centre line. |
1-6 Version 1.1: February 2003
Introduction
Definition | Meaning |
Declared distances |
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Dependent parallel approaches | Simultaneous approaches to parallel or near-parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centre lines are prescribed. |
Displaced threshold | A threshold not located at the extremity of a runway. |
Effective intensity | 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. |
Elevation | The vertical distance of a point or a level, on or affixed to the surface of the earth, measured from the mean sea level. |
Fixed light | A light having constant luminous intensity when observed from a fixed point. |
Frangible object | An object of low mass designed to break, distort or yield on impact so as to present the minimum hazard to aircraft. |
Hazard beacon | An aeronautical beacon used to designate a danger to air navigation. |
Holding bay | A defined area where aircraft can be held, or bypassed, to facilitate efficient surface movement of aircraft. |
Independent parallel approaches | 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 | Simultaneous departures from parallel or near-parallel instrument runways. |
Instrument approach procedures | The procedures to be followed by aircraft in letting down from cruising level and landing at an aerodrome. (A series of predetermined manoeuvres by reference to flight instruments for the orderly transfer of an aircraft from the beginning of the initial approach to a landing, or to a point from which a landing may be made.) |
Version 1.1: February 2003 1-7
Introduction
Definition | Meaning |
Instrument meteorological conditions (IMC) | Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, less than the minimum specified for visual meteorological conditions. |
Instrument runway | One of the following types of runway intended for the operation of aircraft using instrument approach procedures:
Note Visual aids need not necessarily be matched to the scale of non-visual aids provided. The criterion for the selection of visual aids is the conditions in which operations are intended to be conducted. |
Intermediate holding position | A designated holding position intended for traffic control at which taxiing aircraft and vehicles shall stop and hold until further clearance to proceed, when so instructed by the aerodrome control tower. |
1-8 Version 1.1: February 2003
Introduction
Definition | Meaning |
Joint user aerodromes | An aerodrome under the control of a part of the Defence Force in respect of which an arrangement under Section 20 of the Act is in force. |
Landing area | That part of a movement area intended for the landing or take-off of aircraft. |
Light failure | A light shall be deemed to be unserviceable when the main beam average intensity is less than 50% of the value specified in the appropriate figure showing the isocandella diagram. For light units where the designed main beam average intensity is above the value shown in the isocandella diagram, the 50% value shall be related to that design value. (When assessing the main beam, specified angles of beam elevation, toe-in and beam spread shall be taken into consideration). |
Lighting system reliability | The probability that the complete installation operates within the specified tolerances and that the system is operationally usable. |
Manoeuvring area | That part of the aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons. |
Marker | An object displayed above ground level in order to indicate an obstacle or delineate a boundary. |
Marking | A symbol or group of symbols displayed on the surface of the movement area in order to convey aeronautical information. |
Mass | The terms mass and weight used in this MOS have the same meaning. |
MAUM | Maximum all up mass. |
MTOW | Maximum take-off weight. |
Movement | Either a take-off or a landing by an aircraft. |
Movement area | That part of the aerodrome to be used for the take-off, landing and taxiing of aircraft, consisting of the manoeuvring area and the apron(s). |
Near parallel runways | Non-intersecting runways whose extended centre lines have an angle of convergence/divergence of 15 degrees or less. |
Non-instrument runway | A runway intended for the operation of aircraft using visual approach procedures. |
Non-precision approach runway | See Instrument runway. |
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Introduction
Definition | Meaning |
Notices to airmen (NOTAMs) | A notice issued by the NOTAM office containing information or instruction concerning the establishment, condition or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to persons concerned with flight operations. |
Obstacles | 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) | The airspace above the inner approach surface, inner transitional surfaces, balked landing surfaces, 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 (OLS) | A series of planes associated with each runway at an aerodrome that defines the desirable limits to which objects may project into the airspace around the aerodrome so that aircraft operations at the aerodrome may be conducted safely. |
Pavement classification number (PCN) | A number expressing the bearing strength of a pavement for unrestricted operations by aircraft with ACN value less than or equal to the PCN. |
Precision approach runway | See Instrument runway. |
Primary runway(s) | Runway(s) used in preference to others whenever conditions permit. |
Radio aids | Also known as non-visual aids. These aids may consist of NDB, VOR, VOR/DME or GPS. |
Runway | A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft. |
Runway end safety area (RESA) | An area symmetrical about the extended runway centre line and adjacent to the end of the strip primarily intended to reduce the risk of damage to an aeroplane undershooting or overrunning the runway. |
Runway holding position | 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 shall stop and hold, unless otherwise authorised by the aerodrome control tower. |
Runway guard light | A light system intended to caution pilots or vehicle drivers that they are about to enter an active runway. |
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Introduction
Definition | Meaning |
Runway strip | A defined area including the runway and stopway, if provided, intended:
|
Runway visual range (RVR) | The range over which the pilot of an aircraft on the centre line of the a runway can see the runway surface markings or the lights delineating the runway or identifying its centre line. |
Segregated parallel operations | 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. |
Shoulders | An area adjacent to the edge of a pavement so prepared as to provide a transition between the pavement and the adjacent surface. |
Signal circle | An area on an aerodrome used for the display of ground signals. |
Stopway | A defined rectangular area on the ground at the end of the take-off run available prepared as a suitable area in which an aircraft can be stopped in the case of an abandoned take-off. |
Switch-over time (light) | The time required for the actual intensity of a light measured in a given direction to fall from 50% and recover to 50% during a power supply changeover, when the light is being operated at intensities of 25% or above. |
Take-off runway | A runway intended for take-off only. |
Taxi-holding position | See definition of runway holding position and intermediate holding position. |
Taxiway | 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 from another, including:
|
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Introduction
Definition | Meaning |
Taxiway intersection | A junction of two or more taxiways. |
Taxiway strip | 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 | The beginning of that portion of the runway usable for landing. |
Time limited works | Aerodrome works that may be carried out if normal aircraft operations are not disrupted and the movement area can be restored to normal safety standards in not more than 30 minutes. |
Touchdown zone | The portion of a runway, beyond the threshold, where it is intended landing aeroplanes first contact the runway. |
Usability factor | The percentage of time during which the use of a runway or system of runways is not restricted because of cross-wind component. |
Visibility | The ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlit objects by day and prominent lit objects by night. |
Visual aids | May consist of T-VASIS, PAPI, runway markings and runway lights. |
Visual meteorological conditions (VMC) | Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, equal or better than specified minima. |
Weight | The terms weight and mass used in this MOS have the same meaning. |
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Application of Standards to Aerodromes
2.1.1.1 Civil Aviation Safety Regulations CASR Part 121A and Part 121B require aeroplanes conducting air transport operations to operate from aerodromes meeting the requirements of CASR Part 139.
2.1.1.2 CASR Part 139 empowers the Authority to specify standards and procedures relating to aerodromes used in air transport operations. The standards and procedures are set out in this document titled ‘Manual of Standards Part 139—Aerodromes’ are applicable equally to operators of land aerodromes which are either certified or registered. Operating procedures for certified and registered aerodromes differ and are set out in separate Chapters.
2.1.1.3 Under CASR Part 121A and Part 121B, operators of aeroplanes with not more than 30 passenger seats may also conduct air transport operations to aerodromes that are not certified or registered, provided specified aerodrome facilities and reporting arrangements meet appropriate standards. As aerodrome safety standards and procedures are specified in this MOS, the appropriate sections will accordingly also be applicable to those uncertified or unregistered aerodromes used in air transport operations.
2.1.2.1 Standards are subject to change from time to time. In general, unless specifically directed by CASA, subject to Paragraph 2.1.2.3, existing aerodrome facilities do not need to be immediately modified in accordance with the new standards until the facility is replaced or upgraded to accommodate a more demanding aircraft.
2.1.2.2 Unless otherwise directed by CASA, an existing facility that does not meet the standard specified in this Manual must continue to comply with the standard that was applicable to it.
2.1.2.3 At a certified aerodrome, an existing aerodrome facility that does not comply with this MOS must be identified and recorded in the Aerodrome Manual, described in Chapter 3 must include the date or period when that facility was first introduced or last upgraded and an indication from the aerodrome operator of a plan or timescale to bring the facility in compliance with the MOS. As part of CASA audit, evidence to demonstrate efforts to implement plan or timescale may be required.
2.1.2.4 This MOS applies to a new facility that is brought into operation, and to an existing facility that is being replaced or improved. Subject to agreement by the relevant CASA office, changes to an existing facility of a minor or partial nature may be exempted.
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Application of Standards to Aerodromes
2.1.3.1 An exemption granted to an existing facility continues to apply until its expiry date.
2.1.3.2 Application for new exemptions must be supported, in writing, by cogent reasons including, where appropriate, an indication of when compliance with the current standards can be expected.
2.1.3.3 Those standards which include phrases such as “if practicable”, “where physically practicable”, etc., still require an exemption to standards when aerodrome operators wish to take advantage of the non-practicability of full compliance.
2.1.3.4 Exemptions to standards, granted to an aerodrome, must be recorded in the Aerodrome Manual. The Manual must contain details of the exemption, reason for the granting, any resultant limitations imposed, and similar relevant information.
2.1.4.1 Compliance with the standards and procedures specified in this MOS does not absolve aerodrome operators from obligations in respect of standards prescribed by other government or statutory authorities. Where another statutory standard conflicts with this MOS, the matter must be referred to CASA for resolution.
2.1.5.1 Australia has adopted the International Civil Aviation Organisation (ICAO) methodology of using a code system, known as the Aerodrome Reference Code, to specify the standards for individual aerodrome facilities which are suitable for use by aeroplanes within a range of performances and sizes. The Code is composed of two elements: element 1 is a number related to the aeroplane reference field length; and element 2 is a letter related to the aeroplane wing span and outer main gear wheel span. A particular specification is related to the more appropriate of the two elements of the Code 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 aeroplane characteristics for which the facility is provided. There could be more than one critical aeroplane, as the critical aeroplane for a particular facility, such as a runway, may not be the critical aeroplane for another facility, such as the taxiway.
2.1.5.2 The Code number for element 1 shall be determined from column 1 of the table below. The Code number corresponding to the highest value of the aeroplane reference field lengths for which the runway is intended is to be selected.
Note: The determination of the aeroplane reference field length is solely for the selection of a Code number and must not be confused with runway length requirements, which are influenced by other factors.
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Application of Standards to Aerodromes
2.1.5.3 The Code letter for element 2 shall be determined from column 3 of the table below. The Code letter, which corresponds to the greatest wingspan, or the greatest outer main gear wheel span, whichever gives the more demanding Code letter of the aeroplanes for which the facility is intended is to be selected.
2.1.5.4 Information of the Aerodrome Reference Code number for each runway at the aerodrome shall be provided for publication in Runway Distances Supplement section of the En-route Supplement Australia. For certified aerodromes, information of the Aerodrome Reference Code letter for each runway and taxiway shall be set out in the Aerodrome Manual.
2.1.5.5 Unless otherwise agreed by CASA, aerodrome operators must maintain the runways and taxiways in accordance with the applicable standards set out in this MOS for the notified aerodrome reference code for that runway or taxiway.
Table 2.1-1: Aerodrome Reference Code
Aerodrome Reference Code | ||||
Code element 1 | Code element 2 | |||
Code number | Aeroplane reference field length | Code letter | Wing span | Outer main gear wheel span |
1 | Less than 800 m | A | Up to but not including 15 m | Up to but not including 4.5 m |
2 | 800 m up to but not including 1200 m | B | 15 m up to but not including 24 m | 4.5 m up to but not including 6 m |
3 | 1200 m up to but not including 1800 m | C | 24 m up to but not including 36 m | 6 m up to but not including 9 m |
4 | 1800 m and over | D | 36 m up to but not including 52 m | 9 m up to but not including 14 m |
|
| E | 52 m up to but not including 65 m | 9 m up to but not including 14 m |
|
| F | 65 m up to but not including 80 m | 14 m up to but not including 16 m |
2.1.6.1 A list of representative aeroplanes operating in Australia and others, chosen to provide an example of each possible aerodrome reference code number and letter combination, is shown in Table 2.1-2.
2.1.6.2 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
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Application of Standards to Aerodromes
aeroplane’s performance characteristics should be obtained from information published by the aeroplane manufacturer.
Table 2.1-2: Aerodrome reference codes and aeroplane characteristics
AEROPLANE TYPE | REF CODE | AEROPLANE CHARACTERISTICS | |||||
ARFL
(m) | Wing- span (m) | OMGWS
(m) | Length
(m) | MTOW
(kg) | TP
(kPa) | ||
DHC2 Beaver | 1A | 381 | 14.6 | 3.3 | 10.3 | 2490 | 240 |
Beechcraft: |
|
|
|
|
|
|
|
58 (Baron) | 1A | 401 | 11.5 | 3.1 | 9.1 | 2449 | 392 |
100 | 1A | 628 | 14.0 | 4.0 | 12.2 | 5352 | - |
Britten Norman Islander | 1A | 353 | 14.9 | 4.0 | 10.9 | 2850 | 228 |
Cessna: |
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|
|
|
|
|
|
172 | 1A | 272 | 10.9 | 2.7 | 8.2 | 1066 | - |
206 | 1A | 274 | 10.9 | 2.6 | 8.6 | 1639 | - |
310 | 1A | 518 | 11.3 | 3.7 | 9.7 | 2359 | 414 |
404 | 1A | 721 | 14.1 | 4.3 | 12.1 | 3810 | 490 |
Partenavia P68 | 1A | 230 | 12.0 | 2.6 | 9.4 | 1960 | - |
Piper: |
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|
|
|
|
|
|
PA 31 (Navajo) | 1A | 639 | 12.4 | 4.3 | 9.9 | 2950 | 414 |
PA 34 | 1A | 378 | 11.8 | 3.4 | 8.7 | 1814 | - |
Beechcraft 200 | 1B | 592 | 16.6 | 5.6 | 13.3 | 5670 | 735 |
Cessna: |
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|
|
|
|
|
|
208A (Caravan) | 1B | 296 | 15.9 | 3.7 | 11.5 | 3310 | - |
402C | 1B | 669 | 13.45 | 5.6 | 11.1 | 3107 | 490 |
441 | 1B | 544 | 15.1 | 4.6 | 11.9 | 4468 | 665 |
DHC 6 Twin Otter | 1B | 695 | 19.8 | 4.1 | 15.8 | 5670 | 220 |
Dornier 228-200 | 1B | 525 | 17.0 | 3.6 | 16.6 | 5700 | - |
DHC-7 | 1C | 689 | 28.4 | 7.8 | 24.6 | 19505 | 620 |
DHC-5E | 1D | 290 | 29.3 | 10.2 | 24.1 | 22316 | - |
Lear Jet 28/29 | 2A | 912 | 13.4 | 2.5 | 14.5 | 6804 | 793 |
Beechcraft 1900 | 2B | 1098 | 16.6 | 5.8 | 17.6 | 7530 | - |
CASA C-212 | 2B | 866 | 20.3 | 3.5 | 16.2 | 7700 | 392 |
Embraer EMB110 | 2B | 1199 | 15.3 | 4.9 | 15.1 | 5670 | 586 |
Metro II | 2B | 800 | 14.1 | 5.4 | 18.1 | 5670 | 740 |
Metro III | 2B | 991 | 17.37 | 5.4 | 18.1 | 6577 | 740 |
ATR 42-200 | 2C | 1010 | 24.6 | 4.9 | 22.7 | 16150 | 728 |
Cessna 550 | 2C | 912 | 15.8 | 6.0 | 14.4 | 6033 | 700 |
DHC-8: |
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|
100 | 2C | 948 | 25.9 | 8.5 | 22.3 | 15650 | 805 |
300 | 2C | 1122 | 27.4 | 8.5 | 25.7 | 18642 | 805 |
Lear Jet 55 | 3A | 1292 | 13.4 | 2.5 | 16.8 | 9298 | - |
IAI Westwind 2 | 3A | 1495 | 13.7 | 3.7 | 15.9 | 10660 | 1000 |
BAe 125-400 | 3B | 1713 | 15.7 | 3.3 | 15.5 | 12480 | 1007 |
Canadair: |
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CL600 | 3B | 1737 | 18.9 | 4.0 | 20.9 | 18642 | 1140 |
CRJ-200 | 3B | 1527 | 21.21 | 4.0 | 26.77 | 21523 | 1117 |
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Application of Standards to Aerodromes
AEROPLANE TYPE | REF CODE | AEROPLANE CHARACTERISTICS | |||||
ARFL
(m) | Wing- span (m) | OMGWS
(m) | Length
(m) | MTOW
(kg) | TP
(kPa) | ||
Cessna 650 | 3B | 1581 | 16.3 | 3.6 | 16.9 | 9979 | 1036 |
Dassault-Breguet: | 3B | 1515 | 19.3 | 5.3 | 20.2 | 20640 | 1300 |
Falcon 900 |
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Embraer EMB 145 | 3B | 1500 | 20 | 4.8 | 29.9 | 19200 | - |
Fokker F28-2000 | 3B | 1646 | 23.6 | 5.8 | 29.6 | 29480 | 689 |
Metro 23 | 3B | 1341 | 17.4 | 5.4 | 18.1 | 7484 | 742 |
Shorts SD3-60 | 3B | 1320 | 22.8 | 4.6 | 21.6 | 11793 | 758 |
Bae: |
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Jetstream 31 | 3C | 1440 | 15.9 | 6.2 | 14.4 | 6950 | 448 |
Jetstream 41 | 3C | 1500 | 18.3 | - | 19.3 | 10433 | - |
146-200 | 3C | 1615 | 26.3 | 5.5 | 26.2 | 42185 | 1138 |
146-300 | 3C | 1615 | 26.3 | 5.5 | 31.0 | 44225 | 945 |
Bombadier Global | 3C | 1774 | 28.7 | 4.9 | 30.3 | 42410 | - |
Express |
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Embraer EMB 120 | 3C | 1420 | 19.8 | 7.3 | 20.0 | 11500 | 828 |
McDonnell Douglas: |
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DC-3 | 3C | 1204 | 28.8 | 5.8 | 19.6 | 14100 | 358 |
DC9-20 | 3C | 1551 | 28.5 | 6.0 | 31.8 | 45360 | 972 |
Fokker: |
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|
|
|
|
|
F27-500 | 3C | 1670 | 29.0 | 7.9 | 25.1 | 20412 | 540 |
F28-4000 | 3C | 1640 | 25.1 | 5.8 | 29.6 | 32205 | 779 |
F50 | 3C | 1760 | 29.0 | 8.0 | 25.2 | 20820 | 552 |
F100 | 3C | 1695 | 28.1 | 5.0 | 35.5 | 44450 | 920 |
SAAB SF-340 | 3C | 1220 | 21.4 | 7.5 | 19.7 | 12371 | 655 |
Airbus A300 B2 | 3D | 1676 | 44.8 | 10.9 | 53.6 | 142000 | 1241 |
Airbus A320-200 | 4C | 2058 | 33.9 | 8.7 | 37.6 | 72000 | 1360 |
Boeing: |
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|
|
|
|
|
|
B717-200 | 4C | 2130 | 28.4 | 6.0 | 37.8 | 51710 | - |
B737-200 | 4C | 2295 | 28.4 | 6.4 | 30.6 | 52390 | 1145 |
B737-300 | 4C | 2749 | 28.9 | 6.4 | 30.5 | 61230 | 1344 |
B737-400 | 4C | 2499 | 28.9 | 6.4 | 36.5 | 63083 | 1400 |
B737-800 | 4C | 2256 | 35.8 | 6.4 | 39.5 | 70535 | - |
McDonnell Douglas: |
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|
|
|
|
|
|
DC9-30 | 4C | 2134 | 28.5 | 6.0 | 37.8 | 48988 | - |
DC9-80/MD80 | 4C | 2553 | 32.9 | 6.2 | 45.1 | 72575 | 1390 |
Airbus: |
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|
|
|
|
|
|
A300-600 | 4D | 2332 | 44.8 | 10.9 | 54.1 | 165000 | 1260 |
A310-200 | 4D | 1845 | 43.9 | 10.9 | 46.7 | 132000 | 1080 |
Boeing: |
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|
|
|
|
B707-300 | 4D | 3088 | 44.4 | 7.9 | 46.6 | 151315 | 1240 |
B757-200 | 4D | 2057 | 38.0 | 8.7 | 47.3 | 108860 | 1172 |
B767-200ER | 4D | 2499 | 47.6 | 10.8 | 48.5 | 156500 | 1310 |
B767-300ER | 4D | 2743 | 47.6 | 10.8 | 54.9 | 172365 | 1310 |
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Application of Standards to Aerodromes
AEROPLANE TYPE | REF CODE | AEROPLANE CHARACTERISTICS | |||||
ARFL
(m) | Wing- span (m) | OMGWS
(m) | Length
(m) | MTOW
(kg) | TP
(kPa) | ||
McDonnell Douglas: |
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|
|
|
|
|
|
DC8-63 | 4D | 3179 | 45.2 | 7.6 | 57.1 | 158757 | 1365 |
DC10-30 | 4D | 3170 | 50.4 | 12.6 | 55.4 | 251744 | 1276 |
Lockheed: |
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L1011-100/200 | 4D | 2469 | 47.3 | 12.8 | 54.2 | 211378 | 1207 |
McDonnell Douglas |
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MD11 | 4D | 2207 | 51.7 | 12.0 | 61.2 | 273289 | 1400 |
Tupolev TU154 | 4D | 2160 | 37.6 | 12.4 | 48.0 | 90300 | - |
Airbus: |
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|
|
|
|
|
|
A 330-200 | 4E | 2713 | 60.3 | 12.0 | 59.0 | 230000 | 1400 |
A 330-300 | 4E | 2560 | 60.3 | 12.0 | 63.6 | 230000 | 1400 |
A 340-300 | 4E | 2200 | 60.3 | 12.0 | 63.7 | 253500 | 1400 |
Boeing: |
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|
|
|
|
|
|
B747-SP | 4E | 2710 | 59.6 | 12.4 | 56.3 | 318420 | 1413 |
B747-300 | 4E | 3292 | 59.6 | 12.4 | 70.4 | 377800 | 1323 |
B747-400 | 4E | 3383 | 64.9 | 12.4 | 70.4 | 394625 | 1410 |
B777-200 | 4E | 2500 | 60.9 | 12.8 | 63.73 | 287800 | 1400 |
2.1.7.1 Nothing in this MOS is intended to inhibit the planning or provision of aerodrome facilities for larger aeroplanes that may be accommodated by the aerodrome at a later date. However, where movement area facilities are built for future larger aeroplanes, the aerodrome operator must liaise with the relevant CASA office to determine interim notification of Reference Code and maintenance arrangements.
2.1.7.2 It is the prerogative of aerodrome operators to select the appropriate aeroplane and aeroplane characteristics for master planning of their aerodromes. This MOS has included ICAO Code F specifications for aerodrome facilities intended for aeroplanes larger than B 747 wide body jets.
2.1.8.1 Runways are classified as non-instrument (also known as visual or circling approach) and instrument runways. Instrument runways are further categorised as: non-precision, precision Category I, Category II, and Category IIIA, IIIB and IIIC.
2.1.8.2 Aerodrome operators must liaise with the relevant CASA office before initiating any changes to the runway classification or instrument category as such a change will involve changes to the standards of a number of aerodrome facilities.
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Application of Standards to Aerodromes
2.1.8.3 This MOS contains specifications for precision approach runways category II and III, for aerodrome facilities intended for aeroplanes with Reference Code numbers 3 and 4 only. No specification is prescribed for code 1 or 2 precision approach runways, as it is unlikely that such facilities will be required in Australian weather conditions. Aerodrome operators are asked to liaise with the relevant CASA office should there be a need to provide aerodrome facilities for Reference Code 1 or 2 aeroplanes.
2.1.9.1 A non-precision approach runway is defined in Chapter 1. Non-precision approach procedures are currently designed by CASA delegates (Airservices Australia and IAC GPS P/L) and are published by Airservices Australia in the AIP section titled ‘Departure and Approach Procedures’, commonly known as DAP charts.
2.1.9.2 To make recognition easier, new straight-in or runway aligned procedures will be further identified by the runway number in the title of the approach chart (e.g. RWY 18 GPS or RWY 08 VOR/DME). Non-runway aligned approach procedures will not have the runway number in the title (e.g. GPS-S, GPS-N or NDB).
Note: There is a program to bring all existing charts to this convention. This will be introduced to existing charts as the opportunity arises.
2.1.9.3 The result of accident enquiries have demonstrated that straight-in approaches are much safer than circling approaches, especially at night. With the advent of GPS, NPA runways can now be provided without any ground based navigation aid. Aerodrome operators of non-instrument runways are strongly urged to liaise with aerodrome users and upgrade their runways to NPA runways wherever it is practicable to do so. However, the benefit of having an NPA runway can only be realised if the runway meets the applicable NPA standards. These include:
(a) increased runway strip width (can be compensated by increase in MDA);
(b) increased inner horizontal, conical and approach obstacle limitation surfaces to be surveyed for obstacles;
(c) spacing of runway edge lights; and
(d) the availability of the wind direction indicator, near the threshold, if possible, or an alternate method for obtaining wind information such as an automatic weather information service.
See the relevant Chapters for the applicable standards. It should be noted that some of the ICAO standards have been relaxed for Australian GPS NPA operations.
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Application of Standards to Aerodromes
2.1.9.4 Before an NPA procedure is published the procedure designer has to arrange for the design to be flight validated. Besides checking the operational aspect of the design, the flight validation also checks the adequacy of the runway, visibility of the wind direction indicator and clearances from all existing obstacles. An NPA procedure is only approved for publication when all requirements are met. Otherwise direction on the use of the procedure may be annotated on the chart, including in the worst case a direction that straight-in landing is not permitted.
2-8 Version 1.1: February 2003
Applying for an Aerodrome Certificate
3.1.1.1 Pursuant to CASR Part 139, aerodromes intended to accommodate aeroplanes with more than 30 passenger seats conducting air transport operations must be certified. Operators of other aerodromes may also apply for an aerodrome certificate.
3.1.1.2 The applicant shall be the owner of the aerodrome site, or have obtained permission from the owner to use the site as an aerodrome.
3.1.1.3 CASA’s aerodrome certification process only addresses the aviation safety aspect of the aerodrome. It is the responsibility of the applicant to ensure that use of the site as an aerodrome is in compliance with other federal, state and local statutory requirements. The aerodrome certificate does not absolve the applicant from observing such requirements.
3.1.1.4 Before submitting an application, the applicant must prepare an Aerodrome Manual, in accordance with the requirements set out in CASR Part 139. The standards to meet the requirements are set out in various chapters in this Manual of Standards (MOS). The initial application must be made on CASA Form 1121 (specimen at Section 3.2). The completed form shall be returned to the nearest CASA office, together with a copy of the Aerodrome Manual.
3.1.2.1 Upon receipt of the application, the relevant CASA Aerodrome Inspector will assess the likely effort involved in processing the application and provide the applicant with a quotation for the aerodrome certification processing fee.
3.1.2.2 The certificate application will only be processed upon payment of the certification processing fee.
3.1.3.1 Applications shall be submitted in sufficient time to allow for detailed consideration and inspection of the aerodrome before the desired date of issue of the certificate.
3.1.3.2 Engineering and survey reports of the physical characteristics of the movement area, pavement strength and surface, obstacle limitation surfaces, etc., shall be provided by the applicant as required by CASA.
3.1.3.3 As part of the certification process, CASA Aerodrome Inspector may carry out inspection or testing of any aspect of the aerodrome or require substantiation of any information provided by the applicant. However, it should be clearly understood that the CASA sample checking process does
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Applying for an Aerodrome Certificate
not absolve the applicant from the responsibility to provide accurate information.
3.1.3.4 Special assessments may be necessary if there are aerodrome facilities that are not in full compliance with the applicable standards. This may involve more time and resources and may result in restrictions being imposed on aircraft operations.
3.1.4.1 Before an aerodrome certificate is granted, CASA needs to be satisfied that:
(a) the aerodrome physical characteristics and facilities are in compliance with relevant standards or are adequate for aeroplane safety;
(b) the aerodrome operating procedures proposed by the applicant and set out in the Aerodrome Manual are appropriate and adequate for the expected level of aircraft activities at the aerodrome;
(c) there are sufficient experienced trained or qualified personnel to conduct the safety functions of the aerodrome;
(d) the aerodrome operator is aware of the aerodrome safety functions and can be expected to properly operate the aerodrome.
3.1.4.2 Aerodrome certificates are granted on the condition that the aerodrome will, at all times, be in compliance with applicable regulations and standards. CASR Part 139 also empowers CASA to attach additional conditions to a licence to take account of particular circumstances of the aerodrome.
3.1.4.3 Once granted, except for a temporary certificate which has a finite term, an aerodrome certificate will remain in force until it is suspended or cancelled.
3.1.5.1 CASA will retain one copy of the Aerodrome Manual. The aerodrome operator must keep his or her copy of the Aerodrome Manual at the aerodrome or at the operator’s principal place of business and make it available for CASA audit purposes.
3.1.5.2 Additional copies of the Aerodrome Manual may be made available so that aerodrome staff and other organisations at the aerodrome may have access to a copy of the Manual.
3.1.5.3 When additional copies or sections of the Manual are required, the aerodrome manual controller is responsible for updates and distribution to those persons.
3.1.6.1 The CASA Aerodrome Inspector responsible for the certification process will prepare and forward to the NOTAM Office a permanent NOTAM setting out all the aerodrome information which will be included in AIP ERSA and the Runway Distances Supplement, including the effective date when the aerodrome is certified.
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3.1.7.1 Under the CASR Part 139 transitional provisions, an existing aerodrome licence issued under CAR 89C will still be valid until it is replaced by a certificate issued under CASR Part 139 or for three years from the date of CASR Part 139, whichever is earlier.
3.1.7.2 Existing licence holders do not need to apply for the aerodrome certificate but they need to liaise with the relevant CASA office for the issue of a replacement aerodrome certificate. Relevant CASA Aerodrome Inspector will issue the replacement certificate when satisfied that the Aerodrome Manual has been brought into line with the CASR Part 139.
Note: To facilitate orderly issue of replacement aerodrome certificates, aerodrome operators are advised to have their Aerodrome Manuals brought up to date as early as possible and not wait towards the end of the three year period.
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Applying to Register an Aerodrome
4.1.1.1 Pursuant to CASR Part 139, operators of uncertified aerodromes may apply to have their aerodromes registered by CASA. A registered aerodrome will have aerodrome information published in ERSA, and changes to aerodrome information or conditions affecting aircraft operations can be notified through the NOTAM system.
Note: CASA will only approve instrument runways used for air transport operations at an aerodrome that is either certified or registered.
4.1.1.2 The applicant for registration must be the owner of the aerodrome site, or have obtained permission from the owner to use the site as an aerodrome.
4.1.1.3 CASA’s aerodrome registration process only addresses the aviation safety aspect of the aerodrome. It is the responsibility of the applicant to ensure that use of the site as an aerodrome is in compliance with other federal, state and local authority requirements. The aerodrome registration does not absolve the applicant from observing such requirements.
4.1.2.1 Application for registration must be made on CASA Form 1123 (specimen shown in 4.2.1), obtainable from the nearest CASA office. The completed form, together with aerodrome information for publication in ERSA and confirmation from an approved person as prescribed in CASR Part 139, that the aerodrome meets applicable safety standards, shall be returned to the nearest CASA office.
Note: List of approved persons for registered aerodromes can be accessed through CASA web site or provided on request from the nearest CASA office.
4.1.2.2 Upon receipt of the application, the CASA Aerodrome Inspector will assess the likely effort involved in processing the registration application and provide the applicant with a quotation for the aerodrome registration processing fee.
4.1.2.3 The registration processing fee may include the CASA Aerodrome Inspector making an inspection of the aerodrome. The inspection is normally only required if the information supplied is, in the opinion of the Aerodrome Inspector, inadequate or requires further clarification.
4.1.2.4 The application will only be processed upon payment of the registration processing fee.
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4.1.2.5 Applications shall be submitted in sufficient time to allow for detailed consideration and inspection of the aerodrome, before the desired registration date.
4.1.3.1 Registration is approved on the condition that:
(a) the aerodrome meets appropriate standards;
(b) the aerodrome operator has the capacity to properly maintain the aerodrome; and
(c) the reporting officer has been trained to the standards detailed in Chapter 10.
4.1.3.2 When the application is approved, the responsible CASA Aerodrome Inspector will prepare and forward to the NOTAM Office a permanent NOTAM setting out all the aerodrome information which will be included in ERSA and the Runway Distances Supplement. The CASA Aerodrome Inspector will also confirm, to the applicant, in writing, that the aerodrome is or will be registered, together with a copy of the NOTAM message.
4.1.4.1 Registered aerodromes will be included in the CASA aerodrome surveillance program. A scheduled visit by a CASA Aerodrome Inspector 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.
4.1.4.2 Registration will remain in force until it is suspended or cancelled.
4.1.4.3 Registration may be suspended if CASA is not satisfied with:
(a) the accuracy of aerodrome information provided;
(b) the on-going maintenance of the aerodrome; or
(c) the ability of the reporting officer to conduct on-going aerodrome serviceability inspection and reporting functions.
Notes: 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 registered aerodrome are specified in Chapter 12.
4.1.4.4 Registration may be cancelled:
(a) on request of the aerodrome operator; or
(b) by CASA after the aerodrome registration was suspended and the identified safety concerns are not corrected to the satisfaction of CASA, within an acceptable period.
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4.1.5.1 Operators of registered aerodromes are required to submit to CASA an Aerodrome Safety Inspection Report prepared by an approved person as specified in the regulations. This must be done either annually, or at a longer interval as agreed by the relevant CASA Aerodrome Inspector.
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4. AERODROME DATA: If not applicable, insert N/A (aerodrome data must be derived in accordance with Chapter 5 standards)
(a) Aerodrome diagram – Provide a diagram to depict the following:
(i) runway layout, their magnetic bearing and length in metres;
(ii) taxiways and aprons;
(iii) aerodrome reference point;
(iv) wind direction indicators, both lit and unlit;
(v) elevation of the aerodrome (the highest point on the landing surface);
(vi) for instrument runway, the elevation of the mid-point of each threshold;
(vii) magnetic bearing and distance to the nearest city, town or population centre.
(b) Aerodrome administration
Name of aerodrome operator: ..........................................................................................................................
Address:............................................................................................................................................................
..........................................................................................................................................................................
..................................................... Tel: ...................................... (O/H)...................(A/H)
Is this aerodrome open to public? Y/N Landing Charges: Y/N If Yes, please specify: ......................
Aerodrome Reporting Officer(s) and telephone contact details
..........................................................................................................................................................................
..........................................................................................................................................................................
..........................................................................................................................................................................
(c) Runway details. For each runway, provide the following:
Runway designation: ........................... Runway reference code ...........................
TORA ......................... TODA .............. (…...%) ASDA ................... LDA ..........................
Runway width............. Runway slope ................... Runway strip width ............. (graded)....(O/A)
STODA: ...........................................................................................................................................................
.......................................................................................................................................................................... Pavement .........................................(surface type) Rating: ........................................ (ACN/PCN) or
.......................................................................................................... (max aircraft weight and tyre pressure)
(d) Aerodrome lighting. For each runway equipped with lighting, provide the following:
Runway designation: ........................... Runway edge lights: ..........................................................
Standby power: Y/N Portable lights: Y/N PAL: Y/N if yes PAL frequency: ....................................
Any other lighting, specify...............................................................................................................................
(e) Ground services: information on services available to visiting pilots:
Fuel type:.................. Supplier: ................................... Tel:.....................(A/H)
If more than one fuel supplier, detail: ..............................................................................................................
..........................................................................................................................................................................
..........................................................................................................................................................................
.......................................................................................................................................................................... MET AWIB:............................ Unicom: .............................. AFRU: .....................................
(f) Special procedures: ............................................................................................................................................
..........................................................................................................................................................................
..........................................................................................................................................................................
..........................................................................................................................................................................
(g) Notices: ................................................................................................................................................................
..........................................................................................................................................................................
..........................................................................................................................................................................
..........................................................................................................................................................................
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5.1.1.1 CASR Part 139 requires the applicant of an aerodrome certificate to provide information relating to the aerodrome for publication in Aeronautical Information Publication (AIP). This information must be included in the applicant’s proposed Aerodrome Manual. Aerodrome information may be published in AIP - Enroute Supplement Australia (ERSA), AIP - Runway Distances Supplement (RDS) and AIP - Departure and Approach Procedures charts (DAP).
5.1.1.2 This Chapter sets out the aerodrome information which needs to be provided and the standards to which such aerodrome information must be gathered and presented.
5.1.1.3 The standards in this Chapter on gathering and presentation of aerodrome information are also applicable to aerodrome information provided to CASA for aerodrome registration.
5.1.1.4 The importance of providing accurate aerodrome information for the safety of aircraft operations cannot be overemphasised. Accordingly, care and diligence must be exercised in obtaining the aerodrome information to be published. This will involve the use of appropriately qualified persons to measure, determine or calculate aerodrome operational information.
5.1.1.5 After the information is published, maintaining its accuracy is also of fundamental importance. Standards for maintaining accuracy of published aerodrome information in AIP, including NOTAMS, are set out in Chapter 10.
5.1.2.1 Aerodrome diagram. An aerodrome diagram must be provided to illustrate:
(a) layout of runways, taxiways and apron(s);
(b) nature of the runway surfaces;
(c) designations and length of runways;
(d) designations of the taxiways, where applicable;
(e) location of illuminated and non-illuminated wind direction indicators;
(f) location of the aerodrome reference point;
(g) the direction and distance to the nearest town;
(h) location of terminal buildings; and
(i) location of helipads.
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5.1.2.2 Aerodrome administration. This must include:
(a) name, address, telephone and facsimile numbers of the aerodrome operator; including after hours contacts;
(b) aerodrome usage, public or private;
(c) aerodrome charges, where notification is desired.
5.1.2.3 Aerodrome location. This information must include;
(a) name of aerodrome;
(b) State or Territory of Australia;
(c) World Aeronautical Chart number, if known;
(d) latitude and longitude, based on the aerodrome reference point;
(e) magnetic variation;
(f) time conversion-universal time coordinated (UTC) plus local time difference;
(g) AVFAX and ‘Y’ location code indicator, if known;
(h) aerodrome elevation;
(i) currency of Type A charts, if provided.
5.1.2.4 Movement area. Must include for each runway designation;
(a) aerodrome reference code number;
(b) runway bearings-in degrees magnetic;
(c) runway length and surface type;
(d) runway pavement strength rating;
(e) runway and runway strip width;
(f) runway slope;
(g) runway declared distances, and STODA.
(h) elevation of the mid point of runway threshold, for instrument runways.
5.1.2.5 Lighting systems. This information must include;
(a) lighting systems for runways;
(b) approach lighting system;
(c) visual approach slope indicator system;
(d) pilot activated lighting;
(e) aerodrome beacon;
(f) lighting systems for taxiways; and
(g) any other lighting systems.
5.1.2.6 Navigation aids. Details of any navigation aid, which is provided by Airservices Australia or the aerodrome operator.
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5.1.2.7 Rescue and fire-fighting services. The category of aerodrome-based rescue and fire-fighting services provided by Airservices Australia or the aerodrome operator.
5.1.2.8 Ground services. This information must include:
(a) fuel suppliers and their contact details, including after hours;
(b) automatic weather information broadcast if provided by aerodrome operator;
(c) ground to air communication systems such as Unicom, aerodrome frequency response unit (AFRU) or approved air ground operator service provided by the aerodrome operator, and
(d) any other services available to pilots.
5.1.2.9 Special procedures. Include any special procedures unique to the aerodrome, which pilots need to be advised; in cases where the flying procedure is generated by the aerodrome operator.
5.1.2.10 Notices. Include important cautionary or administrative information relating to the use of the aerodrome.
5.1.3.1 Nature of runway surface. The runway surface type must be notified as either:
(a) bitumen seal;
(b) asphalt;
(c) concrete;
(d) gravel;
(e) grass; or
(f) natural surface.
Where only the central portion of runway is sealed, this must be advised accordingly.
5.1.3.2 Runway bearing and designation. The bearing of runways must be determined in degrees magnetic. Runways are normally numbered in relation to their magnetic direction, rounded off to the nearest 10 degrees.
5.1.3.3 Runway length. The aerodrome operator must provide the physical length of runways in whole numbers of metres and feet , with feet bracketed.
5.1.3.4 Taxiway designation. A single letter must be used without numbers to designate each main taxiway. Alpha-numeric designators may be used for short feeder taxiways. See also Chapter 8.
5.1.3.5 Aerodrome reference point (ARP). The geographic coordinates of the aerodrome reference point must be notified in degrees, minutes and tenths of a minute; based on the World Geodetic System-1984 (WGS-84). The ARP should be located at or near the centroid of the aerodrome.
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5.1.3.6 Aerodrome elevation. Must be at the highest point of the landing area, above mean sea level. Aerodrome elevation must be reported in feet, based on the Australian Height Datum, to an accuracy of one foot.
5.1.3.7 Runway reference code number. For each runway provide the reference code number as defined in Chapter 2.
(a) Aircraft less than 5,700 kg maximum take-off mass.
The bearing strength of a pavement intended for aircraft of 5700 kg mass or less, must be made available by reporting the following information:
(i) maximum allowable aircraft mass; and
(ii) maximum allowable tyre pressure.
Report the bearing strength of pavements intended for aircraft greater than 5,700 kg mass, in accordance with the Aircraft Classification Number/Pavement Classification Number (ACN/PCN) system; reporting all of the following information:
(i) the pavement classification number (PCN);
(ii) pavement type for ACN-PCN determination;
(iii) subgrade strength category;
(iv) maximum allowable tyre pressure category; and
(v) evaluation method.
Note: The PCN reported will 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 the tyre pressure, or aircraft all-up weight for specified aircraft type(s).
(c) Information on pavement type for ACN-PCN determination, subgrade strength category, maximum tyre pressure category and evaluation method must be reported using the following codes:
(i)
Pavement type for ACN-PCN determination: | Code |
Rigid pavement | R |
Flexible pavement | F |
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(ii)
Subgrade strength category: | Code |
High strength: characterised by a K value of 150 MN/m3 and representing all K values above 120MN/m3 for rigid pavements, and by CBR 15 and representing all CBR values above 13 for flexible pavements. | A |
Medium strength: characterised by a K value of 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. | B |
Low strength: characterised by a K value of 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. | C |
Ultra low strength: characterised by a K value of 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. | D |
(iii)
Maximum allowable tyre pressure category: | Code |
High: no pressure limit | W |
Medium: pressure limited to 1.50 MPa | X |
Low: pressure limited to 1.00 MPa | Y |
Very low: pressure limited to 0.50 MPa | Z |
(iv)
Evaluation method: | Code |
Technical evaluation: representing a specific study of the pavement characteristics and application of pavement behaviour technology. | T |
Using aircraft experience: representing knowledge of the specific type and mass of aircraft satisfactorily being supported under regular use. | U |
Example 1: If the bearing strength of a rigid pavement, built on a medium strength subgrade, 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
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Example 2: If the bearing strength of a flexible pavement, built on a high strength subgrade, has been assessed by using aircraft experience to be PCN 50 and the maximum tyre pressure allowable is 1.00 MPa, then the reported information would be:
PCN 50/F/A/Y/U
Example 3: If the bearing strength of a flexible pavement, built on a medium strength subgrade, has been assessed by technical evaluation to be PCN 40 and the tyre pressure is to be limited to
0.80 MPa, then the reported information would be: PCN 40/F/B/0.80 MPa/T
Example 4: If a pavement is subject to B747-400 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 B747-400 all up mass limitation of 390,000 kg.
5.1.3.9 Runway width. Determine the physical width of each runway, and provide the information in whole numbers of metres.
5.1.3.10 Runway strip width. For non instrument runways, provide the full width of graded strip. For an instrument runway, provide the full width of runway strip which must include the graded portion and the flyover portion; in whole numbers of metres.
5.1.3.11 Runway slope. Determine the slope of runways, by taking the difference between the maximum and minimum elevation along the centreline and dividing the result by the runway length. Slope must be expressed as a percentage, to the nearest one tenth of a percent, indicating the direction of descent. Where there are significant multiple slope changes along the runway, slopes over individual segments must be provided over the length of the runway.
(a) Declared distances are the available operational distances notified to a pilot for take-off, landing or safely aborting a take-off. These distances are used to determine whether the runway is adequate for the proposed landing or take-off or to determine the maximum payload permissible for a landing or take-off.
(b) The following distances in metres with feet equivalent shown in brackets, must be determined for each runway direction.
(i) take off run available (TORA);
(ii) take off distance available (TODA);
(iii) accelerate-stop distance available (ASDA);
(iv) landing distance available (LDA);
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(c) Calculation of declared distances. The declared distances must be calculated in accordance with the following:
(i) Take-off run available (TORA) is defined as the length of runway available for the ground run of an aeroplane taking off. This is normally the full length of the runway; neither the SWY nor CWY are involved.
TORA = Length of RW
(ii) Take-off distance available (TODA) is defined as the distance available to an aeroplane for completion of its ground run, lift-off and initial climb to 35 ft. This will normally be the full length of the runway plus the length of any CWY. Where there is no designated CWY, the part of the runway strip between the end of the runway and the runway strip end is included as part of the TODA. Each TODA must be accompanied by an obstacle clear take-off gradient expressed as a percentage.
TODA =TORA + CWY
(iii) Accelerate-stop distance available (ASDA) is defined as the length of the take-off run available plus the length of any SWY. Any CWY is not involved.
ASDA = TORA + SWY
(iv) Landing distance available (LDA) is defined as the length of runway available for the ground run of a landing aeroplane. The LDA commences at the runway threshold. Neither SWY nor CWY are involved.
LDA = Length of RW (if threshold is not displaced.)
Note: See Section 5.2 for illustrations of declared distances.
5.1.3.13 Determine and notify the gradient from the end of TODA to the top of the critical obstacle within the take-off climb area, expressed as a percent. Where there is no obstacle, a value of 1.2% must be notified.
5.1.3.14 Fences or levee banks. If a fence or levee bank is located so close to a runway strip end such that a take-off gradient is so large as to be meaningless; the take-off gradient can be based on the next obstacle within the take-off area. In this case, a note must be provided advising that the fence or levee bank has not been taken into account in the calculation of TODA and STODA gradients. The note must also advise the location and height of the fence or levee bank.
(a) The selection of the critical obstacle must be based on the survey of the full take-off area in accordance with the applicable take-off OLS standards specified in Chapter 7. If the survey is not in full compliance, or the runway may, on occasions, be used by a larger aircraft, for
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example a Code 2 runway being used by a Code 3 aircraft, then an appropriate note must be provided. For example, “TKOF area surveyed to 8500 m instead of 15000 m” or “TKOF area surveyed to Code 2 standards instead of Code 3”.
(b) Where the location of the critical obstacle is some distance from the take-off inner edge, and results in a take-off gradient that requires a curved departure, an additional lower take-off gradient may be declared based on a shorter length of TKOF area surveyed. Where this situation applies, aerodrome operators must consult with the appropriate CASA office.
5.1.3.16 Supplementary take-off distances available (STODA). For TODA having an obstacle clear gradient of more than 1.6%, STODA must be provided, except if the STODA is less than 800 m. STODA must be provided for obstacle clear take-off gradients of 1.6%, 1.9%, 2.2%, 2.5%, 3.3% and 5%, up to the gradient associated with TODA. In calculating STODA, care must be taken to ensure that a shielded object does not become critical for the lesser take-off distances, and that the slope of the runway is taken into account. Examples showing how to calculate this will be provided in a subsequent Advisory Circular on the subject matter.
Note: Section 5.3 contains an illustration of STODA and an example of a shielded object.
5.1.3.17 Intersection departure take-off distances available. At an aerodrome where air traffic procedures include regular taxiway intersection departures, the take-off distances available from each relevant taxiway intersection must be determined and declared. The method of determining the take-of distances available at an intersection is similar to that used at a runway end. This is to ensure that the same performance parameters (for example, line- up allowance) may be consistently applied for the line-up manoeuvre, whether entering the runway at the runway end or from some other intersection. Declared distances for an intersection must be measured from a perpendicular line commencing at the taxiway edge that is farther from the direction of take-off. Where take-offs may be conducted in either direction, the starting point of the declared distances for each direction will be the perpendicular line commencing from the respective edges of the taxiway farther from the direction of take-off. This is illustrated in Section 5.2. The format for notifying intersection departure information is as follows:
— RWY 16 – TKOF from TWY E; RWY remaining 2345 (7694) reduce all DIST by 1312 (4305).
5.1.3.18 Threshold elevation. For instrument runways, provide the elevation of the mid point of each runway threshold. The threshold elevation must be measured in feet, to an accuracy of one foot, based on the Australian Height Datum.
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5.1.3.19 Aerodrome Obstruction Charts - Type A. Where a Type A Chart is prepared, currency information of the Chart in the form of date of preparation or edition/issue number must be provided.
5.1.3.20 One direction runways. Where a runway direction cannot be used for take- off or landing, or both, the appropriate declared distance(s) must be shown as ‘nil’, along with an appropriate note, for example; ‘TKOF 14 and LAND 32 not AVBL due surrounding terrain.’
5.1.3.21 Lighting systems. Provide information of aerodrome lighting systems by using the following abbreviations:
Note: Runway lights include runway edge, threshold and runway end lights, and, where stopways are provided, stopway lights.
Abbreviation | Meaning |
SDBY PWR AVBL | Standby power available. |
PTBL | Portable or temporary lights (flares or battery). |
LIRL | Low intensity runway lights (omnidirectional, single stage of intensity). |
MIRL | Medium intensity runway lights (omnidirectional, three stages of intensity). |
HIRL | High intensity runway lights (unidirectional, five or six stages of intensity; lower intensity stages may be omnidirectional). |
RTIL | Runway threshold identification lights (flashing white). |
RCLL | Runway centre line lights. |
RTZL | Runway touchdown zone lights. |
AL | Approach lights (other than high intensity). |
HIAL-CAT 1 | High intensity approach lights-CAT I. |
HIAL-CAT 11 or 111 | High intensity approach lights-CAT II or III. |
SFL | Sequenced flashing lights. |
T-VASIS | T-pattern visual approach slope indicator system. |
AT-VASIS | Abbreviated (single side) T-pattern visual slope approach slope indicator system. |
PAPI | PAPI visual approach slope indicator system. |
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Abbreviation | Meaning |
PAPI# | PAPI commissioned by ground survey (not available to RPT jets). |
HSL | Hold short lights (used in conjunction with land and hold short operations). |
PAL (frequency) | Pilot activated aerodrome lighting (with dedicated frequency). |
AFRU+PAL(frequency) | Aerodrome Frequency response Unit plus PAL. |
ABN | Aerodrome beacon with colour and flashing rate. |
HIOL | High intensity obstacle lights (flashing white). |
MIOL | Medium intensity obstacle lights (flashing red). |
LIOL | Low intensity obstacle lights (steady red). |
Taxiways | Centreline lights are green and edge lights are blue. |
5.1.3.22 Navigation aids. Where the aerodrome operator provides a navigation aid, the location coordinates and operating frequency must be provided. The location co-ordinates must be notified in degrees, minutes and tenths of a minute, based on the World Geodetic System – 1984 (WGS-84).
5.1.3.23 Notices. Significant local data may include the following:
(a) animal or bird hazard;
(b) aircraft parking restrictions;
(c) obstacles in the circuit area;
(d) aircraft to avoid overflying certain areas such as mine blasting areas; and
(e) other aviation activity such as ultra light, or glider operations in the vicinity.
5.1.4.1 Standards for obstacle identification, restriction and limitation are detailed in Chapter 7. Chapter 7 also provides details of and responsibilities for Aerodrome Obstacle Charts applicable to the aerodrome.
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5.2.1.1 Declared distances are the available operational distances notified to a pilot for take-off, landing or safely aborting a take-off. These distances are used to determine whether the runway is adequate for the proposed landing or take-off or to determine the maximum payload permissible for a landing or take-off.
5.2.1.2 Declared distances are a combination of the runway (i.e. full strength pavement), any stopway (SW) and clearway (CW) provided.
5.2.2.1 The declared distances to be calculated for each runway direction are:
(a) Take-off run available (TORA) defined as the length of runway available for the ground run of an aeroplane taking off. It will normally be the full length of the runway. Neither stopway nor clearway are involved.
(b) Take-off distance available (TODA) defined as the distance available to an aeroplane for completion of its ground run, lift-off and initial climb to 35 ft. It will normally be the full length of the runway plus the length of any clearway. Where there is no designated clearway, the part of the runway strip between the end of the runway and the runway strip end is included as part of the TODA. This Australian practice has been registered with ICAO. Any stopway is not involved.
(c) Accelerate-stop distance available (ASDA) defined as the length of the take-off run available plus the length of any stopway. Any clearway is not involved.
(d) Landing distance available (LDA) defined as the length of runway available for the ground run of a landing aeroplane. The LDA commences at the runway threshold. Neither stopway nor clearway are involved.
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5.2.2.2 The above definitions of the declared distances are illustrated in the diagrams below:
Take-off and landing direction
Take-off and landing direction
Take-off and landing direction
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5.2.3.1 TODA is only usable where the minimum obstacle-free gradient from the end of the clearway is equal to or less than the climb performance of the aeroplane.
5.2.3.2 When calculating TODA it is necessary to also calculate the minimum obstacle-free take-off gradient. This is the gradient associated with the critical obstacle.
5.2.4.1 The critical obstacle is the obstacle within the take-off climb area which subtends the greatest vertical angle with the horizontal, at the highest point on the clearway, when measured from the inner edge of the take-off climb surface.
5.2.4.2 In assessing the critical obstacle, close in objects such as fences, transient objects on roads and railways, and navigational installations should also be considered. Standards relating to obstacle restrictions and limitations are included in Chapter 7.
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5.2.5.1 The following illustrates the method of calculating the take-off distance available where departures are made allowed from taxiway intersections.
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5.3.1.1 For TODA having an obstacle-free gradient of more than 1.6%, supplementary take-off distances available (STODA) are to be provided for the following gradients, where applicable: 1.6%, 1.9%, 2.2%, 2.5%, 3.3% and 5%. STODA of less than 800 m are not shown.
Take-off direction Inner edge
TODA STODA
CWY
θ
θ = obstacle free take-off gradient
5.3.1.2 The specifications for take-off climb surfaces are given in Chapter 6. Aerodrome operators should note in particular the standard for the elevation of the inner edge of the take-off climb surface.
5.3.1.3 In calculating supplementary take-off distances care should be taken to ensure that a shielded object does not become critical for the lesser take-off distances. This is most likely with a close-in critical obstacle.
Take-off direction Inner edge
θ2 θ1
CWY
TODA (θ) STODA (θ1)
θ
θ, θ1 and θ2 = obstacle free take-off gradient
STODA (θ2)
One way to overcome an object protruding through the approach surface is to displace the threshold and this reduces the LDA. Instances where the threshold needs to be displaced more than 300 m from the end of the runway should be referred to the CASA area office for consideration.
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Intentionally Blank
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6.1.1.1 The standards for the physical characteristics are the statutory requirements which apply to the planning, design and construction for the movement area facilities at certified and registered aerodromes, and at non-certified and non- registered aerodromes used by aircraft conducting air transport operations.
6.1.1.2 The standards set out in this Chapter govern characteristics such as the dimensions and shape of runways, taxiways, aprons and related facilities provided for the safe movement of aircraft.
6.1.1.3 Aerodrome siting, including runway useability and number and orientation of runways, aerodrome master planning and matters relating to economics, efficiency and the environment at an aerodrome are not within the scope of these standards.
6.1.1.4 The aerodrome standards for glider facilities set out in Section 6.7 are applicable to glider facilities provided at a certified aerodrome or registered aerodrome.
6.1.1.5 The standards for aerodromes used by aircraft operating under CASR Part 121 B are set out in Chapter 13.
6.1.1.6 The standards in this Chapter are intended for the planning and construction of new aerodrome facilities. Where an existing facility does not meet these standards, CASA may approve the use of such facilities by an aircraft larger than that which the facilities are designed for, with, or without, operational restrictions on the aircraft operator.
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6.2.1.1 The threshold of a runway must be located:
(a) if the runway’s code number is 1 — not less than 30 metres after; or
(b) in any other case — not less than 60 metres after;
the point at which the approach surface for aircraft using the runway meets the extended runway centre line.
Note: If obstacles infringe the approach surface, operational assessment may require the threshold to be displaced. The obstacle free approach surface to the threshold is not to be steeper than 3.3% where the runway code number is 4 or steeper than 5% where the code number is 3.
6.2.2.1 The length of a runway must be adequate to meet the operational requirements of the aeroplanes for which the runway is intended.
6.2.3.1 Subject to Paragraph 6.2.3.2, the width of a runway must not be less than that determined using Table 6.2-1.
Table 6.2-1: Minimum runway width
Code number | Code letter | |||||
| A | B | C | D | E | F |
1a | 18 m | 18 m | 23 m | – | – | – |
2 | 23 m | 23 m | 30 m | – | – | – |
3 | 30 m | 30 m | 30 m | 45 m | – | – |
4 | – | – | 45 m | 45 m | 45 m | 60 m |
Note: 1. a Runway width may be reduced to 15 m or 10 m depending on the restrictions placed on small aeroplane operations. See Chapter 13. 2. Instructions issued under regulation 235A of the Civil Aviation Regulations, set out in AIP ENR 1.1 – 87, may permit an aircraft to land on, or take off from, a runway whose width is less than the minimum width applicable to the aeroplane. Instructions under that regulation may also require a greater width. | ||||||
6.2.3.2 If a precision approach runway’s code number is 1 or 2, the runway’s width must not be less than 30 m.
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6.2.4.1 If a turning area for aircraft is provided at any point on a runway, the width of the turning area must be such that the clearance between the outer main gear wheels of the aircraft using the runway and the edge of the turning area, at that point, is not less than the distance determined using Table 6.2-2.
Table 6.2-2: Minimum clearance between outer main gear wheels and edge of turning area on runway
Code letter | Minimum clearance |
A | 1.5 m |
B | 2.25 m |
C | 4.5* m |
D, E or F | 4.5 m |
* If the turning area or curve is only intended to serve aircraft with a wheelbase of less than 18 m, the minimum clearance is 3.0 m. | |
Note: The turning node should normally be located on the left hand side of the runway except where a runway is used by aircraft operating in right hand circuits. | |
6.2.5.1 Where parallel, non-instrument runways are provided for simultaneous use, the minimum separation distance between the runway centrelines must not be less than:
(a) where General Aviation Aerodrome Procedures (GAAP) are in place — 213 m;
(b) where the higher code number of the two runways is 3 or 4 — 210 m;
(c) where the higher code number of the two runways is 2 — 150 m;
(d) where the code number of each of the two runways is 1 — 120 m.
6.2.5.2 Where parallel instrument runways are intended for simultaneous use, the minimum distance between the runway centrelines must not be less than:
(a) for independent parallel approaches — 1,035 m;
(b) for dependent parallel approaches — 915 m;
(c) for independent parallel departures — 760 m; and
(d) for segregated parallel operations — 760 m.
6.2.6.1 The overall runway slope, defined by dividing the difference between the maximum and minimum elevation along the runway centreline by the runway length, must not be more than:
(a) if the runway’s code number is 3 or 4 — 1%; or
(b) if the runway’s code number is 1 or 2 — 2%.
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6.2.6.2 Subject to Paragraphs 6.2.6.3 and 6.2.6.4, the longitudinal slope along any part of a runway must not be more than:
(a) if the runway’s code number is 4 — 1.25%; or
(b) if the runway’s code number is 3 — 1.5%; or
(c) if the runway’s code number is 1 or 2 — 2%.
Note: A uniform slope for at least 300 m should be provided at each end of the runway, and at airports where large jet aeroplanes operate this distance should be increased to at least 600 m.
6.2.6.3 If the runway’s code number is 4, the longitudinal slope along the first and last quarters of the runway must not be more than 0.8%.
6.2.6.4 If the runway’s code number is 3 and it is a precision approach category II or category III runway, the longitudinal slope along the first and last quarters of the runway must not be more than 0.8%.
6.2.6.5 If slope changes cannot be avoided, the change in longitudinal slope between any two adjoining parts of a runway must not be more than:
(a) if the runway’s code number is 3 or 4 — 1.5%; or
(b) if the runway’s code number is 1 or 2 — 2%.
6.2.6.6 The transition from one longitudinal slope to another must be accomplished by a vertical curve, with a rate of change not more than:
(a) if the runway’s code number is 4 — 0.1% for every 30 m (minimum radius of curvature of 30,000 m); or
(b) if the runway’s code number is 3 — 0.2% for every 30 m (minimum radius of curvature of 15,000 m); or
(c) if the runway’s code number is 1 or 2 — 0.4% for every 30 m (minimum radius of curvature of 7,500 m).
Note: The rate of change of longitudinal slope may be relaxed outside the central one-third of the runway at intersections, either to facilitate drainage or to accommodate any conflicting slope requirements.
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6.2.6.7 The distance between the points of intersection of two successive longitudinal slope changes must not be less than the greater of the following:
(a) 45 m; or
(b) the distance in metres worked out using the formula: D = k (|S1 - S2| + |S2 - S3|)/100,
where ‘k’ is:
(i) if the runway’s code number is 4 — 30,000 m; or
(ii) if the runway’s code number is 3 — 15,000 m; or
(iii) if the runway’s code number is 1 or 2 — 5,000 m; and
‘S1’, ‘S2’ and ‘S3’ are the three successive slopes expressed as percentage values.
Figure 6.2-1
Example: In Figure 6.2-1 above, if the runway’s code number is 3, and the slopes are S1 (+1%), S2 (-1.5%) and S3 (+1.5%), then the distance in metres between the two points of intersection must not be less than 15,000 x (2.5 + 3)/100, that is to say 825 m.
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6.2.7.1 The unobstructed line of sight along the surface of a runway, from a point above the runway, must not be less than the distance determined using Table 6.2-3.
Table 6.2-3: Runway line of sight
Code letter | Minimum unobstructed line of sight |
A | From a point 1.5 m above the runway to any other point 1.5 m above the runway for half the length of the runway. |
B | From a point 2 m above the runway to any other point 2 m above the runway for half the length of the runway. |
C, D, E or F | From a point 3 m above the runway to any other point 3 m above the runway for half the length of the runway. |
6.2.7.2 If runway lighting is provided, the unobstructed line of sight from 3 m above any point on the runway surface to any other point on the runway surface must not be less than 600 m.
6.2.8.1 The transverse slope on any part of a runway must be adequate to prevent the accumulation of water and must be in accordance with Table 6.2-4.
Table 6.2-4: Runway transverse slope
| Code letter | |
A or B | C, D, E or F | |
Maximum slope | 2.5% | 2.0% |
Preferred slope | 2.0% | 1.5% |
Minimum slope | 1.5% | 1.0% |
Note: The standard may not apply at intersections where design may dictate a variation to the standards. | ||
6.2.9.1 The surface of a bitumen seal, asphalt or concrete runway must:
(a) not have irregularities that would result in the loss of frictional characteristics or otherwise adversely affect the take-off or landing of an aircraft; and
(b) have an average surface texture depth of not less than 1mm over the full runway width and runway length.
Note: A runway surface meeting the ICAO minimum design objective for new surface specified in Annex 14, Volume 1, derived using a continuous friction measuring device, is acceptable.
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6.2.9.2 If a runway surface cannot meet the standards of Paragraph 6.2.9.1, a surface treatment must be provided. Acceptable surface treatments include; grooving, porous friction course and bituminous seals.
6.2.9.3 The runway surface standards for grass or natural runways and gravel runways are the same as those for runways intended for small aeroplanes set out in Chapter 13.
6.2.10.1 The pavement strength rating for a runway must be determined using the ACN - PCN pavement rating system described in Chapter 5.
6.2.10.2 CASA does not specify a standard for runway bearing strength, however the bearing strength must be such that it will not cause any safety problems to aircraft.
6.2.11.1 If a runway’s code letter is F, shoulders must be provided and the total width of the runway and shoulders must not be less than 75 m.
6.2.11.2 If a runway’s code letter is D or E, shoulders must be provided and the total width of the runway and shoulders must not be less than 60 m.
6.2.11.3 If a runway is 30 m wide and is used by aeroplanes seating 100 passengers or more shoulders must be provided and the total width of the runway and its shoulders must not be less than 36 m.
6.2.12.1 Runway shoulders must:
(a) be of equal width on both sides;
(b) slope downwards and away from the runway surface;
(c) be resistant to aeroplane engine blast erosion;
(d) be constructed so as to be capable of supporting an aeroplane, running off the runway, without causing structural damage to the aeroplane; and
(e) be flush with the runway surface except during runway overlay works where a step down not exceeding 25 mm is permitted.
6.2.13.1 The transverse slope of a runway shoulder must not be more than 2.5%.
6.2.14.1 The shoulders of a runway intended to serve jet-propelled aeroplanes with engines which may overhang the edge of the runway must be surfaced with a bituminous seal, asphalt or concrete.
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6.2.14.2 At a runway intended to serve a wide body jet aeroplane such as a Boeing 747 or any other aeroplane with engines, which may overhang the
shoulders, a further width of 7 m outside each shoulder must be prepared to resist engine blast erosion.
6.2.15.1 A runway and any associated stopways must be centrally located within a runway strip.
6.2.16.1 A runway strip, in addition to the runway and stopway, must include:
(a) if the runway is a non-instrument runway — a graded area around the runway and stopway; or
(b) if the runway is an instrument runway — a graded area around the runway and stopway and an area, known as the fly-over area, outside the graded area.
Graded area
Runway strip consisting of fully graded area only – non-instrument runways
Flyover area
Graded area
Flyover area
Runway strip consisting of both graded and flyover area - instrument runways
Figure 6.2-2: Composition of Runway Strip
6.2.17.1 The graded area of a runway strip must extend beyond the end of the runway or any associated stopway for at least:
(a) if the runway’s code number is 1 and it is a non-instrument runway — 30 m; or
(b) in any other case — 60 m.
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6.2.18.1 The width of the graded area of a runway strip must be not less than that given in Table 6.2-5.
Table 6.2-5: Graded runway strip width
Aerodrome reference code | Runway strip width |
1 a b | 60 m |
2 c | 80 m |
3 (where the runway width is 30 m) | 90 m |
3, 4 (where the runway width is 45 m or more) | 150 m |
a Runway strip width may be reduced to 30 m depending on the restrictions placed on small aeroplane operations. See Chapter 13. b Runways used at night are required to have a minimum 80 m runway strip width. c Aeroplanes not exceeding 5,700 kg by day, the runway strip width may be 60 m. | |
6.2.18.2 In the case of a non-precision approach runway, the width of the runway strip, including the fly-over area, must not be less than that given in Table 6.2-6.
Table 6.2-6: Runway strip width for non-precision approach runways
Aerodrome reference code | Overall runway strip width |
1 or 2 | 90 m |
3 (where the runway width is 30 m) | 150 ma |
3 or 4 (where the runway width is 45 m or more) | 300 mb |
a Where it is not practicable to provide the full 150 m width of runway strip, a minimum 90 m wide graded only strip may be provided where the runway is used by up to and including code 3C aeroplanes, subject to landing minima adjustment. b Where it is not practicable to provide the full runway strip width, a minimum 150 m wide graded only strip may be provided, subject to landing minima adjustments. | |
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6.2.18.3 In the case of a precision approach runway, the width of the runway strip, including the fly-over area, must not be less than that given in Table 6.2-7.
Table 6.2-7: Runway strip width for precision approach runways
Aerodrome reference code | Overall runway strip width |
1 or 2 | 150 m |
3 or 4 | 300 m |
Notes: 1. Where it is not practicable to provide the full runway strip width, a lesser strip width may be provided subject to landing minima adjustments. However, the standard width of the graded area must be provided. 2. For precision approach runways code 3 and 4, it is recommended that an additional width of graded runway strip be provided. In this case, the graded width extends to a distance of 105 m from the runway centreline, except that the width is gradually reduced (over a distance of 150 m) to 75 m from the runway centreline at both ends of the strip, for a length of 150 m from the runway ends as shown in Figure 6.2-3. | |
Figure 6.2-3: Runway Strip for Precision Approach Runways
6.2.18.4 If an aerodrome operator wishes to provide a lesser runway strip width to that specified in the standards, the aerodrome operator must provide CASA with a safety case justifying why it is impracticable to meet the standard. The safety case must include documentary evidence that all relevant stakeholders have been consulted.
6.2.19.1 As far as practicable the longitudinal slope along the graded area of the runway strip must not be more than:
(a) if the runway code number is 4 —1.5%;
(b) if the runway code number is 3 — 1.75%;
(c) if the runway’s code number is 1 or 2 — 2.0%.
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6.2.20.1 Slope changes must be as gradual as practicable and abrupt changes or sudden reversal of slopes avoided, and must not exceed 2%.
6.2.21.1 For precision approach Category II and III runways, slope changes within an area 60 m wide and 300 m long, symmetrical about the centre line, before the threshold, must be avoided.
Note: This is because aeroplanes making Cat II and III approaches are equipped with radio altimeters for final height guidance in accordance with the terrain immediately prior to the threshold and excessive slope changes can cause errors in data.
6.2.21.2 If a slope change cannot be avoided on a radio altimeter operating area, the rate of change between two consecutive slopes must not be more than 2% per 30 metres (minimum radius of curvature of 1,500 metres).
6.2.22.1 The transverse slope of the graded area of the runway strip must not be more than:
(a) if the runway’s code number is 3 or 4 — 2.5%; and
(b) if the runway’s code number is 1 or 2 — 3%.
6.2.22.2 The transverse slope of the graded runway strip adjacent to the runway shoulder, for the first 3 m outwards, must be negative and may be as great as 5%.
6.2.22.3 No part of a fly-over area, or any object on it, must project through a plane:
(a) that starts along each outer side of the graded area; and
(b) has an upward slope away from the graded area of more than 5%.
6.2.23.1 Any step down to the abutting surface of a runway strip from a runway, runway shoulder or stopway must not be more than 25 mm.
6.2.23.2 Effective drainage in the graded area must be provided to avoid water ponding and thus attracting birds. Open drains must not be constructed in the graded portion of a runway strip.
6.2.23.3 The portion of a strip at the end of a runway must be prepared to resist blast erosion, in order to protect a landing aeroplane from the danger of an exposed edge.
6.2.23.4 The standards for the surface of runway strips are the same as those for runway strips intended for small aeroplanes set out in Chapter 13.
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6.2.24.1 A runway strip must be free of fixed objects, other than visual aids for the guidance of aircraft or vehicles:
(a) within 77.5 m of the centre line of a precision approach category I, II or III runway, whose code number is 4 and the code letter is F; or
(b) within 60 m of the centre line of a precision approach category I, II or III runway, whose code number is 3 or 4; or
(c) within 45 m of the centre line of a precision approach category I runway, whose code number is 1 or 2.
6.2.24.2 All fixed objects permitted on the runway strip must be of low mass and frangibly mounted.
6.2.25.1 A RESA must be provided at the end of a runway strip, to protect the aeroplane in the event of undershooting or overrunning the runway, unless the runway’s code number is 1 or 2 and it is not an instrument runway.
Notes: 1. Previous Australian standard allows RESA to be measured from the end of the runway.
2. The RESA standards in this Section are in compliance with the current ICAO standards, including measuring RESA from the end of the runway strip.
6.2.25.2 The new RESA standard shall apply to all new runways and existing runways when it is lengthened. Operators of existing code 4 runways used by air transport jet aeroplanes conducting international operations must make provision to comply with the new RESA standards within five years of the promulgation of CASR Part 139.
Note: Where it is not practicable to provide the full length of RESA, the provision may include an engineering solution to achieve the objective of RESA, which is to enhance aeroplane deceleration. In the latter case, aerodrome operators will need to liase with the relevant CASA office.
6.2.26.1 The minimum length of the RESA must be 90 m where the associated runway is suitable for aircraft with a code number 3 or 4 and is used by air transport jet aeroplanes. In other cases, the minimum RESA length must be 60 m.
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Note: Additional length of RESA should be provided especially at international aerodromes, in accordance with the following ICAO recommendations:
6.2.26.2 The width of a RESA must not be less than twice the width of the associated runway.
6.2.27.1 The downward longitudinal slope of a RESA must not be more than 5%.
6.2.27.2 The transverse slope of a RESA must not be more than 5% upwards or downwards.
6.2.27.3 Transition between different slopes is to be as gradual as practicable.
6.2.27.4 No part of the RESA must project above the runway’s approach or take-off climb surfaces.
6.2.28.1 A RESA must be free of fixed objects, other than visual or navigational aids for the guidance of aircraft or vehicles.
6.2.28.2 All fixed objects permitted on a RESA must be of low mass and frangibly mounted.
6.2.28.3 A RESA must be free of mobile objects that may endanger aircraft when the runway is being used for landing or taking off.
6.2.29.1 As far as practicable, a RESA must be prepared or constructed so as to reduce the risk of damage to an aeroplane, enhance aeroplane deceleration and facilitate the movement of rescue and fire fighting vehicles.
Note: It is recommended that areas abutting the runway should be provided with a compacted gravel pavement with a depth at the runway end equal to half the depth of the runway pavement, tapering to natural surface, the length of the taper being adjusted according to the bearing capacity of the natural surface. For areas beyond the gravel surface and outside the runway strip, graded but non-compacted natural surface with a grass cover is preferred. Hard pans should be broken up.
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6.2.30.1 A clearway, consisting of an obstruction-free rectangular plane, must be provided at the end of a runway so that an aeroplane taking off may make a portion of its initial climb to 35 ft (10.7 m) above the ground at the end of the clearway.
Note: In Australia the portion between the end of the runway and runway strip is treated as a clearway.
6.2.31.1 A clearway must start at the end of the take-off run available on the runway.
6.2.32.1 The length of a clearway must not be more than half the length of the take-off run available on the runway.
6.2.32.2 The width of a clearway must not be less than:
(a) If the runway’s code number is 3 or 4 150 m;
(b) If the runway’s code number is 2 80 m; and
(c) If the runway’s code number is 1 60 m.
Note: For code 3 or 4 runways used by aeroplanes having a maximum take-off mass less than 22,700 kg and operating in VMC by day, the width of the clearway may be reduced to 90 m.
6.2.33.1 The surface below a clearway must not project above a plane with an upward slope of 1.25%, the lower limit of which is a horizontal line that:
(a) is perpendicular to the vertical plane containing the runway centreline; and
(b) passes through a point located on the runway centreline at the end of the take-off run available.
6.2.34.1 A clearway must be free of fixed or mobile objects other than visual or navigational aids for the guidance of aeroplanes or vehicles.
6.2.34.2 All fixed objects permitted on the clearway must be of low mass and frangibly mounted.
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6.2.35.1 A stopway may be provided at the end of a runway on which an aeroplane may be stopped in the case of an aborted take-off.
6.2.36.1 If provided the length of stopway is an economic decision for the aerodrome operator but must be such that it finishes at least 60 m before the end of the runway strip.
6.2.36.2 The width of a stopway must be as wide as the associated runway.
6.2.37.1 A stopway with a bituminous seal or asphalt surface must have frictional characteristics at least as good as those of the associated runway.
6.2.38.1 Where practicable, slope and slope changes on a stopway must be the same as those for the associated runway, except that:
(a) the limitation of a 0.8% slope for the first and last quarter of the length of a runway need not be applied to the stopway; and
(b) at the junction of the stopway and runway and along the stopway the maximum rate of slope change may be increased to 0.3% per 30 m (minimum radius of curvature of 10,000 m).
6.2.39.1 The bearing strength of a stopway must be able to support at least one single pass of the critical aircraft, without causing structural damage to the aircraft.
Note: A stopway should be constructed to the full runway pavement depth where it abuts the runway, tapering to one half of the runway pavement depth over the first 15 m and continued at half the runway pavement depth thereafter, in order to affect a gradual transition in all weather conditions.
6.2.39.2 If the stopway does not meet the strength criteria defined in Paragraph 6.2.39.1, then:
(a) for aircraft having a maximum take-off mass in excess of 68,000 kg, any unsealed stopway must not be included in the calculation of the accelerated stop distance available;
(b) for aircraft having a maximum take-off mass between 36,300 kg and 68,000 kg, a maximum length of 60 m must be included in the calculation of the accelerated stop distance available; and
(c) for aircraft having a maximum take-off mass not exceeding 36,300 kg, a length of stopway not exceeding 13% of the runway length may be included in the calculation of the accelerated stop distance available.
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6.3.1.1 The width of a straight section of a taxiway must not be less than the width determined using Table 6.3-1.
Table 6.3-1: Minimum width for straight section of taxiway
Code letter | Minimum taxiway width (straight sections) |
A | 7.5 m |
B | 10.5 m |
C | 18 ma |
D | 23 mb |
E | 23 m |
F | 25 m |
a If the taxiway is only intended to serve aircraft with a wheelbase of less than 18 m, the width may be reduced to 15 m. b If the taxiway is only intended to serve aircraft with an outer main gear span of less than 9 m, the width may be reduced to 18 m. | |
6.3.2.1 The width of any section of a taxiway must be such that, with the nose wheel of the aircraft remaining on the taxiway, the clearance between the outer main gear wheels and the edge of the taxiway, at any point, must not be less than the distance determined using Table 6.3-2.
Table 6.3-2: Minimum clearance between outer main gear wheels of aircraft and edge of taxiway
Code letter | Minimum clearance |
A | 1.5 m |
B | 2.25 m |
C | 4.5 m* |
D, E or F | 4.5 m |
* If the turning area or curve is only intended to serve aircraft with a wheelbase of less than 18 m, the minimum clearance is 3.0 m. | |
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Physical Characteristics
6.3.3.1 Any change in the direction of a taxiway must be accomplished by a curve whose minimum radius, determined by the taxiway design speed, must not be less than that determined using Table 6.3-3.
Table 6.3-3: Radii for taxiway curves
Taxiway Design Speed | Radius of Curve |
20 km/h | 24 m |
30 km/h | 54 m |
40 km/h | 96 m |
50 km/h | 150 m |
60 km/h | 216 m |
70 km/h | 294 m |
80 km/h | 384 m |
90 km/h | 486 m |
100 km/h | 600 m |
Note: The provision of rapid exit taxiways is a financial decision for the aerodrome operator. The aerodrome operator should seek specialist advice on the geometric design of rapid exit taxiways.
6.3.4.1 The longitudinal slope along any part of a taxiway must not be more than:
(a) if the taxiway’s code letter is C, D, E or F — 1.5%; and
(b) if the taxiway’s code letter is A or B — 3.0%.
6.3.4.2 If slope changes cannot be avoided, the transition from one longitudinal slope to another must be accomplished by a vertical curve, with a rate of change not more than:
(a) if the taxiway’s code letter is C, D, E or F — 1.0% per 30 m (minimum radius of curvature of 3,000 m); and
(b) if the taxiway’s code letter is A or B — 1.0% per 25 m (minimum radius of curvature of 2,500 m).
6.3.5.1 The transverse slope on any part of a taxiway must be adequate to prevent the accumulation of water and must not be less than 1.0% and not more than:
(a) if the taxiway’s code letter is C, D, E or F — 1.5%; and
(b) if the taxiway’s code letter is A or B — 2.0%.
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Physical Characteristics
6.3.6.1 The unobstructed line of sight along the surface of a taxiway, from a point above the taxiway, must not be less than the distance determined using Table 6.3-4.
Table 6.3-4: Standard for taxiway line of sight
Code letter | Minimum line of sight |
A | 150 m from 1.5 m above taxiway |
B | 200 m from 2 m above taxiway |
C, D, E or F | 300 m from 3 m above taxiway |
6.3.7.1 CASA does not specify a standard for taxiway bearing strength, however the bearing strength must be such that it does not cause any safety problems to the operating aircraft.
6.3.8.1 If the taxiway’s code letter is C, D, E or F and is used by jet propelled aeroplanes it must be provided with shoulders.
6.3.9.1 The width of shoulders on each side of the taxiway must not be less than:
(a) if the taxiway’s code letter is F — 17.5 m; or
(b) if the taxiway’s code letter is E — 10.5 m; or
(c) if the taxiway’s code letter is D — 7.5 m; or
(d) if the taxiway’s code letter is C — 3.5 m.
6.3.9.2 On curved sections of taxiway, and at junctions or intersections with runways or other taxiways, where the width of the surface of the taxiway is increased, the width of the shoulders must not be reduced from their width along the adjacent straight sections of the taxiway.
6.3.10.1 The taxiway shoulders must be:
(a) if the taxiway is used by jet-propelled aircraft — resistant to engine blast erosion; and
(b) if the taxiway is intended to serve a wide body jet, such as a Boeing 747 aeroplane or similar aircraft whose engines overhang the shoulders — sealed to a width of at least 3 metres on both sides of the taxiway.
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Physical Characteristics
6.3.11.1 A taxiway must be located in a taxiway strip, the inner part of which is a graded area.
6.3.12.1 The width of the taxiway strip along the length of the taxiway on each side of the centre line of the taxiway must not be less than:
(a) if the taxiway’s code letter is F — 57.5 m; or
(b) if the taxiway’s code letter is E — 47.5 m; or
(c) if the taxiway’s code letter is D — 40.5 m; or
(d) if the taxiway’s code letter is C — 26 m; or
(e) if the taxiway’s code letter is B — 21.5 m; or
(f) if the taxiway’s code letter is A — 16.25 m.
6.3.13.1 The width of the graded area of a taxiway strip on each side of the centre line of the taxiway must not be less than:
(a) if the taxiway’s code letter is F — 30 m; or
(b) if the taxiway’s code letter is E — 22 m; or
(c) if the taxiway’s code letter is D — 19 m; or
(d) if the taxiway’s code letter is C or B 12.5 m; or
(e) if the taxiway’s code letter is A — 11 m.
6.3.14.1 The graded area of a taxiway strip must not have an upward transverse slope that is more than:
(a) if the taxiway’s code letter is C, D, E or F — 2.5%; or
(b) if the taxiway’s code letter is A or B — 3%;
measured relative to the transverse slope of the adjacent taxiway surface.
6.3.14.2 The downward transverse slope of the graded area of a taxiway strip must not exceed 5.0%, measured relative to the horizontal.
6.3.14.3 The part of a taxiway strip outside the graded area must not have an upward slope away from the taxiway of more than 5.0%, measured relative to the horizontal.
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Physical Characteristics
6.3.15.1 A taxiway strip must be free of fixed objects other than visual or navigational aids used for the guidance of aircraft or vehicles.
6.3.15.2 Visual aids located within a taxiway strip must be sited at such a height that they cannot be struck by propellers, engine pods and wings of aircraft using the taxiway.
6.3.16.1 Subject to Paragraph 6.3.16.2, the minimum width of the part of a taxiway bridge that is capable of supporting the traffic of aircraft that use the bridge must, when measured perpendicular to the taxiway centre line, not be less than the total width of the taxiway and the graded areas specified in Paragraph 6.3.13.1.
6.3.16.2 The minimum width of the part of the taxiway bridge referred to in Paragraph
6.3.16.1 may be reduced to a width not less than the width of the associated taxiway, if an adequate method of lateral restraint is provided at the edges of that part, to prevent aircraft leaving that part.
6.3.17.1 The separation distance between the centre line of a taxiway, including an apron taxiway, and:
(a) the centre line of a parallel runway; or
(b) the centre line of a parallel taxiway; or
(c) a building, structure, vehicle, wall, plant, equipment, parked aeroplane or road;
must not be less than the distances determined using Table 6.3-5.
Table 6.3-5: Taxiway minimum separation distance
To precision approach runway centre line | Code letter | |||||
Runway code number | A | B | C | D | E | F |
1 | 82.5 m | 87 m | 93 m | - | - | - |
2 | 82.5 m | 87 m | 93 m | - | - | - |
3 | 157.5 m | 162 m | 168 m | 176 m | - | - |
4 | - | - | 168 m | 176 m | 182.5 m | 190 m |
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Physical Characteristics
To non-precision approach runway centre line | Code letter | |||||
Runway code number | A | B | C | D | E | F |
1 | 52.5 m | 57 m | 63 m | - | - | - |
2 | 52.5 m | 57 m | 63 m | - | - | - |
3 | 82.5 m | 87 m | 93 m | 176 m | - | - |
4 | - | - | 93 m | 176 m | 182.5 m | 190 m |
To non-instrument runway centre line | Code letter | |||||
Runway code number | A | B | C | D | E | F |
1 | 37.5 m | 42 m | 48 m | - | - | - |
2 | 47.5 m | 52 m | 58 m | - | - | - |
3 | 52.5 m | 57 m | 63 m | 101 m | - | - |
4 | - | - | 93 m | 101 m | 107.5 m | 115 m |
To another taxiway centre line | Code letter | |||||
| A | B | C | D | E | F |
| 23.75 m | 33.5 m | 44 m | 66.5 m | 80 m | 97.5 m |
To Paragraph 6.3.17.1(c) object | Code letter | |||||
| A | B | C | D | E | F |
| 16.25 m | 21.5 m | 26 m | 40.5 m | 47.5 m | 57.5 m |
Note: 1. The separation distances are based on the concept of the wing of the aeroplane, centred on the parallel taxiway, remaining clear of the runway strip of standard width.
2. The taxiway centreline to runway centreline separation distances have been determined using the maximum runway strip width required for the particular category and code of runway.
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Physical Characteristics
6.4.1.1 For the purpose of this Section:
(a) a holding bay is defined as an area offset from the taxiway where aircraft can be held;
(b) a runway-holding position is a designated position on a taxiway entering a runway;
(c) an intermediate holding position is a designated position on a taxiway other than at a taxiway entering a runway; and
(d) a road-holding position is a designated position at which vehicles may be required to hold before crossing a runway.
6.4.2.1 The provision of a holding bay is the prerogative of the aerodrome operator, however if it is provided, it must be located such that any aeroplane on it will not infringe the inner transitional surface.
6.4.2.2 A runway-holding position or positions must be established:
(a) on a taxiway, at the intersection of a taxiway and a runway; or
(b) at an intersection of a runway with another runway where the aircraft is required to be held.
6.4.2.3 Except for an exit taxiway, an intermediate holding position or positions must be established on a taxiway if the air traffic control requires the aeroplane to hold at that position.
6.4.2.4 A road-holding position must be established at an intersection of a road with a runway. See also Paragraph 8.6.11 for signage and marking of a road- holding position.
6.4.3.1 A holding bay, runway-holding position, intermediate holding position or road- holding position must not be placed where an aircraft or vehicle using it:
(a) infringes the inner transitional surface of a precision approach runway or, in other cases, the graded area of the runway strip; or
(b) interferes with the operation of radio navigation aids.
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Physical Characteristics
6.4.4.1 A runway-holding position, intermediate holding position, or a road-holding position must not be located closer to the centreline of the runway than the distance determined using Table 6.4-1.
6.4.4.2 For a precision approach runway the distance in Table 6.4-1 may be reduced by 5 metres for every metre by which the elevation of the runway-holding position is lower than the elevation of the runway threshold, contingent upon not infringing the inner transitional surface.
Table 6.4-1: Minimum distance from runway-holding position, intermediate holding position or road-holding position to associated runway centre line
Code number | Type of runway | ||||
Non- instrument | Non- precision approach | Precision Category I | Precision Category II or III | Take-off | |
1 | 30 m | 40 m | 60 m | - | 30 m |
2 | 40 m | 40 m | 60 m | - | 40 m |
3 | 75 m a | 75 ma | 90 mb | 105 mc | 75 ma |
4 | 75 m | 75 m | 90 m | 105 mc | 75 m |
a If the runway’s code is 3A, 3B or 3C, the minimum distance is 45 m. b If the runway’s code is 3A, 3B or 3C, the minimum distance is 75 m. c May be reduced to 90 m up to 300 m from the runway end. | |||||
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Physical Characteristics
6.5.1.1 An apron must be located so that aeroplanes parked on it do not infringe an obstacle limitation surface, and in particular, the transitional surface.
6.5.2.1 An aircraft parking position taxilane must be separated from any object by a distance not less than that determined using Table 6.5-1.
Table 6.5-1: Aircraft parking positions – Minimum separation distance
Code letter for aircraft | From centre line of aircraft parking position taxilane to object | From wing tip of aircraft on aircraft parking position to object |
A | 12.0 m | 3.0 m |
B | 16.5 m | 3.0 m |
C | 24.5 m | 4.5 m |
D | 36.0 m | 7.5 m |
E | 42.5 m | 7.5 m* |
F | 50.5 m | 7.5 m* |
* The minimum separation distance is 10 metres if free moving parking is used. | ||
6.5.2.2 Subject to Paragraph 6.5.2.3, an aircraft on an aircraft parking position must be separated from any object, other than an aerobridge, by a distance not less than that determined using Table 6.5-1.
6.5.2.3 Paragraph 6.5.2.2 does not apply to a Code D, E or F aircraft if a visual docking guidance system allows a reduced separation distance.
6.5.3.1 The slope on an aircraft parking position must not be more than 1%.
6.5.3.2 The slope on any other part of an apron must be as level as practicable without causing water to accumulate on the surface of the apron, but must not be more than 2%.
6.5.3.3 Subject to Paragraph 6.5.3.4 the grading of an apron must be such that it does not slope down towards the terminal building.
6.5.3.4 Where a slope down towards the terminal building cannot be avoided, apron drainage must be provided to direct spilled fuel away from buildings and other structures adjoining the apron.
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Physical Characteristics
6.5.3.5 Where stormwater drains could also serve to collect spilt fuel from the apron area, flame traps or interceptor pits must be provided to isolate and prevent the spread of fuel into other areas.
6.5.4.1 CASA does not specify a standard for apron bearing strength, however the bearing strength must be such that it does not cause any safety problems to the operating aircraft.
6.5.5.1 On an apron where a marked roadway is to be provided for surface vehicles, the location of the apron road must be such that, where practicable, vehicles travelling on it will be at least 3 m from any aircraft parked at the aircraft parking position.
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Physical Characteristics
6.6.1.1 The aerodrome operator must protect people and property from the dangerous effects of jet blast. Information on specific jet engine blast velocities, including lateral and vertical contours, for a given aircraft model is given in the Aircraft Characteristics - Airport Planning document, prepared for most aircraft models by the aircraft manufacturer.
6.6.2.1 The recommended maximum wind velocities which people, objects and buildings in the vicinity of an aeroplane may be subjected to should not be more than:
(a) passengers and main public areas, where passengers have to walk and people are expected to congregate — 60 km/h;
(b) minor public areas, where people are not expected to congregate — 80 km/h;
(c) public roads — 50 km/h where the vehicular speed may be 80 km/h or more, and — 60 km/h where the vehicular speed is expected to be below 80 km/h.
(d) personnel working near an aeroplane — 80 km/h ;
(e) apron equipment — generally not in excess of 80 km/h;
(f) light aeroplane parking areas — desirably 60 km/h and not greater than 80 km/h;
(g) buildings and other structures — not exceeding 100 km/h.
Note: To offer protection from jet blast velocities the aerodrome operator may consider the provision of jet blast fences or the use of appropriate building material.
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Physical Characteristics
6-28 Version 1.1: February 2003
Physical Characteristics
6.7.1.1 Where the physical characteristics of the site allow it, and where the expected number of powered aircraft operations does not exceed 5,000 per annum, the glider runway strip may be located within an existing runway strip.
6.7.1.2 Subject to CASA’s approval, glider operations may be carried out from runways normally used by powered aircraft.
6.7.2.1 Where it is located outside an existing runway strip, the width of a glider runway strip must not be less than 60 m, and must be of sufficient length for the glider operations.
6.7.2.2 If contra-circuit directions are to be approved and fully independent operations conducted, the separation distance between the centreline of the two glider runway strips must not be less than 120 m.
6.7.2.3 Where a glider runway strip is to be located either wholly or partly within an existing runway strip, it must have a length which is sufficient for glider operations, and a width of not less than 37.5 m measured:
(a) where there is flush-mounted lighting or no runway lighting, from the existing runway edge, as shown in Figure 6.7-1 below; and
(b) where there is elevated runway lighting, or where physical features such as stone filled rubble drains, steep or rough shoulders exist, from three metres clear of the runway lights or such physical features, as shown in the Figure 6.7-1 below.
37.5m min
(a) Parallel to Runway with Flush Mounted Lighting or with no Runway Lighting
3m min
37.5m min
(b) Parallel to Runway with no Runway Lighting
Figure 6.7-1
Version 1.1: February 2003 6-29
Physical Characteristics
6.7.3.1 A glider parking area must be provided outside the glider runway strip or the existing runway strip. Depending on the frequency of glider traffic, it may be necessary to establish an area where gliders may be temporarily kept whilst sequencing for operations.
6.7.4.1 Where glider operations are carried out within an existing runway strip of a licensed or registered aerodrome, the runway strip serviceability must be monitored.
6.7.5.1 The glider runway strip must be established in accordance with the following standards:
(a) where a glider runway strip is located within an existing runway strip for powered aircraft, it must conform with the powered aircraft runway strip existing grades and levels; and
(b) where the glider runway strip is located outside an existing runway strip for powered aircraft, it must conform to the runway strip standards for aeroplane landing areas.
6.7.5.2 Glider runway strips must be maintained in accordance with the runway strip operating standards.
NOTAM action must be initiated prior to approved gliding operations. Where they are permanently held at the aerodrome notification is provided in the Enroute Supplement Australia.
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Obstacle Restriction and Limitation
7.1.1.1 The scope of this Chapter is to define the standards that control airspace around an aerodrome.
7.1.1.2 An obstacle is defined as:
(a) any object that stands on, or stands above, the specified surface of an obstacle restriction area which comprises the runway strips, runway end safety areas, clearways and taxiway strips; and
(b) any object that penetrates the obstacle limitation surfaces (OLS), a series of surfaces that set the height limits of objects, around an aerodrome.
7.1.1.3 Obstacle data requirements for the design of instrument procedures need to be determined in liaison with flight procedure designers.
7.1.1.4 Non compliance with standards may result in CASA issuing hazard notification notices as prescribed in CASR Part 139.
7.1.1.5 Leased federal aerodromes also need to comply with the Airports (Protection of Airspace) Regulations administered by the federal Department responsible for transport matters. There is provision under these regulations for the airspace prescribed for each federal aerodrome to comply with OLS standards and meet PANS-OPS requirements.
7.1.2.1 Objects, except for approved visual and navigational aids, must not be located within the obstacle restriction area of the aerodrome without the specific approval of CASA.
7.1.2.2 Equipment and installations required for air navigation purposes are to 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.
7.1.2.3 Obstacles on the obstacle restriction area must be taken into account when determining the obstacle clear approach or take-off surfaces.
7.1.3.1 An aerodrome operator must establish the OLS applicable to the aerodrome.
Note: A description and illustration of the obstacle limitation surfaces is provided in Section 7.3.
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Obstacle Restriction and Limitation
7.1.3.2 The following OLS must be established for a non-instrument runway and a non-precision instrument runway:
(a) conical surface;
(b) inner horizontal surface;
(c) approach surface;
(d) transitional surface; and
(e) take-off climb surface.
7.1.3.3 The following OLS must be established for a precision approach runway:
(a) outer horizontal surface;
(b) conical surface;
(c) inner horizontal surface;
(d) approach surface;
(e) inner approach surface;
(f) transitional surface;
(g) inner transitional surface;
(h) baulked landing surface; and
(i) take-off climb surface.
7.1.3.4 The physical dimensions of the OLS surfaces, for approach runways, must be determined using Table 7.1-1.
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Obstacle Restriction and Limitation
Table 7.1-1: Approach Runways
OLS & Dimensions (in metres and percentages) | Runway Classification | |||||||||
Non-instrument | Instrument | |||||||||
Non-precision | Precision | |||||||||
Code No |
Code No | I Code No | II & III Code No | |||||||
1* | 2 | 3 | 4 | 1, 2 | 3 | 4 | 1, 2 | 3, 4 | 3, 4 | |
OUTER HORIZONTAL |
|
|
|
|
|
|
|
|
|
|
Height (m) |
|
|
|
|
|
|
|
| 150 | 150 |
Radius (m) |
|
|
|
|
|
|
|
| 15000 | 15000 |
CONICAL |
|
|
|
|
|
|
|
|
|
|
Slope | 5% | 5% | 5% | 5% | 5% | 5% | 5% | 5% | 5% | 5% |
Height (m) | 35 | 55 | 75 | 100 | 60 | 75 | 100 | 60 | 100 | 100 |
INNER HORIZONTAL |
|
|
|
|
|
|
|
|
|
|
Height (m) | 45 | 45 | 45 | 45 | 45 | 45 | 45 | 45 | 45 | 45 |
Radius (m) | 2000 | 2500 | 4000 | 4000 | 3500 | 4000 | 4000 | 3500 | 4000 | 4000 |
APPROACH |
|
|
|
|
|
|
|
|
|
|
Length of inner edge (m) | 60 | 80 | 150a | 150 | 90 | 150 | 300b | 150 | 300 | 300 |
Distance from threshold (m) | 30 | 60 | 60 | 60 | 60 | 60 | 60 | 60 | 60 | 60 |
Divergence each side | 10% | 10% | 10% | 10% | 15% | 15% | 15% | 15% | 15% | 15% |
First section length (m) | 1600 | 2500 | 3000 | 3000 | 2500 | 3000 | 3000 | 3000 | 3000 | 3000 |
Slope | 5% | 4% | 3.33% | 2.5% | 3.33% | 3.33% | 2% | 2.5% | 2% | 2% |
Second section length (m) | - | - | - | - | - | 3600c | 3600 | 12000 | 3600 | 3600 |
Slope | - | - | - | - | - | 2.5%c | 2.5% | 3% | 2.5% | 2.5% |
Horizontal section length (m) | - | - | - | - | - | 8400c | 8400 | - | 8400 | 8400 |
Total length (m) | 1600 | 2500 | 3000 | 3000 | 2500 | 15000d | 15000 | 15000 | 15000 | 15000 |
INNER APPROACH |
|
|
|
|
|
|
|
|
|
|
Width (m) |
|
|
|
|
|
|
| 90 | 120 | 120 |
Distance from threshold (m) |
|
|
|
|
|
|
| 60 | 60 | 60 |
Length (m) |
|
|
|
|
|
|
| 900 | 900 | 900 |
Slope |
|
|
|
|
|
|
| 2.5% | 2% | 2% |
TRANSITIONAL |
|
|
|
|
|
|
|
|
|
|
Slope | 20% | 20% | 14.3% | 14.3% | 20% | 14.3% | 14.3% | 14.3% | 14.3% | 14.3% |
INNER TRANSITIONAL |
|
|
|
|
|
|
|
|
|
|
Slope |
|
|
|
|
|
|
| 40% | 33.3% | 33.3% |
BAULKED LANDING |
|
|
|
|
|
|
|
|
|
|
Length of inner edge (m) |
|
|
|
|
|
|
| 90 | 120 | 120 |
Distance from threshold (m) |
|
|
|
|
|
|
| e | 1800f | 1800 |
Divergence each side |
|
|
|
|
|
|
| 10% | 10% | 10% |
Slope |
|
|
|
|
|
|
| 4% | 3.3% | 3.3% |
All distances are measured horizontally unless otherwise specified.
* Runways used for RPT operations at night by aircraft with maximum take-off mass not exceeding 5,700 kg are required to meet code 2 standards.
a 90 m where width of runway is 30 m.
b 150 m if only used by aeroplanes requiring 30 m wide runway.
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Obstacle Restriction and Limitation
c No actual ground survey required unless specifically required by procedure designer.
Procedure designer will use topographical maps and tall structure databank to determine minimum altitudes.
d Approach area up to this distance needs to be monitored for new obstacles. Refer to procedure designer’s advice on significant high ground or tall structure that needs monitoring.
e Distance to end of runway strip.
f Or to the end of the runway strip, whichever is less.
7.1.3.5 The physical dimensions of the OLS surfaces, for take-off runways, must be determined using Table 7.1-2.
Table 7.1-2: Take-off runways
Take-off climb surface – Dimensions (in metres and percentages) | Take-off Runways Code number | ||
1* | 2a | 3 or 4 | |
Length of inner edge | 60 | 80 | 180 b |
Minimum distance of inner edge from runway end c |
30 |
60 |
60 |
Rate of divergence (each side) | 10% | 10% | 12.5% |
Final width | 380 | 580 | 1800 d |
Overall length | 1600 | 2500 | 15000 |
Slope | 5% | 4% | 2%e |
All dimensions are measured horizontally unless otherwise specified.
* Runways used for RPT operations at night by aircraft with maximum take-off mass not exceeding 5,700 kg are required to meet code 2 standards.
a For aircraft above 5,700 kg the survey area does not cover full extent of obstacle clearance required as specified in CAO 20.7.1B.
b The length of the inner edge may be reduced to 90 m if the runway is intended to be used by aeroplanes having an mass less than 22,700 kg and operating in VMC by day. In this case the final width may be 600 m, unless the flight path may involve a change of heading in excess of 15°.
c The take-off climb starts from the end of clearway if a clearway is provided.
d The final width may be reduced to 1200 m if the runway is used only by aircraft with take- off procedure which does not include changes of heading greater than 15° for operations conducted in IMC or at night.
e The operational characteristics of aircraft for which the runway is intended should be examined to see if it is desirable to reduce the slope to cater for critical operating conditions as specified in CAO 20.7.1B. If the specified slope is reduced, corresponding adjustment in length for take-off climb is to be made so as to provide protection to a height of 300 m. If no object reaches the 2% 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%.
7.1.3.6 Where two OLS surfaces overlap, the lower surface must be used as the controlling OLS.
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Obstacle Restriction and Limitation
7.1.4.1 The aerodrome operator must monitor the OLS applicable to the aerodrome and report to CASA any infringement or potential infringement of the OLS.
Note: Aerodrome operators need to liaise with appropriate planning authorities and companies that erect tall structures, to determine potential infringements. Every effort should be made to implement the OLS standards and limit the introduction of new obstacles.
7.1.4.2 When a new obstacle is detected, the aerodrome operator must ensure that the information is passed on to pilots, through NOTAM, in accordance with the standards for aerodrome reporting procedures set out in Chapter 10.
7.1.4.3 Information on any new obstacle must include:
(a) the nature of the obstacle — for instance structure or machinery;
(b) distance and bearing of the obstacle from the start of the take-off end of the runway, if the obstacle is within the take-off area, or the ARP;
(c) height of the obstacle in relation to the aerodrome elevation; and
(d) if it is a temporary obstacle — the time it is an obstacle.
7.1.5.1 Under CASR Part 139 any object which extends to a height of 110 m or more above local ground level must be notified to CASA.
Note: For instrument runways, obstacle monitoring includes the PANS- OPS surface which extends beyond the OLS of the aerodrome. See paragraph 7.1.1.
7.1.5.2 Any object that extends to a height of 150 m or more above local ground level must be regarded as an obstacle unless it is assessed by CASA to be otherwise.
7.1.6.1 If a proposed object or structure is determined to be an obstacle, details of the proposal must be referred to CASA the Authority to determine whether it will be a hazard to aircraft operations.
7.1.6.2 Shielded Obstacle. A new obstacle that is shielded by an existing obstacle may be assessed as not imposing additional restrictions to aircraft operations.
Note: Information on the principle of shielding is provided in Section 7.4.
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(a) CASA may direct that obstacles be marked and or lit and may impose operational restrictions on the aerodrome as a result of an obstacle.
(b) If directed by CASA, lighting and/or marking of obstacles, including terrain, must be carried out in accordance with the standards set out in Chapter 8 and Chapter 9.
7.1.6.4 Temporary and transient obstacles. Temporary obstacles and transient (mobile) obstacles, such as road vehicles, rail carriages or ships, in close proximity to the aerodrome and which penetrate the OLS for a short duration, must be referred to CASA to determine whether they will be a hazard to aircraft operations.
7.1.6.5 Fences or levee banks. A fence or levee bank that penetrates the OLS must be treated as an obstacle.
Note: See Chapter 5 in regard to reporting of fences and levee banks.
7.1.6.6 Hazardous objects below the OLS. Where CASA has identified an object, which does not penetrate the OLS to be a hazard to aircraft operations, CASA may require the object to be either:
(a) removed, if appropriate; or
(b) marked and/or lit.
Note: For example inconspicuous overhead wires or isolated objects in the vicinity of the aerodrome.
7.1.7.1 For a precision approach runway, the aerodrome operator must monitor any object that may penetrate the applicable OLS.
7.1.7.2 For a non-precision approach runway, besides monitoring the applicable OLS, obstacle monitoring includes areas outside the OLS, also known as PANS-OPS surfaces, used in the design of the NPA procedures. To make it easier for aerodrome operators to carry out this task, procedure designers will be asked to provide aerodrome operators with a drawing or drawings of the area around the aerodrome, showing the designed approach paths, the circling areas and locations of critical obstacles taken into account in the design. In the case of a terrain obstacle, such as a hill, allowance provided for vegetation should also be provided, if appropriate.
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Note: Requirements and standards relating to instrument procedure design will be promulgated in CASR Part 173, currently under development. In the interim, aerodrome operators are advised to liaise with Airservices procedure designer in regard to PANS-OPS obstacle monitoring drawings.
7.1.7.3 Aerodrome operators must establish procedures to monitor the OLS and the critical obstacles associated with the NPA procedures and have them included in the Aerodrome Manual. The procedure designer must be advised of any changes of the status of the existing critical obstacles and any proposed development that is likely to be higher than the critical obstacles within the area depicted by the procedure designer.
Note: The following procedures are established to minimise the costs associated with the introduction of NPA procedures at country aerodromes without compromising aerodrome safety.
7.1.8.1 For code 1 and 2 runways, there is a slight increase in the area of coverage for both the inner horizontal and conical obstacle limitation surfaces, as specified in Table 10.15-1.
Note: The required survey may be held over until the next OLS survey is due.
7.1.8.2 For code 1, 2 and 3 runways, an additional survey of the approach obstacle limitation surface may be limited to the first section of the approach OLS (i.e. to a distance of 2500m for code 1 and 2 runways and 3000m for code 3 runways). The purpose of this survey is to identify any obstacle that may affect the location of the threshold, or needs to be provided with obstacle marking or lighting.
7.1.8.3 For the approach area beyond the first section, existing topographical maps and the Tall Structure Data Bank, under the custodian of the RAAF, should provide general obstacle data for determining minimum altitude purposes. Accordingly, unless specifically requested by the procedure designer, no actual ground survey of obstacles within the area is necessary.
7.1.8.4 To allow for possibility of missing obstacle information, an NPA procedure will be checked by flight validation. On-going monitoring of obstacles within the second and horizontal sections of the approach area should be included in the drawing(s) provided by the procedure designer.
7.1.8.5 Any new object which may penetrate the inner horizontal, conical and the first section of the approach surfaces of the applicable NPA standard, as specified in Table 10.15-1, must be identified and, if its presence cannot be
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avoided, the details of the obstacles must be forwarded to the relevant CASA office for assessment of marking and lighting requirements. Any object that may penetrate the PANS-OPS surface, as per advice from the procedure designer, must be forwarded to the Airservices Australia Procedure Design Section.
7.1.9.1 At present CASA does not promulgate a general standard for obstacle limitation surfaces in respect of curved take-off climb surface. Request for approval for curved take-off procedures may originate from aircraft operators or the aerodrome operators, and CASA will deal with such requests on a case-by-case basis.
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7.2.1.1 The Type A chart is an ICAO chart which identifies information on all significant obstacles within the take-off area of an aerodrome up to 10 km from the end of the runway.
7.2.1.2 A Type A chart must be prepared for each runway that is used in international operations.
7.2.1.3 The obstacle data to be collected and the manner of presentation of the Type A chart must be in accordance with the standards and procedures set out in ICAO Annex 4.
Note: A Type A chart meeting the accuracy requirements of Annex 4 is adequate.
7.2.1.4 Where no significant obstacle exists within the take-off flight path area, as specified by Annex 4, a Type A chart is not required but a statement must be included in the Aerodrome Manual.
7.2.1.5 At aerodromes with no international operations, used by aircraft above 5,700 kg engaged in air transport operations, under CAO 20.7.1B, the
decision to prepare Type A charts, or discrete obstacle information instead of a Type A chart, is a matter for the aerodrome operator to be made in conjunction with the relevant airline.
Note: Refer to CAAP 89W-1(0) ‘Guidelines for the provision of obstacle information for take-off flight planning purposes’.
7.2.1.6 Where a Type A chart has been prepared, or updated, a copy of the chart must be given to CASA.
7.2.1.7 Where a Type A chart has been prepared and issued the take-off flight area must be monitored and any changes to the Type A chart information must immediately be communicated to all users of the Type A chart.
Notes: 1: Changes to the Type A chart information but not to OLS take- off climb surface does not require NOTAM action.
2: Where the change to Type A chart information is also the subject of NOTAM action, additional separate advice to Type A chart holders is not necessary.
7.2.1.8 A distribution list of current Type A chart holders must be maintained.
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7.2.1.9 A Type A chart must be updated when the number of changes to the chart, notified through NOTAM or separate advice, reaches a level, which CASA considers excessive.
7.2.2.1 A Type B chart is an ICAO obstacle chart that provides obstacle data around the aerodrome.
7.2.2.2 A Type B chart, prepared in accordance with the standards and procedures set out in Annex 4, may be provided.
Note: This may be required by operators of aircraft above 5,700 kg to identify obstacles around an aerodrome.
7.2.2.3 The decision to prepare a Type B chart must be made in consultation with CASA.
7.2.2.4 Where required, the obstacle data to be collected and the manner of presentation of the Type B chart must be in accordance with the standards and procedures set out in ICAO Annex 4.
7.2.3.1 A Type C chart is an ICAO obstacle chart that provides data on all significant obstacles up to 45 km from the aerodrome. International aircraft operators may require this chart.
7.2.3.2 For aerodromes regularly used by aircraft engaged in international aviation, the decision to prepare a Type C chart must be made in consultation with the international aircraft operators and CASA.
7.2.3.3 Where prepared, the Type C charts may be produced using one of the following methods:
(a) a complete Type C chart in accordance with the standards and procedures set out in ICAO Annex 4; or
(b) based on an actual survey meeting the order of accuracy requirements of Annex 4, produce a list containing all significant obstacles above a nominal obstacle height; or
(c) based on topographical maps, where available, meeting the order of accuracy requirements of Annex 14, produce a list containing all significant obstacles above a nominal obstacle height.
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7.3.1.1 The Obstacle Limitation Surfaces (OLS) are conceptual (imaginary) surfaces associated with a runway, which identify the lower limits of the aerodrome airspace above which objects become obstacles to aircraft operations, and must be reported to CASA.
Note: The term OLS is used to refer to each of the imaginary surfaces which together define the lower boundary of aerodrome airspace, as well as to refer to the complex imaginary surface formed by combining all the individual surfaces.
7.3.1.2 The OLS comprises the following:
(a) outer horizontal surface;
(b) conical surface;
(c) inner horizontal surface;
(d) approach surface;
(e) inner approach surface;
(f) transitional surface;
(g) inner transitional surface;
(h) baulked landing surface; and
(i) take-off climb surface.
7.3.2.1 Reference Elevation Datum. A reference elevation datum is to be established as a benchmark for the horizontal and conical surfaces. The reference elevation datum is to be:
(a) the same as the elevation of the ARP (rounded off to the next half- metre below), provided this elevation is within three metres of the average elevations of all existing and proposed runway ends; otherwise
(b) the average elevation (rounded off to the next half-metre below) of existing and proposed runway ends.
Note: The reference elevation datum is not to be confused with the aerodrome elevation published in AIP - Enroute Supplement. Aerodrome elevation is, by definition, the highest point on the landing area.
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7.3.2.2 Outer Horizontal Surface. The outer horizontal surface is a plane located 150 m above the reference elevation datum and extending from the upper edge of the extended conical surface for a distance of 15,000 m (radius) from the aerodrome reference point (ARP).
(a) The conical surface comprises both straight and curved elements, which slope upwards and outwards from the edge of the inner horizontal surface to a specified height above the inner horizontal surface.
(b) The slope of the conical surface is to be measured in a vertical plane perpendicular to the periphery of the inner horizontal surface.
7.3.2.4 Inner Horizontal Surface. The inner horizontal surface is a horizontal plane at a specified height above the reference elevation datum extending to an outer boundary comprising:
(a) in the case of an aerodrome with a single runway, semi-circular curves of a specified radius centred on the middle of each of the runway strip ends and joined tangentially by straight lines on each side of the runway, parallel to the runway centreline;
(b) in the case of an aerodrome with multiple runways, curves of a specified radius centred on the middle of each of the runway strip ends and the curves are joined by a tangential line as two curves intersect.
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Figure 7.3-1: Relationship of outer horizontal, conical, inner horizontal and transitional surfaces
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Figure 7.3-2: Boundary of inner horizontal surface
(a) The approach surface is an inclined plane or combination of planes which originate from the inner edge associated with each runway threshold, with two sides originating at the ends of the inner edge.
(b) The inner edge associated with each runway threshold has a specified length, and is located horizontally and perpendicularly to the runway centreline, at a specified distance before the threshold.
(c) The two sides diverge uniformly at a specified rate from the extended centreline of the runway.
(d) The approach surface may be divided into three sections and ends at an outer edge that is located at a specified overall distance from the inner edge and parallel to the inner edge.
(e) The elevation of the midpoint of the threshold is to be the elevation of the inner edge.
(f) The slope of each section of the approach surface is at a specified rate and is to be measured in the vertical plane containing the centreline of the runway.
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Figure 7.3-3: Approach surface for an instrument approach runway
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Figure 7.3-4: Plan view of approach surface
(a) The transitional surface comprises inclined planes that originate at the lower edge from the side of the runway strip (the overall strip), and the side of the approach surface that is below the inner horizontal surface, and finishes where the upper edge is located in the plane of the inner horizontal surface.
(b) The transitional surface slopes upwards and outward at a specified rate and is to be measured in a vertical plane at right angles to the centreline of the runway.
(c) The elevation of a point on the lower edge of the transition surface is to be:
(i) along the side of the approach surface, equal to the elevation of the approach surface at that point; and
(ii) along the side of the runway strip, equal to the nearest point on the centreline of the runway or stopway.
Note: For the purpose of drawing the transitional surface, the lower edge of the transitional surface along the runway strip may be drawn as a straight line joining the corresponding ends of the approach surfaces at each end of the runway strip. However when assessing whether an object may penetrate the transitional surface, the standard of the transitional surface applies.
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7.3.2.7 Obstacle-Free Zone. The inner approach, inner transitional and baulked landing surfaces together define a volume of airspace in the immediate vicinity of a precision approach runway, which is known as the obstacle-free zone. This zone must be kept free from fixed objects, other than lightweight frangibly mounted aids to air navigation which must be near the runway to perform their function, and from transient objects such as aircraft and vehicles when the runway is being used for precision approaches.
(a) The inner approach surface is a rectangular portion of the approach surface immediately preceding the threshold.
(b) The inner approach surface originates from an inner edge of a specified length, at the same location as the inner edge for the approach surface, and extends on two sides parallel to the vertical plane containing the runway centreline, to an outer edge which is located at a specified distance to the inner edge and parallel to the inner edge.
(a) The inner transitional surface is similar to the transitional surface but closer to the runway. The lower edge of this surface originates from the end of the inner approach surface, extending down the side of the inner approach surface to the inner edge of that surface, thence along the runway strip to the inner edge of the baulked landing surface and from there up the side of the baulked landing surface to the point where the side intersects the inner horizontal surface.
(b) The elevation of a point on the lower edge is to be:
(i) along the side of the inner approach and baulked landing surface, equal to the elevation of the particular surface at that point;
(ii) along the runway strip, equal to the elevation of the nearest point on the centreline of the runway or stopway.
(c) The inner transitional surface slopes upwards and outwards at a specified rate and is to be measured in a vertical plane at right angles to the centreline of the runway.
(d) The upper edge of the inner transitional surface is located in the plane of the inner horizontal surface.
(e) The inner transitional surface should be used as the controlling surface for navigational aids, aircraft and vehicle holding positions which have to be located near the runway. The transitional surface should be used for building height control.
(a) The baulked landing surface is an inclined plane originating at a specified distance after the threshold and extending between the inner transitional surfaces.
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(b) The baulked landing surface originates from an inner edge of a specified length, located horizontally and perpendicularly to the centreline of the runway, with two sides from the ends of the inner edge diverging uniformly at a specified rate from the vertical plane containing the centreline of the runway, ending at an outer edge located in the plane of the inner horizontal surface.
(c) The elevation of the inner edge is to be equal to the elevation of the runway centreline at the location of the inner edge.
(d) The specified slope of the baulked landing surface is to be measured in the vertical plane containing the centreline of the runway.
A A
Section A - A
Inner Horizontal
Section B - B
Figure 7.3-5: Inner approach, inner transitional and baulked landing obstacle limitation surfaces
(a) The take-off climb surface is an inclined plane (or other shape in the case of curved take-off) located beyond the end of the runway or clearway.
(b) The origin of the take-off climb surface is the inner edge of a specified length, located at a specified distance from the end of the runway or the clearway. The plane from the inner edge slopes upward at a specified
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rate, with the two sides of the plane originating from the ends of the inner edge concurrently diverging uniformly outwards at a specified rate, to a specified final width, and continuing thereafter at that width for the remainder of the specified overall length of the take-off climb surface until it reaches the outer edge which is horizontal and perpendicular to the take-off track.
(c) The elevation of the inner edge is to be equal to the highest point on the extended runway centreline between the end of the runway and the inner edge, except that when a clearway is provided the elevation is to be equal to the highest point on the ground on the centreline on the clearway.
(d) The slope of the take-off climb surface is to be measured in the vertical plane containing the centreline of the runway.
Overall Length
Length of Inner Edge
Final Width
Figure 7.3-6: Plan view of take-off climb surface
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7.4.1.1 A new obstacle located in the vicinity of an existing obstacle and assessed as not being a hazard to aircraft is deemed to be shielded.
7.4.1.2 Unless specifically directed by the Authority, a shielded obstacle does not require removal, lowering, marking or lighting and should not impose any additional restrictions to aircraft operations.
7.4.1.3 The Authority shall assess and determine whether an obstacle is shielded. The aerodrome operator is to notify the Authority of the presence of all obstacles.
7.4.1.4 Only existing permanent obstacles may be considered in assessing shielding of new obstacles.
7.4.2.1 In assessing whether an existing obstacle shields an obstacle, CASA will be guided by the principles of shielding detailed below.
(a) An existing obstacle within the approach and take-off climb area is called the critical obstacle. Where a number of obstacles exist closely together, the critical obstacle is the one which subtends the greatest vertical angle measured from the appropriate inner edge.
(b) As illustrated below, a new obstacle may be assessed as not imposing additional restrictions if:
(i) when located between the inner edge end and the critical obstacle, the new obstacle is below a plane sloping downwards at 10% from the top of the critical obstacle toward the inner edge;
(ii) when located beyond the critical obstacle from the inner edge end, the new obstacle is not higher than the height of the permanent obstacle;
(iii) where there is more than one critical obstacle within the approach and take-off climb area, and the new obstacle is located between two critical obstacles, the height of the new obstacle is not above a plane sloping downwards at 10% from the top of the next critical obstacle.
7.4.2.3 Obstacles penetrating the inner and outer horizontal and conical surfaces. The new obstacle may be accepted if it is in the vicinity of an existing obstacle, and does not penetrate a 10% downward sloping conical shaped surface from the top of the existing obstacle, i.e. the new obstacle is shielded radially by the existing obstacle.
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7.4.2.4 Obstacles Penetrating the Transitional Surfaces. A new obstacle may be assessed as not imposing additional restrictions if it does not exceed the height of an existing obstacle which is closer to the runway strip and the new obstacle is located perpendicularly behind the existing obstacle relative to the runway centre line.
A new obstacle may be permitted in this area
Permanent obstacle (in this case the critical obstacle) horizontal
Subtended angle
Figure 7.4-1: Shielding of obstacles penetrating the approach and take-off climb surfaces
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8.1.1.1 This Chapter specifies the standards for Markers, Markings, Signals and Signs. Visual aids not conforming to these standards must not be used unless approved by CASA, in writing.
8.1.1.2 Although the specifications given here are in metric measurements, existing visual aids, which were made to Imperial measurements, may continue to be used until replacement is required for other reasons. However, new visual aids must be made and located in accordance with the metric measurements.
8.1.2.1 All Markers, Markings and Signs on a closed aerodrome or closed part of an aerodrome, must be obscured or removed, except for unserviceability Markers or Markings, where required.
8.1.3.1 Colours used, must conform to the Australian standard AS 2700-1996, Titled Colour Standards for General Purposes, in accordance with the following:
Table 8.1-1: Standard colours
Colour | AS Colour Code | AS Colour Name |
Blue | B41 | Blue Bell |
Green | G35 | Lime Green |
Orange | X15 | Orange |
Red | R13 | Signal Red |
Yellow | Y14 | Golden Yellow |
White | N14 | White |
Black | N61 | Black |
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8.1.4.1 Markings must be clearly visible against the background upon which they are placed. Where required, on a surface of light colour, a contrasting black surround must be provided: on a black surface, a contrasting white surround must be provided.
8.1.4.2 Where provided, the width of surround colour must ensure an adequate visibility contrast. In the case of line markings, the width of surround on either side of the marking must not to be less than the line width.
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8.2.1.1 Markers must be lightweight and frangible; either cones or gables. Other forms of markers to identify extensive work areas may be used, subject to CASA agreement. When displayed, they must be secured against prop wash and jet blast, in a manner that does not cause damage to an aircraft.
8.2.1.2 Cones used as runway markers must have a height of 0.3 m and a base diameter of 0.4 m. All other cones must be 0.5 m in height, with a base diameter of 0.75 m. Cones must be painted in the following colours:
Marker | Colour |
Runway marker | white |
Taxiway marker | yellow |
Apron edge marker | yellow |
Runway strip marker | white |
Helicopter apron edge marker | blue |
Unserviceability marker | white, with central 25 cm red band |
Runway strip marker (displaced threshold.) | split white and suitable background colour |
8.2.1.3 Gables must be 3 m long, 0.9 m wide, and 0.5 m high; painted white.
8.2.1.4 Fluorescent orange PVC cones or ‘witches’ hats’ approximately 0.5 m high, may be used to convey visual information about aerodrome works to the works organisation. Witches hats must not be used to convey information to pilots about changes to the movement area. For this purpose, standard cones must be used.
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Figure 8.2-1: Cone markers
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Figure 8.2-2: Gable marker
8.2.2.1 Where the limits of the graded portion of a runway strip need to be defined, runway strip markers must be placed along the edges of the graded portion of the runway strip.
8.2.2.2 Runway strip markers must be white, and may be gable, cone or flush. Gable markers are preferred, and flush markers must only be used where runway strips overlap. The spacing of gable or cone side strip markers must not exceed 180 m or 90 m respectively, as shown below.
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Figure 8.2-3: Runway strip markers
Width of graded strip | Dimension ‘A’ |
30 m | 10 m minimum |
45 m | 20 m minimum |
60 m | 20 m minimum |
90 m | 30 m minimum |
150 m | 60 m minimum |
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8.2.2.3 Where agreed by CASA, 200 litre (44 gallon) steel drums or tyres may be used as runway strip markers at aerodromes used by aeroplanes of not more than 9 passenger seats (See Chapter 13). Steel drums must be cut in half along their length, placed on the ground open side down. Drums and tyres must be painted white. At a certificated aerodrome, use of these markers must be noted in the Aerodrome Manual.
8.2.3.1 On unsealed runways, runway markers must be provided along both sides of the runway where there is a lack of contrast between the runway and runway strip, and the whole of the runway strip is not maintained to normal runway grading standards. The longitudinal spacing of runway markers must not exceed 90 m.
8.2.3.2 Runway markers may be replaced by runway strip markers if the whole of the runway strip is maintained to normal runway grading standard. The thresholds must be marked either by normal threshold markings or runway cone markers in a pattern similar to that prescribed for runway strip ends.
8.2.3.3 Where an unsealed runway has a permanently displaced threshold at one end, two sets of strip markers must be provided at that end. Each set must be bi-coloured. The set associated with the permanently displaced threshold is to be painted so that the half facing the direction of approach (the first direction) appears white. The other half must be painted to match the background, and be inconspicuous to a pilot operating in the other direction (the second direction). Markers associated with the runway strip end are to appear white in the second direction and inconspicuous in the first direction.
8.2.3.4 The bi-coloured end markers associated with the displaced threshold must be cones; those associated with the runway strip end may be cones or gables.
8.2.4.1 Where the edges of unsealed taxiways or graded taxiway strips might not be visually clear, taxiway edge markers must be provided to show pilots the edge of trafficable taxiways.
8.2.4.2 Where provided, the taxiway markers must be yellow cones and must be spaced to enable pilots to clearly delineate the edge of the unsealed taxiway.
8.2.5.1 Where the edges of unpaved aprons might not be visually clear to pilots, apron edge markers must be provided.
8.2.5.2 Where provided, the apron edge markers must be yellow cones and must be spaced to enable pilots to clearly delineate the edge of the unsealed apron area.
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8.3.1.1 Runway markings must be white on all concrete, asphalt or sealed runway surfaces. Pre-runway-end markings must be yellow.
8.3.1.2 At runway intersections, markings of the more important runway must take precedence over, or interrupt the markings of the other runway. At an intersection with a taxiway, the runway markings, except for runway side strip markings, must interrupt the taxiway markings.
8.3.1.3 To reduce the risk of uneven braking action, care must be taken that markings produce a non-skid surface of similar coefficient of friction to the surrounding surface.
8.3.2.1 Pre-runway-end markings are used where an area exceeding 60 m in length before the runway end, has a sealed, concrete or asphalt surface, which is not suitable for normal aircraft usage.
8.3.2.2 Marking must consist of yellow chevrons, spaced 30 m apart, comprising lines 0.9 m wide and angled 45 degrees to the runway centreline. The markings must terminate at the runway end marking.
8.3.2.3 This area will not normally be used for landing or take-off. If declared as a stopway, an aircraft in an abandoned take-off from the other direction may only use the area.
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Figure 8.3-1: Pre-runway-end markings
8.3.3.1 Runway centreline markings must be provided on all sealed, concrete or asphalt runways, to provide directional guidance during landing or take-off. Runway centreline marking may be omitted in the case of 18 m wide runways where side stripe markings are provided.
8.3.3.2 Runway centreline marking must consist of a line of uniformly spaced gaps and white stripes as shown in Figure 8.3-2 below. The combined length of a stripe and a gap (G) must be not less than 50 m and not more than 75 m. The length of each stripe must be at least equal to the length of each gap, or 30 m, whichever is greater. The first stripe is to commence 12 m from the runway designation number as shown below.
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8.3.3.3 The width (W) of the runway centreline marking must be:
(a) 0.3 m on all non-instrument runways, and instrument non-precision approach runways where the code number is 1 or 2;
(b) 0.45 m on instrument non-precision approach runways where the code number is 3 or 4; and Category I precision approach runways; and
(c) 0.9 m on Category II and Category III precision approach runways.
Figure 8.3-2: Runway centreline markings
8.3.4.1 Runway designation markings must be provided at the thresholds of all sealed, concrete or asphalt runways, and as far as practicable, at the thresholds of an unpaved runway.
8.3.4.2 Runway designation marking must consist of a two-digit number. The number is derived from the magnetic bearing of the runway centreline, when viewed from the direction of approach, rounded to the nearest 10 degrees.
8.3.4.3 If a bearing becomes a single digit number, a ‘0’ is to be placed before it. If a bearing becomes a three digit number, the last ‘0’ digit is to be omitted. For parallel runways, appropriate letters L (left), C (centre) or R (right) must be added to the two-digit number.
8.3.4.4 The number selected for a runway designation marking must be acceptable to CASA. When two or more runway ends have designations which may be confusing, either on the same or a nearby aerodrome, CASA will determine the designations to be used.
8.3.4.5 The shape and dimensions of the numbers and letters to be used as runway designation markings are shown in Figure 8.3-3. The location of the marking on the runway is also shown.
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Figure 8.3-3: Runway designation markings
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Figure 8.3-4: Shape and dimensions of runway numbers and letters
8.3.5.1 Runway end markings must be provided on all sealed, concrete or asphalt runways as shown below. The marking is a white line, 1.2 m wide, extending the full width of the runway. Where the threshold is located at the end of the runway, the runway end marking will coincide with the corresponding part of the threshold marking.
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Figure 8.3-5: Runway end marking
8.3.6.1 Runway side-stripe markings must be provided at the edge of all sealed, concrete or asphalt runways to delineate the width of the runway. Except where broken for taxiways and other runways; runway side-stripe markings must consist of one continuous white line, the same width as the runway centreline marking.
8.3.6.2 In the case of 18 m wide runways with no runway centreline marking, the width of the side-stripe marking must be 0.3 m.
8.3.6.3 The distance between outer edges of the stripes must be equal to the width of the runway. The stripes must be parallel to the runway centreline, and extend the full length of the runway, between the runway end markings.
8.3.6.4 Side-stripe markings must not extend across intersecting runways or taxiways.
8.3.6.5 For a runway with no sealed shoulders, the side-stripe markings may be omitted, if there is distinct contrast between the runway edges and the surrounding terrain.
8.3.6.6 This marking may also be used to mark the edges of a runway turning node.
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Figure 8.3-6: Runway side stripe markings
8.3.7.1 Runway fixed distance markings and runway touchdown zone markings must be provided at both ends of all sealed, concrete or asphalt runways 30 m wide or greater, and 1500 m long or greater.
8.3.7.2 Runway fixed distance and runway touchdown zone markings are comprised of white stripes as described and shown in Figure 8.3-7:
(a) Two stripes 45 m long, each having a width (W), with inside edges separated by a distance (D). The ends of the stripes nearest the threshold must be located 300 m from the line of the runway threshold. Dimensions W and D vary according to the runway width;
W = 6 m for runways 30 m wide, and 9 m for runways 45 m wide, or greater.
D = 17 m for runways 30 m wide, and 23 m for runways 45 m wide, or greater.
(b) Four stripes each 30 m long and 3 m wide, located in pairs such that the ends nearest the threshold of each pair of stripes are 150 m and 450 m respectively from the line the runway threshold. The inside edges must be separated by the distance (D).
8.3.7.3 If runway fixed distance and runway touchdown zone markings are provided on runways less than 1500 m in length, the markings at 450 m from the end of the runway threshold must be omitted.
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Figure 8.3-7: Runway fixed distance and touch down zone markings
8.3.8.1 The permanent, or permanently displaced threshold must be indicated by a white transverse line, 1.2 m wide extending the full width of the runway at the location of the threshold, and white ‘piano key’ markings, consisting of adjacent, uniformly spaced, 30 m long stripes of specified width as shown in Figure 8.3-8.
8.3.8.2 Where practicable, this marking must also be used to indicate permanent or permanently displaced thresholds at gravel and natural surface runways.
8.3.8.3 Where the normal threshold marking is not practicable; runway markers may be used to delineate the ends of an unsealed runway.
8.3.8.4 Information on the location of thresholds is provided in Chapter 6 of this Manual.
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Figure 8.3-8: Runway threshold markings
Runway width (metres) | Number of Stripes | Width of Stripe Space (a) (metres) |
15,18 | 4 | 1.5 |
23 | 6 | 1.5 |
30 | 8 | 1.5 |
45 | 12 | 1.7 |
60 | 16 | 1.7 |
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8.3.9.1 Whenever a permanent threshold is temporarily displaced, a new system of visual cues must be provided, which may include provision of new markings, obscuring and alteration of existing markings, and the use of CASA approved Runway Threshold Identification Lights (RTILs).
8.3.9.2 Where a threshold is temporarily displaced less than 300 m from the end of the runway, there is no additional survey requirement for obstacles. However where this distance is exceeded, the aerodrome operator must refer the matter to CASA.
8.3.9.3 Where a permanent threshold on any runway serving international air transport operations is displaced; the location of the new threshold must be identified by the system of temporary markings specified below, and RTILs.
8.3.9.4 Where practicable, RTILs should also be used for displaced thresholds on runways not serving international air transport aircraft. When used, unless otherwise directed by the Authority, the requirements to use Vee bar markers are waived.
8.3.9.5 Where the permanent threshold is to be displaced for more than 30 days, the temporary threshold must comprise a white line, 1.2 m wide, across the full width of the runway at the line of the threshold, together with adjacent 10 m long arrowheads, comprising white lines 1 m wide. The existing centreline markings between the two thresholds must be converted to arrows as shown below; the permanent threshold marking and associated runway designation number must be obscured and a temporary runway designation number provided 12 m beyond the new threshold.
Note: Where the runway fixed distance and touch down zone markings can cause confusion with the new threshold location those markings may also be obscured.
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Figure 8.3-9: Temporarily displaced threshold markings (more than 30 days)
8.3.9.6 Where the permanent threshold is to be displaced for more than 5 days, but not more than 30 days, or by more than 450 m, the new location must be indicated by ‘Vee-bar’ markers comprising gable markers painted white and positioned on each side of the runway, together with flush, white, arrow markings, as shown. The existing threshold markings must be obscured. For runways more than 18 m wide, or accommodating air transport aircraft, 2 gables and 2 arrows must be provided on each side of the runway; in other cases, a single gable and arrow on each side of the runway is acceptable.
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Figure 8.3-10: Temporarily displaced threshold markings (less than 30 days)
8.3.9.7 Where a threshold is to be temporarily displaced for 5 days or less, and the displacement is less than 450 m, the new threshold location must be indicated by the same ‘Vee-bar’ markers but the permanent threshold markings may be retained.
8.3.9.8 Where a threshold at an air traffic controlled aerodrome is to be temporarily displaced for 5 days or less, and the displacement is more than 450 m, the new threshold location is to be indicated by the above markings but the permanent threshold markings may be retained.
8.3.9.9 Markings of typical threshold and displaced thresholds are illustrated in the following six figures.
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Figure 8.3-11: Markings for a typical runway with the threshold at the runway end
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Figure 8.3-12: Markings for a typical runway with a permanently displaced threshold
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Figure 8.3-13: Markings for a temporarily displaced threshold due to obstacle infringement of the approach surface for a period in excess of 30 days
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Figure 8.3-14: Markings for a temporarily displaced threshold due to works on the runway for a period in excess of 30 days
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Figure 8.3-15: Markings for a temporarily displaced threshold due to obstacle infringement of approach surface for a period of 5 days or less and a displacement of less than 450 m
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Figure 8.3-16: Markings for a temporarily displaced threshold due to works in progress on runway for a period of 5 days or less and a displacement of less than 450 m
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Visual Aids Provided by Aerodrome Markings,
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8.3.10.1 At an aerodrome where land and hold short operations are conducted, a runway land and hold short position marking must be provided at the intersection of two paved runways. The marking must be located and painted in accordance with the runway holding position marking specified in Paragraph 8.4.3.
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8.4.1.1 Taxiway markings must be provided on all asphalt, sealed or concrete taxiways, as specified below. Taxiway markings must be painted yellow.
8.4.2.1 Taxi guideline markings must be provided on all asphalt, sealed or concrete taxiway surfaces, in the form of a continuous yellow line 0.15 m wide. On straight sections, the guideline must be located in the centre of the taxiway. On curved taxiways, the guideline must be located parallel to the outer edge of the pavement and at a distance of half of the taxiway width from it; i.e. the effect of any fillet widening at the inner edge of a curve is ignored. Where a taxi guideline marking is interrupted by another marking such as a taxi- holding position marking, a gap of 0.9 m must be provided between the taxi guideline marking and any other marking.
8.4.2.2 The same form of taxi guideline marking must be used on aprons as detailed below, under ‘Apron Markings’.
8.4.2.3 Taxi guidelines on runways must not merge with the runway centreline, but run parallel to the runway centreline for a distance (D), not less than 60 m beyond the point of tangency where the runway code number is 3 or 4 and 30 m where the code number is 1 or 2. The taxi guideline marking must be offset from the runway centreline marking on the taxiway side, and be 0.9 m from the runway centrelines of the respective markings.
Note: Markings with non-compliant separations do not have to be brought into compliance until the next remarking of the pavement.
Figure 8.4-1: Taxi guideline markings meeting runway centreline markings
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8.4.3.1 Runway holding position markings must be provided on all asphalt, sealed or concrete taxiways wherever these join or intersect with a runway. Standards for the location of runway holding positions are specified in Chapter 6.
8.4.3.2 Runway holding positions must be marked using the Pattern A or Pattern B runway holding position markings, shown in Figure 8.4-2, as appropriate.
8.4.3.3 Pattern A marking must be used at an intersection of a taxiway and a non- instrument, non-precision approach or precision approach Category I runway, and precision approach Category II or III runway where only one runway holding position is marked. Pattern A must also be used to mark a runway/runway intersection, where one of the runways is used as part of a standard taxi route.
8.4.3.4 Pattern B marking must be used where two or three runway holding positions are provided at an intersection of a taxiway with a precision approach runway. The marking closest to the runway must be the Pattern A marking; the marking(s) further from the runway must be Pattern B.
Figure 8.4-2: Pattern A and Pattern B runway-holding position markings
8.4.3.5 Where increased conspicuity of the Pattern A and Pattern B runway-holding position markings is required, the runway-holding position markings must be increased in size as indicated in Figure 8.4-3.
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Figure 8.4-3: Pattern A and Pattern B runway-holding position markings — increased conspicuity
8.4.4.1 Intermediate holding position markings must be provided on all asphalt, sealed or concrete taxiway intersections or on any location of a taxiway where air traffic control requires the aircraft to hold. The intermediate holding position marking must be located in accordance with the standards specified in Chapter 6.
8.4.4.2 Intermediate holding position marking must consist of a single yellow broken line, 0.15 m wide, extending across the full width of the taxiway at right angles to the taxi guideline. Lines and gaps must each be 1.0 m long, as shown below:
Figure 8.4-4: Intermediate holding position markings
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8.4.5.1 Taxiway edge markings must be provided for paved taxiways where the edges of full strength pavement are not otherwise visually clear. Markings must consist of two continuous 0.15 m wide yellow lines, spaced 0.15 m apart and located at the taxiway edge, as shown below.
Figure 8.4-5: Taxiway edge markings
Note: Whilst not mandatory, the additional provision of transverse or herringbone stripes on the sub strength surface has been found to be of assistance in avoiding the possibility for confusion on which side of the edge marking the sub strength pavement is located.
This additional marking is an acceptable means of compliance with these standards.
8.4.6.1 Holding bay markings must be provided on all sealed, asphalt or concrete holding bays. Holding bay markings must comprise taxi guideline markings and intermediate holding position markings as shown in Figure 8.4-6. Markings must be located so that aircraft using the holding bay are cleared by aircraft on the associated taxiway by at least the distance specified in Chapter 6. The holding position marking must be painted in accordance with the intermediate holding position marking, unless that is also a runway holding position, in which case the Pattern A runway holding position marking applies.
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Figure 8.4-6: Holding bay markings
8.4.7.1 These markings are used at the entrance of a taxiway of low strength pavement where the aerodrome operator decides to impose a weight limitation, for example, ‘Max 5,700 kg’.
8.4.7.2 Where the taxiway pavement strength limit marking is provided, as shown in Figure 8.4-7, the letters and numbers must be painted yellow, must be 2.0 m in height, 0.75 m in width, with 0.15 m line width and at 0.5 m spaces. The marking must be readable from aircraft on the full strength pavement.
Figure 8.4-7: Taxiway pavement-strength limit markings
8.4.7.3 Edge markings of the associated main taxiway or apron, or the side stripe markings of the runway, must be interrupted across the width of the low strength taxiway entrance.
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8.5.1.1 Aprons accommodating aircraft of 5,700 kg Maximum All Up Mass (MAUM) and above, must be provided with taxi guidelines and primary aircraft parking position markings. Where the apron may be occupied by these and lighter aircraft at the same time, the aerodrome operator must also provide secondary aircraft parking position markings on the apron for the lighter aircraft.
8.5.1.2 Where aprons accommodate only aircraft of less than 5,700 kg MAUM, there is no mandatory requirement for taxi guidelines nor for marked aircraft parking positions. In these cases, the aerodrome operator may decide whether to provide markings, or to allow random parking.
8.5.1.3 The design of apron markings must ensure that all relevant clearance standards are met, so that safe manoeuvring and the precise positioning of aircraft is achieved. Care must be taken, to avoid overlapping markings.
8.5.2.1 Apron taxi guideline markings must be of the same form as those used on the taxiway. The design of taxi guidelines on aprons is dependent on whether the aircraft is being directed by a marshaller or the pilot.
8.5.2.2 Where aircraft are to be directed by a marshaller, the ‘nose wheel position principle’ shall apply; that is, the taxi guideline is designed so that when the aircraft nose wheel follows the taxi guideline, all the required clearances are met.
8.5.2.3 Where aircraft are to be guided by the pilot, the ‘cockpit position principle’ shall apply; that is the taxi guideline is designed so that when a point on the centreline of the aircraft midway between the pilot and the co-pilot seats (or in the case of a single pilot aircraft, in the centre of the pilot seat) follows the taxi guideline, all the required clearances are met.
8.5.2.4 Where there is a change in aircraft position control between the pilot and the marshaller, the taxi guideline must convert from one principle to the other. At aerobridges, the taxi guideline must be designed using the cockpit position principle.
8.5.3.1 Must be provided where the limit of high strength pavement cannot be distinguished from the surrounding area, and aircraft parking is not restricted to fixed parking positions. Where marking is required, the apron edge must be identified by 2 continuous yellow lines 0.15 m wide, spaced 0.15 m apart.
8.5.3.2 The edge of gravel, grass or other natural surface aprons must be identified by cones, spaced at a maximum distance of 60 m and painted yellow; except for dedicated helicopter aprons which must be light blue.
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8.5.4.1 Parking clearance lines may be provided at an aircraft parking position to depict the area that must remain free of personnel, vehicles and equipment when an aircraft is taxiing (or being towed) into position or has started engines in preparation for departure.
8.5.4.2 Parking clearance lines may also be provided on light aircraft aprons with random parking, where it is desired to limit the parking to particular areas.
8.5.4.3 The parking clearance line must comprise a continuous red line 0.10 m or, if desired, 0.20 m wide. Where required, a continuous yellow or white line
0.10 m wide on either side can enhance the parking clearance line. The words ‘PARKING CLEARANCE’ must be painted in yellow on the side where the light aircraft are parked, and readable from that side. These words must be repeated at intervals not exceeding 50 m, using letters 0.3 m high, located 0.15 m from the line, as shown below.
Figure 8.5-1: Parking clearance line
8.5.5.1 Where adjoining portions of pavement cannot accommodate the same aircraft type, information to this effect must be provided, marking the boundary of the restricted pavement. The marking must consist of a broken yellow line, comprising strips 3 m long and 0.3 m wide, separated by 1 m spaces. The designator must be 0.15 m above the line, in letters and numbers 0.5 m high. The marking is to be repeated at intervals not exceeding 50 m.
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Figure 8.5-2: Aircraft type limit line
8.5.6.1 Where adjoining portions of pavement cannot accommodate the same aircraft weight, this must be signified by marking an aircraft weight limitation on the weaker pavement. The marking must consist of a broken yellow line, comprising strips 3 m long and 0.3 m wide, separated by 1 m spaces. The designator must be 0.15 m above the line, in letters and numbers 0.5 m high. The marking is to be repeated at intervals not exceeding 50 m.
Figure 8.5-3: Parking weight limit line
8.5.7.1 Where the aerodrome operator wishes to identify leased areas on a sealed, concrete or asphalt apron, the marking must consist of a 0.15 m solid line, painted lime green.
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8.5.8.1 Equipment clearance lines must be used on congested aprons to assist service vehicles keep clear of manoeuvring aircraft. This marking must consist of red stripes, 1 m long and 0.15 m wide, separated by 1 m gaps. The designation ‘EQUIPMENT CLEARANCE’ must be painted on the side of the line occupied by the equipment and readable from that side. The designation must be repeated along the line at intervals of not more than
30 m. Letters must be 0.3 m high, 0.15 m from the line, painted red.
Figure 8.5-4: Equipment clearance line
8.5.9.1 Equipment storage markings must consist of a continuous red painted line,
0.1 m wide.
8.5.9.2 The words ‘EQUIPMENT STORAGE’ must be painted in red on the side where equipment is stored, and readable from that side. Letters must be
0.3 m high and 0.15 m from the line, as shown below. This marking must be repeated at intervals not exceeding 50 m along the boundary.
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Figure 8.5-5: Equipment storage and apron road marking
8.5.10.1 Roads on apron areas must be marked to keep vehicle traffic clear of aircraft and taxiways, and to minimise the risk of vehicle-to-vehicle accidents.
8.5.10.2 Each lane of an apron service road must be of a minimum width to accommodate the widest vehicle in use at that location, e.g. emergency vehicles or ground support equipment.
8.5.10.3 The apron service road marking must consist of a continuous white painted line, 0.1 m wide.
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Figure 8.5-6: Apron service road
8.5.10.4 Where a service road is located adjacent to taxiing aircraft the side marking must be shown with a continuous double white line. This indicates DO NOT CROSS. Each continuous white line must be 0.1 m wide. The separation between the two continuous white lines must not be less than 0.05 m.
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Figure 8.5-7: Apron service road alongside a vehicle limit line
8.5.10.5 Where a service road crosses a taxiway or apron taxilane, the service road marking may be presented in a zipper pattern. Each segment of the zipper is not to be more than 50 cm in length. This type of edge marking makes the road more conspicuous to the pilots of aircraft operating on the taxiway or taxilane.
8.5.11.1 The aerodrome operator must mark all aircraft parking positions for use by aircraft of 5,700 kg MAUM and above, on concrete, sealed or asphalt apron surfaces.
8.5.11.2 Aircraft parking positions are classified as primary or secondary positions. Primary positions are designed for normal apron demand, whereas secondary positions either provide alternative positions for use during abnormal circumstances, or allow a larger number of smaller aircraft to be parked.
8.5.11.3 Aircraft parking position markings comprise lead-in lines, primary parking position markings, secondary parking position markings, lead-out lines and designation markings.
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8.5.12.1 Lead-in lines must be provided to each aircraft parking position on all sealed, concrete and asphalt aprons with aircraft parking position markings.
8.5.12.2 Lead-in lines to primary aircraft parking positions must be continuous, 0.15 m wide and painted yellow; they have the same characteristics as a taxi guideline.
8.5.12.3 At a secondary parking position, the lead-in line must be marked by a series of solid yellow circles 0.15 m in diameter, spaced at 1 m intervals. Where an abrupt change in direction occurs the line must be solid for a distance of 2 m before and after the turn.
8.5.13.1 Designation must be provided where an apron has more than one marked aircraft parking position. Taxi lead-in line designation markings must be located at the beginning of each diverging taxi guideline or lead-in line; aligned so that they can be seen by the pilot of an approaching taxiing aircraft. There are three types of taxi lead-in line designations:
Figure 8.5-8: Parking position number designation
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8.5.13.3 The aircraft type limit designations indicate which parking positions are capable of accommodating particular aircraft types. The designation must be painted in yellow characters 2 m high, with 0.3 m spacing from the lead-in line, as shown in Figure 8.5-9. Appropriate aircraft type limit designations must be provided at the lead-in line for each position to which restrictions apply. Where a diverging lead-in line leads to an apron parking position suitable only for helicopters; the designation ‘H ONLY’ must be provided.
Figure 8.5-9: Aircraft type limit designation
8.5.13.4 The aircraft weight limit designations inform pilots of a weight limitation to a parking position. They specify the maximum weight allowable in the form, ‘9,000 kg’. The designation must be painted in yellow characters 2 m high, separated by 0.3 m spaces from the lead-in line, as shown in Figure 8.5-10.
Figure 8.5-10: Aircraft upper weight limit designation
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8.5.14.1 Where required, a pilot turn line must be placed at right angles to the lead-in line, located on the left side as viewed by the pilot, and must be 6 m long,
0.3 m wide and painted yellow. The aircraft type designation must be painted in yellow letters, 1 m high and spaced 0.15 m below the bar, facing the direction of incoming aircraft. The designation must be offset from the lead-in line as follows:
Table 8.5-1
Aircraft code letter | Offset |
C | 5 m |
D | 10 m |
E | 10 m |
8.5.15.1 Primary aircraft parking position markings comprise two straight yellow lines; the alignment line must be 0.15 m wide, and shows the required orientation of the parked aircraft. The stop line must be 0.3 m wide, and shows the pilot or marshaller the point at which the aircraft is to be stopped. The position of the stop line depends on whether the aircraft is under the control of the apron marshaller or the pilot.
8.5.16.1 The stop line must be located where the aircraft nose wheel is to stop; and on the right hand side of, and at right angles to, the alignment line, as seen by the marshaller facing the incoming aircraft.
8.5.16.2 The aircraft type designation must be yellow, in letters 0.3 m high, and spaced 0.15 m below the stop line. The lettering must be legible to the marshaller facing the incoming aircraft, as shown below.
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Figure 8.5-11: Marshaller stop line
8.5.17.1 The pilot stop line must be located so that when the aircraft is stopped, the line is immediately to the left of the pilot. The pilot stop line must be 6 m long and offset from the alignment line as follows:
Table 8.5-2
Reference Code Letter | Offset X |
C | 5 m |
D | 10 m |
E | 10 m |
8.5.17.2 Where aircraft of all codes are to be accommodated at the one parking position, the offset for code letter C must be used and the marking extended in length to 11 m.
8.5.17.3 The aircraft type designation must be written in yellow letters 1 m high and spaced 0.15 m below the pilot stop line, as shown below.
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Figure 8.5-12: Pilot stop line (no marshaller)
8.5.18.1 The alignment line must extend from the location of the nose wheel in the parked position, backwards under the body of the aircraft for a distance ‘X’ in Table 8.5-3. The line must also extend forward, commencing at a point 3 m past the most forward nose wheel position and extending for a distance ‘Y’, in the table. A 1 m long section of the alignment line must be placed in the centre of the 3 m gap, as shown in Figure 8.5-13.
Figure 8.5-13: Alignment line
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Table 8.5-3
Reference Code Letter | Distance Y | Distance X |
A & B | 9 m | 5 m |
C, D & E | 18 m | 10 m |
8.5.19.1 These alternative markings are used during abnormal circumstances, or to allow a larger number of smaller aircraft to use the same apron area as a smaller number of larger aircraft using the primary positions. Secondary markings may be either keyhole markings or triangle markings, painted yellow, except where the secondary position markings overlap the primary position markings. In the latter case, the markings must be painted white.
8.5.20.1 Where the secondary position is designed for aircraft with wingspan 15 m or greater, it must be identified with a keyhole marking, comprising an alignment line oriented in the desired alignment, and a terminating ring; with a parking position designator, as shown in Figure 8.5-14.
Note: For aircraft having a wingspan of 15 m or greater:
2. Use white paint if likely to be confused with primary position markings.
8.5.20.2 The marking must be located so that the centre of the ring is at the final nose wheel position. Where required, any aircraft type or weight limit designation must be located at the commencement of the associated dotted lead-in line.
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Figure 8.5-14: Keyhole marking
8.5.21.1 Where the secondary position is designed for aircraft with a wingspan of less than 15 m, it must be identified with a triangle marking comprising an alignment line, and a triangle, as shown in Figure 8.5-15. The triangle must be so located that its centre is the final nose wheel position.
Note: For aircraft having a wingspan less than 15 m:
2. Use white paint if necessary to avoid confusion with primary marking.
Figure 8.5-15: Triangle marking
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8.5.22.1 Must comprise a broken line, painted yellow; stripes 1 m long and 0.15 m wide, spaced at 1 m intervals. The lead-out line must commence from the alignment line at least 3 m from the nose wheel position, as shown in Figure 8.5-16.
8.5.22.2 The lead-out line must extend to a point from where the pilot can clearly see the taxi guideline. If arrow indicators are inserted, the first arrow must be at least 15 m from the alignment line, with subsequent arrows at 30 m spacing.
Figure 8.5-16: Lead-out line
8.5.23.1 Designation markings are used to provide supplementary information, on all asphalt, sealed and concrete aprons where there is more than one aircraft parking position. Primary parking positions must be numbered sequentially with no omissions. Secondary positions must be identified with the same numbers as the associated primary position, together with an alphabetical suffix.
8.5.24.1 The parking position designation must be located adjacent to the parking position, either on the ground or on the aerobridge, and be visible to the pilot.
8.5.24.2 For fixed wing aircraft, the position designation, marked on the ground, must be placed 4 m forward of the nose wheel position and 5 m to the left, as viewed by the pilot. The designation must be yellow, and consist of characters 1 m high in a 2 m inside diameter ring of 0.15 m line thickness, as shown in Figure 8.5-17.
8.5.24.3 At aerobridge positions, the aerobridge designation must be the same as the associated parking position designation. The size of the position designation must not be less than the legend and face size specified in Table 8.6-1.
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Figure 8.5-17: Aircraft parking position designation
8.5.24.4 An illustration showing a combination of all the aircraft parking position markings at an aircraft parking position is shown in Figure 8.5-18.
Figure 8.5-18: Aircraft parking position markings
8.5.25.1 All letters and numbers used in designations for taxi and apron markings must conform in style and proportion to the following illustrations. Actual dimensions must be determined in proportion to the overall height standard for each specific designator. The grid spacing used in the following illustrations is 0.20 m.
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Figure 8.5-19: Letters and numbers used in designations for taxiway and apron markings
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Figure 8.5-20: Letters and numbers used in designations for taxiway and apron markings
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Figure 8.5-21: Letters and numbers used in designations for taxiway and apron markings
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Figure 8.5-22: Letters and numbers used in designations for taxiway and apron markings
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Figure 8.5-23: Letters and numbers used in designations for taxiway and apron markings
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8.5.26.1 Tug operator guidance marking must be provided on aprons where aircraft are being pushed back by tugs.
8.5.27.1 The push-back line must be a broken line, painted white, comprising stripes 1 m long and 0.15 m wide, spaced at 1 m intervals. The line must be based on the required path of the nose wheel of the design aircraft. Where the line is used for tug operations with aircraft of reference code letter C, D and E, the 10 m before the tow bar disconnect point must be straight.
8.5.28.1 The tug parking position line marking must be provided at aerobridges and other power-in/push-out aircraft parking positions, to ensure parked tugs are clear of incoming aircraft. The marking must consist of a red line 0.10 m wide in the shape of a U, 3.5 m by 1.0 m commencing 3 m from the nose of the critical aircraft, as illustrated, below.
Figure 8.5-24: Tug parking position line
8.5.29.1 The towbar disconnect point shown in Figure 8.5-25 must be located at the point of disconnection and must consist of a white line, 1.5 m long and 0.15 m wide, located on the left side of the taxi guideline or push-back line, as viewed from the tug; touching the guideline and at right angles to it.
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Figure 8.5-25: Towbar disconnect marking
8.5.30.1 Push-back limit markings must comprise two parallel white lines at right angles to and symmetrical about the push back line. The marking must be 1 m long, 0.15 m wide and lines 0.15 m apart, as shown below.
Figure 8.5-26: Push-back limit marking
8.5.31.1 Push-back alignment bars are provided to assist tug operators to align an aircraft correctly at the end of the push-back manoeuvre. The marking must be a broken white line, comprising stripes 1 m long and 0.15 m wide, spaced at 1 m intervals, for a length of 30 metres, aligned in the desired direction. The marking must commence 3 m past the tow disconnect marking, as shown below.
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Figure 8.5-27: Push-back alignment line
8.5.32.1 Where provided, passenger path markings are provided to assist the orderly movement of passengers embarking or disembarking. Passenger path markings must be provided in accordance with the pattern and colour of the relevant State Road Authority pedestrian crossing marking standards. The width of the passenger pathway is to be commensurate with the expected pedestrian traffic.
8.5.32.2 The following diagram illustrates a typical layout for a pedestrian crossing.
Figure 8.5-28: Pedestrian crossing
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8.5.33.1 The following Figure 8.5-29 illustrates an apron with typical apron markings.
Figure 8.5-29: Typical apron markings
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8.6.1.1 Signs that convey messages that must be obeyed by pilots are known as mandatory instruction signs. These signs must have white lettering on a red background.
8.6.1.2 Signs that convey messages of information are known as information signs. These signs must have either black lettering on a yellow background, or yellow lettering on a black background.
8.6.1.3 Mandatory signs must be provided at major international aerodromes, and at other aerodromes that have air traffic control and for which CASA determines these are required for safety reasons.
8.6.1.4 Aerodrome operators will consult with airlines and with Air Traffic Control, on the need for MAGS with information. Notwithstanding this, MAGS with information must be provided at aerodromes where taxiway intersection departures are promulgated in the AIP.
8.6.2.1 The following convention must be used in the naming of taxiway location signs:
(a) a single letter must be used, without numbers, to designate each main taxiway;
(b) the same letter must be used throughout the length of taxiway, except where a turn of 90 degrees or more is made to join a runway, a different letter may be assigned to that portion of taxiway after the turn;
(c) for each intersecting taxiway, a different single letter must be used;
(d) to avoid confusion, letters I, O and X must not be used, letter Q should only be used where unavoidable;
(e) at aerodromes where the number of taxiways are or will be large, alphanumeric designators may be used for short intersecting taxiways. Successive intersecting taxiways must use the same letter, with sequential numbers. If sequential numbers are not practicable, due to geometry of the taxiway system; all pilot-used taxiway plans (aerodrome charts) must include advice as to the missing designators;
(f) the use of letters and numbers must be easily comprehensible. Should it ever be necessary to use double-digit alphanumeric designators, care must be taken to ensure the numbers used in the taxiway designation cannot in any way be confused with the runway designations.
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8.6.3.1 Signs must be located to provide adequate clearance to passing aircraft. The depth and width of the signboard is dependent on the location of the sign, the size of the characters and the length of message conveyed.
8.6.3.2 Where MAGS are provided only on one side of the taxiway, they must be located on the pilots’ left side unless this is impracticable. Where MAGS are to be read from both directions, they must be oriented so as to be at right angles to the taxi guideline. Where MAGS are to be read in one direction only, they must be oriented so as to be at 75 degrees to the taxi guideline.
8.6.4.1 Sign size and location distances must be in accordance with Table 8.6-1.
Table 8.6-1
Sign Height (mm) | Perpendicular distance from defined taxiway pavement edge to near side of sign | Perpendicular distance from defined runway pavement edge to near side of sign | ||||
Code Number | Type | Legend | Face (min) | Installed (max) | ||
1 or 2a | I | 200 | 400 | 700 | 5-11 m | 3-10 m |
1 or 2 | M | 300 | 600 | 900 | 5-11 m | 3-10 m |
3 or 4a | I | 300 | 600 | 900 | 11-21 m | 8-15 m |
3 or 4 | M | 400 | 800 | 1100 | 11-21 m | 8-15 m |
a For runway exit signs, use the mandatory size. I Information signs.
M Mandatory instruction signs.
8.6.4.2 The stroke width of letters and arrows must be:
Legend height | Stroke width |
200 mm | 32 mm |
300 mm | 48 mm |
400 mm | 64 mm |
8.6.4.3 The form and proportion of the letters, numbers and symbols used on movement area guidance signs must be in accordance with Figure 8.6-1 to Figure 8.6-7. The grid spacing used in the following illustrations is 0.20 m.
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Figure 8.6-1: Form and proportion of letters, numbers and symbols used on Movement Area Guidance Signs
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Figure 8.6-2: Form and proportion of letters, numbers and symbols used on Movement Area Guidance Signs
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Figure 8.6-3: Form and proportion of letters, numbers and symbols used on Movement Area Guidance Signs
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Figure 8.6-4: Form and proportion of letters, numbers and symbols used on Movement Area Guidance Signs
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Figure 8.6-5: Form and proportion of letters, numbers and symbols used on Movement Area Guidance Signs
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Figure 8.6-6: Form and proportion of letters, numbers and symbols used on Movement Area Guidance Signs
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Figure 8.6-7: Form and proportion of letters, numbers and symbols used on Movement Area Guidance Signs
8.6.4.4 The face width of a sign must provide on either side of the legend a minimum width equal to half the height of the legend. In the case of a single letter sign, this width must be increased to the height of the legend. In all cases, the face width of a mandatory instruction sign provided on one side of a taxiway only, must not be less than:
(a) 1.94 m where the code number is 3 or 4; and
(b) 1.46 m where the code number is 1or 2.
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8.6.5.1 MAGS must be lightweight and frangibly mounted. They must be constructed so as to withstand a wind velocity of up to 60 m/sec without sustaining damage. Mountings must be constructed so as to fail, for frangibility requirements, under a static load not exceeding 8 kPa distributed over the sign face.
8.6.6.1 All MAGS, except those where internal illumination is provided, must be made of retro-reflective class one material. Illumination must be provided to all mandatory instruction signs and information signs meant for use by code 4 aircraft. Illumination is optional for information signs intended to serve Code 1, 2 or 3 aircraft; however, if the location of a sign is such that the retro-reflectiveness is ineffective, illumination must be provided. Both external or internal illumination is acceptable, but care must be taken, to prevent dazzle.
8.6.6.2 The average sign luminance must be as follows:
(a) where operations are conducted in runway visual range of less than 800 m, the average sign luminance must be at least:
Red | 30 cd/m2 |
Yellow | 150 cd/m2 |
White | 300 cd/m2 |
(b) where operations are conducted at night, in runway visual range of 800 m or greater, average sign luminance must be at least:
Red | 10 cd/m2 |
Yellow | 50 cd/m2 |
White | 100 cd/m2 |
8.6.6.3 The luminous ratio between red and white elements of a mandatory sign must not be less than 1:5 and not greater than 1:10.
8.6.6.4 The average luminance of the sign must be calculated in accordance with ICAO Annex 14, Volume 1, Appendix 4, Figure 4.1. This procedure is set out in Section 8.7.
8.6.6.5 In order to achieve uniformity of signal, luminance values must not exceed a ratio of 1.5:1 between adjacent grid points. Where the grid spacing is 7.5 cm, the ratio between luminance values of adjacent grid points must not exceed a ratio of 1.25:1. The ratio between the maximum and minimum luminance value over the whole sign face must not exceed 5:1.
8.6.6.6 At an aerodrome where land and hold short operations (LAHSO) are conducted, the signs specifically provided for LAHSO such as runway/runway intersection signs and distance-to-go signs must be electrically connected such that they will be illuminated when the lighting of the runway on which LAHSO are conducted is switched on.
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8.6.6.7 Runway exit signs that are required for LAHSO must be illuminated where LAHSO are conducted at night.
8.6.6.8 Signs must have colours red, white, yellow and black, that comply with the relevant recommendations in ICAO Annex 14, Volume 1, Appendix 1, for externally illuminated signs, retro-reflective signs and transilluminated signs, as appropriate.
8.6.7.1 MAGS with mandatory instructions include runway designation signs, category I, II or III holding position signs, runway-holding position signs, Aircraft NO ENTRY signs, vehicular STOP signs and runway/runway intersection signs.
8.6.8.1 A runway designation sign, as illustrated in Figure 8.6-8, must be provided at a runway/taxiway intersection, where a pattern ‘A’ runway holding position marking is provided. Only the designation for one end of the runway must be shown where the taxiway intersection is located at or near that end of the runway. Designations for both ends of the runway, properly orientated with respect to the viewing position of the sign, must be shown where the taxiway is located elsewhere.
8.6.8.2 A taxiway location sign must be provided alongside the runway designation sign, in the outboard (farthest from the taxiway) position.
8.6.8.3 A runway designation sign must be provided at least on the left side of a taxiway facing the direction of approach to the runway. Where practicable, a runway designation sign is to be provided on each side of the taxiway.
Figure 8.6-8: Runway designation signs with taxiway location sign
8.6.9.1 Where a pattern ‘B’ taxi-holding position marking is provided, the sign, as shown below, must be provided on each side of the taxiway.
Figure 8.6-9: Category I runway-holding position sign
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8.6.10.1 Runway-holding position signs must be provided at a taxiway location other than an intersection where the air traffic control has a requirement for aircraft to stop, such as entry to an ILS sensitive area. The sign is a taxiway designation sign, but with white lettering on a red background.
Figure 8.6-10: Mandatory runway-holding position sign
8.6.11.1 A NO ENTRY sign, consisting of a white circle with a horizontal bar in the middle, on a red background, must be provided at the entrance of an area to which entry is prohibited. Where practicable, a NO ENTRY sign must be located on each side of the taxiway.
Red
White
Figure 8.6-11: Aircraft NO ENTRY sign
8.6.12.1 Where required, vehicular ‘STOP’ signs can be provided at road/taxiway intersections, road holding positions, or entrance to ILS sensitive areas. This sign should be the same as a local road traffic sign. In addition, the vehicular holding position should be marked in accordance with local traffic pavement marking. See also Section 6.4 for provision and location of a road-holding position.
8.6.13.1 These are runway designation signs, which must be provided on each side of the runway used in LAHSO, to identify the intersecting runway ahead. The sign must show the designation of the intersecting runway, oriented with respect to the viewing position of the sign, and separated by a dash. For example, ‘15-33’ indicates the runway threshold ‘15’ is to the left, and ‘33’ is to the right. Signs are to be located at the Hold Short Line which must be at least 75 m from the centreline of the intersecting runway.
8.6.13.2 The overall height of the sign above the ground, and offset from the edge of the runway pavement, must be such as to provide at least 300 mm clearance between the top of the sign and any part of the most critical aircraft using the runway when the outer edge of the wheel of the aircraft is at the runway pavement edge.
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8.6.14.1 MAGS with information include taxiway location signs, direction signs, destination signs, take-off run available signs, runway exit signs, distance to go signs, and, where required, LAHSO distance to go signs.
8.6.15.1 A location sign is normally provided in conjunction with a direction sign or a runway designation sign.
Black Yellow
Figure 8.6-12: Taxiway location sign
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8.6.16.1 Each taxiway direction must be indicated by an arrow, as shown below. The sign must have black letters with yellow background. A direction sign must be complemented by a location sign, except where the taxiway designation is adequately displayed by previous location signs along the taxiway.
Black
Figure 8.6-13: Direction/location/direction sign
8.6.16.2 At a taxiway/taxiway intersection, information signs must be located prior to the intersection and in line with the taxiway intersection marking.
8.6.17.1 Destination signs must have black letters on yellow background, as shown below. They advise pilots of facilities on, or near, the movement area. This sign must not be co-located with a location or direction sign.
Yellow Black
Figure 8.6-14: Destination sign
8.6.17.2 Examples of common sign text used for destination signs are set out below:
Sign text | Meaning |
RAMP or APRON | General parking, servicing and loading area. |
PARK or PARKING | Aircraft parking area |
CIVIL | Civilian areas of joint-use aerodromes |
MIL | Military area of a joint-use aerodrome. |
CARGO | Freight or cargo handling area. |
INTL | International areas |
DOM | Domestic areas |
RUNUP | Run-up areas |
AC | Altimeter check point |
VOR | VOR check point |
FUEL | Fuel or service area |
HGR | Hangar or hangar area |
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8.6.18.1 The take-off run available sign indicates to pilots the length of take-off run available from a particular taxiway, where intersection departures are available. This sign is provided to allow pilots to have final reassurance that they are at the correct take-off location:
(a) where the take-off point is close to the start of a runway, the sign is to show the designation of the take-off runway, and the take-off run available in metres, as shown in Figure 8.6-15.
(b) where the take-off point is not close to the start of the runway, the sign is to show the take-off run available in metres, plus an arrow, appropriately located and orientated, indicating the direction in which that take-off run is available, as shown in Figure 8.6-16.
(c) where intersection departures are available in both directions from the position, two signs, one for each direction of take-off, are required.
(d) the take-off run available signs are to be located abeam the runway- holding position on the entry taxiway. Where one take-off run available sign is provided, it is to be located on the left hand side of the taxiway. Where take-off is available in both directions, the two signs are to be located one on each side of the taxiway, corresponding to the direction of take-off. Take-off run available signs must not obscure a pilot’s view of any mandatory instruction signs.
Yellow Black
Yellow
Black
Figure 8.6-15: Take off run available sign Figure 8.6-16 Take-off run available sign
8.6.19.1 Runway exit signs, as shown below, advise pilots of the designation and direction of a taxiway from which they can exit. Must be provided for a runway used in LAHSO, except when used only by Performance Category A aircraft, as defined in the AIP. For this purpose, Non-jet aircraft below
5,700 kg may be regarded as Category A aircraft.
8.6.19.2 The sign must consist of black lettering on a yellow background, with a black arrow outboard of the taxiway designator, or to the right of the designator for exits to the right, and to the left for exits to the left.
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8.6.19.3 The runway exit sign must be located on the same side of the exit taxiway, 60 m prior to the exit junction where the runway code number is 3 or 4 and 30 m where the runway code number is 1 or 2.
Yellow Black
Figure 8.6-17: Runway exit sign
8.6.20.1 LAHSO distance to go signs may be required at a runway where a pilot engaged in LAHSO cannot readily see the hold short line due to runway geometry. Where needed, the distance to go signs must be provided on the left-hand side of the runway as seen by the landing pilot, in increments of 300 m from the hold short line. Three signs with inscriptions of 300, 600 and 900 must be provided. Below the numerals, the designation of the intersecting runway must be displayed in smaller characters, as shown below.
8.6.20.2 The sign must consist of black letters and numbers, on a yellow background. The height of the distance inscription must be 600 mm and the runway designation 200 mm.
Yellow Black
Figure 8.6-18: Distance-to-go sign
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8.7.1.1 CASR Part 139 requires the aerodrome operator to install and maintain at least one wind direction indicator at the aerodrome. CASA may issue directions requiring additional wind direction indicators to be provided.
8.7.1.2 If a straight-in landing off an instrument approach is permitted at any runway, Part 139, subject to Paragraph 8.7.1.3, requires a wind direction indicator be provided at the threshold of that runway.
8.7.1.3 Paragraph 8.7.1.2 does not apply to a runway if surface wind information is passed to the pilots of aircraft approaching the runway through:
(a) an automatic weather observing system that:
(i) is compatible with the Bureau of Meteorology weather observing system, and
(ii) provides surface wind information through an aerodrome weather information broadcast, or
(b) an approved observer having a communication link with pilots through which timely information about surface wind may be clearly passed to them; or
(c) any other approved means of providing surface wind information.
8.7.1.4 A wind direction indicator must be located so as to be visible from aircraft that are in flight or aircraft that are on the movement area.
8.7.1.5 A wind direction indicator must be located so as to be free from the effects of air disturbance caused by buildings or other structures.
8.7.1.6 A wind direction indicator provided at the threshold of a runway must be located:
(a) except if it is not practicable to do so, on the left hand side of the runway as seen from a landing aircraft; and
(b) outside the runway strip; and
(c) clear of the transitional obstacle limitation surface.
8.7.1.7 If practicable to do so, a wind direction indicator provided at the threshold of a runway must be located 100 metres upwind of the threshold.
8.7.2.1 A wind direction indicator must consist of a tapering fabric sleeve attached to a pole at its wide end 6.5 m above the ground.
8.7.2.2 The sleeve must be 3.65 m long and taper from 900 millimetres in diameter to 250 millimetres in diameter.
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8.7.2.3 The wide end must be mounted on a rigid frame to keep the end of the sleeve open and attached to the pole so as to allow it to move around freely.
8.7.2.4 The fabric of the primary wind direction indicator must be white and that of any additional wind direction indicator must be:
(a) yellow; if it is not intended to be illuminated at night; or
(b) if it is intended to be illuminated at night; either white, or another colour that is clearly visible when illuminated.
Note: Natural or synthetic fibres having weight range of at least 270 to 275 g/m2 have been used effectively as wind indicator sleeve material.
8.7.2.5 The primary wind direction indicator must be located in the centre of a circle 15 m in diameter, coloured black and bordered:
(a) by a white perimeter 1.2 m wide; or
(b) by a ring of 15 equally spaced white markers each with a base not less than 0.75 m in diameter.
Figure 8.7-1: Wind Direction Indicator
8.7.2.6 For the illumination of wind direction indicators see Chapter 9.
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8.8.1.1 A signal area must be:
(a) 9 metres in diameter;
(b) black,
(c) bordered by:
(i) a white border 1 metre wide; or
(ii) 6 equally spaced white markers, each with a base not less than
0.75 m in diameter; and
(d) not more than 15 m from the wind direction indicator, or, if applicable, the primary wind direction indicator. The primary wind direction indicator is located closest to the apron of the aerodrome.
Figure 8.8-1: Signal Area
8.8.2.1 A ‘total unserviceability’ signal must be displayed in a signal area when an aerodrome is closed to landing aircraft.
8.8.2.2 A ‘total unserviceability’ signal must consist of 2 white strips not less than
0.9 m wide and 6 m long, bisecting each other at right angles.
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8.8.2.3 A ‘restricted operations’ signal must be displayed in the signal area at an aerodrome with more than one type of surface on its movement area, if aircraft are only to use:
(a) the sealed runways, taxiways and aprons; or
(b) the gravel runways; where there are no sealed runways, taxiways and aprons.
8.8.2.4 For the purposes of Paragraph 8.8.2.3:
(a) a sealed runway, taxiway or apron is one whose surface is wholly or mainly sealed; and
(b) a gravel runway, taxiway or apron is one whose surface is wholly or mainly gravel.
(c) the ‘restricted operations’ signal must consist of 2 white circles 1.5 m in diameter, connected by a white cross bar 1.5 m long and 0.4 m wide.
(d) a ‘glider operations’ signal, must consist of a white strip 5 m long and
0.4 m wide crossed at right angles by 2 strips 0.4 m wide and 2.5 m long, each being 1.05 m from the closest end of the horizontal strip, as shown below.
Figure 8.8-2: Total unserviceability signal
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Figure 8.8-3: Restricted operations signal
Figure 8.8-4: Glider operations signal
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8.9.1.1 This section identifies the markings used on unserviceable areas of runways, taxiways, aprons and holding bays and markers used to mark the boundary of unserviceable areas and limit of work areas.
8.9.2.1 An unserviceability marking or closed marking must be used to indicate any part of a runway, which is not to be used by aircraft. The marking must comprise a white cross placed on the unserviceable portion of the runway.
8.9.2.2 An unserviceability marking may also be used to indicate any part of a taxiway or apron, which is not to be used by aircraft. The preferred way of marking an unserviceable part of taxiway or apron, is by the placement of unserviceable markers at the entrance to that area or around the unserviceable area.
8.9.2.3 There are two types of unserviceability markings, shown in Figure 8.9-1 and Figure 8.9-2. Where feasible, the larger marking is the preferred marking for a runway.
8.9.2.4 Unserviceability marking is not required for time-limited works.
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Figure 8.9-1: Unserviceability (closed runway) marking
Figure 8.9-2: Unserviceability marking
8.9.2.5 The larger marking must be used on Code 4 runways when the whole or part of the runway is permanently closed or closed to aircraft operations, for more than 30 days. Markings must be displayed at each end of the unserviceable runway, and also in the intermediate area, at intervals of not more than
300 m.
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8.9.2.6 The larger making should be used at an aerodrome with multiple and parallel Code 3 runways, when one or more runways, or part of a runway is closed for more than 30 days. Where provided, the markings must be displayed in accordance with Paragraph 8.9.2.5.
8.9.2.7 In other cases of runway unserviceability, if markings in accordance with the larger configuration are not used, then the smaller marking must be used. The smaller markings must be displayed at each end of the unserviceability and in the intermediate area at intervals of not more than 200 m.
8.9.3.1 Unserviceability markers are shown in Figure 8.2-1. They must consist of a white standard cone with a horizontal red stripe, 25 cm wide around its centre, half way up the cone, so as to provide three bands of colour, white- red-white.
8.9.3.2 Unserviceability markers must be displayed wherever any portion of a taxiway, apron or holding bay is unfit for the movement of aircraft but is still possible for aircraft to bypass the area safely.
8.9.4.1 Works limit markers, shown in Figure 8.2-1, where used, must be spaced at intervals marginally less than the smallest track of the plant or vehicles operating within the work area.
8.9.4.2 Other forms of work limit markers may be used for works on apron and other areas provided they are not a hazard to aircraft and other airside vehicles operating in the vicinity of the works area.
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8.10.1.1 Fixed objects, temporary and permanent, which extend above the obstacle limitation surfaces but are permitted to remain; or objects which are present on the movement area, are regarded as obstacles, and must be marked. The aerodrome operator must submit details of such obstacles to CASA, for hazard assessment and particular requirements for marking and lighting. This information must be included in the Aerodrome Manual.
8.10.1.2 CASA may permit obstacles to remain unmarked;
(a) when obstacles are sufficiently conspicuous by their shape, size or colour;
(b) when obstacles are shielded by other obstacles already marked; or
(c) when obstacles are lighted by high intensity obstacle lights by day.
8.10.2.1 A structure must be marked when more than 150 m higher than the surrounding terrain. Surrounding terrain means the area within 400 m of the structure. Structures above 90 m may need to be marked, and inconspicuous structures 75 m above ground level should also be marked. Fixed objects on the aerodrome movement area, such as ILS buildings, must be marked as obstacles.
8.10.2.2 Obstacles other than wires and cables, must be painted in a pattern of contrasting colours which also contrast with the background, as agreed and set out in the Aerodrome Manual. Orange and white or red and white are normally used.
8.10.2.3 Obstacles with unbroken surfaces more than 4.5 m by 4.5 m size, must be painted in a chequered pattern of lighter and darker squares or rectangles, with sides no less than 1.5 m and no more than 3 m long, as shown in Figure 8.10-1. The corners of the obstacle must be painted in the darker colour.
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S = 1.5m to 3m
S
Figure 8.10-1: Marking of square face obstacle
8.10.2.4 Obstacles more than 1.5 m size in one direction and less than 4.5 m in the other, or any lattice obstacle greater than 1.5 m in size in both directions, must be marked with alternating contrasting bands of colour, with the ends painted in the darker colour, as shown in Figure 8.10-2. The bands must be perpendicular to the longest dimension and have a width approximately 1/7 of the longest dimension or 30 m, whichever is less.
S = 1.5m to 3m
Figure 8.10-2: Marking of squat or tall face objects
8.10.2.5 Obstacles with any dimension less than 1.5 m, except for masts, poles and towers described in Paragraph 8.10.2.6, must be painted in a solid contrasting colour.
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8.10.2.6 Masts, poles and towers must be marked in contrasting bands with the darker colour at the top, as shown in Figure 8.10-3. The bands must be perpendicular to the longest dimension and have a width approximately 1/7 of the longest dimension or 30 m, whichever is less.
Radio Tower
Figure 8.10-3: Marking of mast, pole and tower
8.10.2.7 Fence posts which are determined to be obstacles, must be painted in a single conspicuous colour, normally white.
8.10.2.8 Wires or cable obstacles must be marked using three-dimensional coloured objects such as spheres and pyramids, etc; of a size equivalent to a cube with 600 mm sides, spaced 30 m apart.
8.10.3.1 Temporary and transient obstacles may be required by CASA to be marked. Fixed temporary obstacles should be marked as described above for permanent obstacles. Where this is not practicable, CASA accepts the use of unserviceability cone markers and/or flags to delineate the shape and size of the obstacle so that it is clearly visible from any line of approach likely to be used by an aircraft.
8.10.3.2 Flags used for marking fixed temporary obstacles must be not less than
0.6 m square. They must be either orange or orange and white, split diagonally. Where orange merges with the background, another conspicuous colour must be used.
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8.10.4.1 A vehicle used regularly on the movement area by day should be painted yellow or orange. Where so painted, it does not require additional marking.
8.10.4.2 Vehicles not painted yellow or orange must be marked, either by using a flashing dome light on top of the vehicle, in accordance with
Paragraph 9.19.1, or by flags.
8.10.4.3 Flags must be not less than 0.9 m square and consist of an orange and white chequered pattern, each square of which must have sides not less than 0.3 m. Where orange merges with the background, another colour that contrasts with the background must be used.
8.10.4.4 For marking of rescue and fire fighting service vehicles, see MOS 139, Subpart H, Chapter 4.
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8.11.1.1 At aerodromes used by both helicopters and fixed wing aircraft, specific markings must be provided on facilities for the exclusive use of helicopters.
8.11.2.1 Where a specific area other than the runway, is provided for the landing and lift-off of helicopters, the area must be marked by a circle, painted white, with an inside radius of 6 m and a line width of 1 m. A white ‘H’ marking must be provided, located centrally within the circle, aligned with the orientation of the helicopter landing direction. The dimensions of the H marking must be 6 m high and 3 m wide, with a line width of 1 m.
Figure 8.11-1: Helicopter landing and lift-off marking
8.11.3.1 Helicopter apron markings comprise taxi guidelines, lead-in lines and helicopter parking position markings. Markings for taxi guidelines and lead-in lines to dedicated helicopter parking positions must be the same as for fixed wing aircraft.
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8.11.4.1 Where a dedicated helicopter parking position is provided on a sealed, concrete or asphalt apron, it must be marked with the letter ‘H’, painted yellow, 4 m high, 2 m wide with line width 0.7 m. The marking must conform to the shape and proportions shown in Figure 8.11-2.
8.11.4.2 The letter H must be located centrally in the parking position and aligned with the desired orientation of the helicopter when parked. This marking also serves as the parking position designator.
Figure 8.11-2: Helicopter parking position marking
8.11.5.1 Designation must be provided where a taxi guideline leads to a parking position which is restricted to helicopters only. Where an apron contains both fixed wing and dedicated helicopter parking positions, taxi guidelines leading to dedicated helicopter parking positions must be marked with a 2 m high, yellow designator ‘H’, at their divergence from the aircraft taxi guideline, as shown in Figure 8.11-3.
8.11.5.2 These designations must be located and oriented in such a way that they can be seen by the critical aircraft 15 m away on the taxi guideline.
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Figure 8.11-3: Helicopter taxi guideline designator
8.11.6.1 Parking position numbers must be provided when there is more than one helicopter parking position on an apron. All parking positions must be numbered above, and below the helicopter parking position marking. Numbers must be 2 m high, painted yellow, as illustrated in Figure 8.11-4.
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Figure 8.11-4: Helicopter parking position number
8.11.7.1 Apron edge markings must be provided when it is necessary to clearly define areas allocated specifically for helicopter parking.
8.11.7.2 On sealed, concrete or asphalt aprons, the edge marking must consist of two continuous lines 0.15 m wide, 0.15 m apart, painted light blue. Additionally, the words ‘HELICOPTER ONLY’ must be painted in yellow, along the edge marking, outside the helicopter apron, and legible to pilots of approaching aircraft. The letters must be 0.5 m high, located 0.15 m from the helicopter apron edge marking. These words must be spaced at intervals not exceeding 50 m, along the helicopter apron edge marking, as shown below.
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Figure 8.11-5: Helicopter apron edge markings
8.11.7.3 On gravel or natural surfaces, the apron must be marked using light blue cones; spaced at a minimum of 30 m, and a maximum of 60 m apart.
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8.12.1.1 When gliding operations are being conducted at an aerodrome, a signal consisting of a double white cross must be displayed in the signal circle. Details of the signal are illustrated in Figure 8.12-4, below.
8.12.1.2 Where the glider runway strip is located wholly or partly within an existing runway strip for powered aircraft, the width of the glider runway strip must be fixed on the one side by the edge of the runway for powered aircraft, and on the other by the existing runway strip markers adjusted as necessary, as shown below in Figure 8.12-1 and Figure 8.12-2.
8.12.1.3 Where a glider runway strip is located outside an existing runway strip for powered aircraft, the glider runway strip must be marked with boundary markers of a conspicuous colour other than white, as shown in Figure 8.12-3.
8.12.1.4 Where an end of a glider runway strip is not alongside the end of an existing runway strip for powered aircraft, an additional white double cross on a black background must be displayed 20 m in front of the glider strip end markers, as shown in Figure 8.12-2 and Figure 8.12-3.
Figure 8.12-1: Glider runway strip taking up the full length of powered aircraft runway strip (no signal required)
Figure 8.12-2: Glider runway strip taking part of the powered aircraft runway strip
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Figure 8.12-3: Glider runway strip outside an existing powered aircraft runway strip
Figure 8.12-4: Detail of glider operations signal
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9.1.1.1 Existing installed lighting systems must be operated and maintained in accordance with existing procedures. The standards in this Chapter do not apply to an existing lighting facility until:
(a) the light fittings of a lighting system are being replaced with fittings of a different type. A lighting system in this case has the following meaning: lights on a section of taxiway (not all taxiways), lights on a threshold (not all thresholds) etc.
(b) the facility is upgraded;
(c) there is a change in the category of either:
(i) aerodrome layout; or
(ii) aerodrome traffic density; or
(d) in exceptional circumstances, CASA determines that in the interest of safety, a lighting facility has to meet the standards of this Chapter.
9.1.1.2 For aerodrome lighting purposes, words used in this Chapter have the following meaning:
(a) Aerodrome layout. This means the number of runways, taxiways and aprons at an aerodrome provided with lighting, and is divided into the following categories:
(i) Basic – an aerodrome with one runway, with one taxiway to one apron area;
(ii) Simple – an aerodrome with one runway, having more than one taxiway to one or more apron areas;
(iii) Complex – an aerodrome with more than one runway, having many taxiways to one or more apron areas.
(b) Aerodrome traffic density. This means the number of aircraft movements in the mean busy hour, and is divided into the following categories:
(i) Light – not greater than 15 movements per runway or typically less than 20 total aerodrome movements;
(ii) Medium – 16 to 25 movements per runway or typically between 20 to 35 total aerodrome movements;
(iii) Heavy – 26 or more movements per runway or typically more than 35 aerodrome movements.
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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.
2: Either a take-off or a landing constitutes a movement.
(c) Upgrade of a facility. A facility is deemed to be upgraded if the improvement of the facility allows it to:
(i) accommodate aeroplanes from a higher reference code, such as from code 2 to code 3 runway or code 3 to code 4;
(ii) be used by aeroplanes flying under different approach conditions, such as:
(A) from non-instrument to non-precision instrument;
(B) from non-precision instrument to precision instrument;
(C) from precision category I to category II or III.
(d) Practicable. This term is used to allow CASA acceptance of variation to a standard due to insurmountable difficulties in the way of full compliance. If an aerodrome operator believes that compliance with a standard is impracticable, the onus rests with that operator to demonstrate the impracticability to the satisfaction of the relevant CASA office.
9.1.2.1 It is important for pilot recognition and interpretation of aerodrome lighting systems, that standard configurations and colours be used. The pilot always views the aerodrome lighting systems in perspective, never in plan, and has to interpret the guidance provided, while travelling at high speed, often with only a limited segment of the lighting visible. As time will be limited to see and react to visual aids, particularly in the lower visibilities, simplicity of pattern, in addition to standardisation, is extremely important.
9.1.2.2 Pilot visual workload is best moderated by standardisation, balance and integrity of elements. A ragged system with many missing lights can break the pattern from the pilot’s eye position, restricted as that position is by cockpit cut-off angles and possibly by patchy fog or other conditions.
9.1.2.3 For some aerodrome lighting systems, historic usage in various countries has resulted in more than one system being endorsed by ICAO. In these circumstances, CASA may have endorsed some, but not all, ICAO systems for use in Australia.
9.1.2.4 Those systems not included in the MOS are not endorsed by CASA for use in Australia. Australian pilot training gives pilots familiarity with Australian standard systems, but not with those systems that are not Australian standard. It is important that aerodrome owners do not introduce non- endorsed or non-standard aerodrome lighting systems.
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9.1.2.5 If the aerodrome owner has any doubts about a new system for their aerodrome, they are to check with CASA before proceeding.
9.1.3.1 An existing or proposed non-aeronautical ground light in the vicinity of an aerodrome, which, by reason of its intensity, configuration or colour, might endanger the safety of aircraft, must be notified to the relevant CASA office for a safety assessment. In general, vicinity of the aerodrome can be taken as within a 6 km radius of the aerodrome. Within this 6 km area, the following specific areas are the most likely to cause problems to aircraft operations:
(a) for a code 4 instrument runway – within a rectangular area the length of which extends at least 4500 m before each threshold and the width of which is at least 750 m either side of the extended runway centreline;
(b) for a code 2 or 3 instrument runway, within an area with the same width as (a) with the length extending to at least 3000 m from the threshold;
(c) for other cases, within the approach area.
Note: 1: Aerodrome operators should liaise with local electricity and planning authorities, so that they can be alerted of lighting proposals in the vicinity of their aerodromes.
2: Section 9.21 provides advice to lighting designers when planning lighting installations in the vicinity of an aerodrome.
9.1.4.1 At an aerodrome opened for night operations, at least the following facilities must be provided with appropriate lighting:
(a) runways, taxiways and aprons intended for night use;
(b) at least one wind direction indicator;
(c) if an obstacle within the applicable OLS area of the aerodrome is determined by CASA as requiring obstacle lighting, the obstacle lighting.
Note: In the case of taxiways used only by aeroplanes of code A or B, taxiway reflective markers may be used in lieu of some taxiway lighting.
9.1.4.2 Where any approach end of a runway is intended to serve jet-propelled aeroplanes engaged in air transport operations, that approach end must be provided with an approved visual approach slope indicator system, in accordance with Paragraph 9.9.1. Additionally CASA may direct a runway to
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be provided with a visual approach slope indicator system if the circumstances surrounding the aerodrome require such an aid for aircraft safety purposes.
9.1.4.3 To avoid confusion at an aerodrome with more than one visual approach slope indicator system, the same type of approach slope indicator system must be used, in accordance with Paragraph 9.9.1.7.
9.1.4.4 A runway intended to serve Category I, II or III precision approach operations must be provided with an approach lighting system, where physically practicable, in accordance with the standards set out in this Chapter.
9.1.4.5 Movement area guidance signs intended for use at night must be illuminated in accordance with the standards set out in Chapter 8.
9.1.4.6 In certain circumstances additional lighting systems may be required at some aerodromes. For example, aerodrome beacons, visual docking guidance systems and runway threshold identification lights. Where provided, they shall be in compliance with the standards set out in this Chapter.
9.1.5.1 Unless it is impracticable to do so, except for Paragraph 9.1.5.3 below, an aerodrome lighting system must be an electrically connected installation, with the primary source of electric power supplied by the local electricity supply authority.
9.1.5.2 Where the power supply of an aerodrome lighting system has to be derived from a source other than the normal reticulated electricity supply, a note to that effect shall be included in ERSA.
9.1.5.3 If, at an aerodrome intended for use by aircraft with less than 10 passenger seats engaged in air transport operations, power supply cannot be supplied by normal reticulated electricity, the supply may be derived from stand-alone generators or solar charged batteries.
9.1.6.1 Where they are electrically connected, aerodrome ground lighting, which includes runway, taxiway, approach and visual approach slope indicator and MAGS lighting circuits, must be by means of the series current system.
Note: Inter-leaf circuitry is recommended for aerodromes intended for precision approach operations. Guidance on this may be found in ICAO Aerodrome Design Manual Part 5.
9.1.6.2 Feeder cables and series isolating transformers must be installed below ground, being:
(a) directly buried; or
(b) in pits, ducts or similar receptacles.
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Note: Section 9.22 provides information on the use of unarmoured cables on an aerodrome.
9.1.6.3 Other electrical equipment and wiring, except for a light or light fitting, must not be installed above ground level in the manoeuvring area.
9.1.7.1 Secondary power supply means electricity power supply which is connected to the load automatically on the failure of the primary power source. This may be derived 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) generators, batteries etc. from which electric power can be obtained.
9.1.7.2 Secondary power must be provided to at least one runway at an aerodrome intended for Cat I precision approach operations, which would allow the operation of the following lighting systems:
(a) approach lighting;
(b) visual approach slope indicator;
(c) runway edge;
(d) runway threshold;
(e) runway end;
(f) essential taxiway and runway guard lights;
(g) apron; and
(h) obstacles, if any, lighting of which has been determined by CASA as essential for the safety of aircraft operations.
Note: Not applicable in general to off-aerodrome obstacle lighting, the status of lighting availability of which is subject to aerodrome operator monitor.
9.1.7.3 In addition to Paragraph 9.1.7.2 above, for an aerodrome intended for Cat II and III precision approach operations, the secondary power must be adequate for the lighting of the following:
(a) runway centreline lights;
(b) touchdown zone lights; and
(c) all stop bars.
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9.1.8.1 The time interval between failure of the normal source of power and the complete restoration of the service following switch-over to secondary power is not to exceed, for:
(a) Precision Approach Cat I visual aids – 15 seconds.
(b) Precision Approach Cat II and III visual aids;
(i) essential obstacle lights - 15 seconds.
(ii) essential taxiway lights - 15 seconds.
(iii) all other visual aids - 1 second.
(c) Runways meant for take-off in RVR conditions less than a value of 800 m;
(i) essential obstacle lights - 15 seconds.
(ii) essential taxiway lights - 15 seconds.
(iii) runway edge lights, where runway center line lights are provided - 15 seconds.
(iv) runway edge lights, where runway center line lights are not provided - 1 second.
(v) runway end lights - 1 second.
(vi) runway center line lights - 1 second.
(vii) all stop bars - 1 second.
Note: Operational credit is given to a runway lighting system notified in ERSA as provided with standby power or portable lighting. This is because when a flight is planned to land at night at an aerodrome with electric runway lighting, provision must be made for flight to an alternate aerodrome unless the destination aerodrome has standby power, or portable runway lights are available and arrangements have been made for a responsible person to be in attendance.
9.1.9.1 For lighting to be notified in ERSA as provided with standby power, the standby power supply may be either secondary power or standby generators which are manually activated.
9.1.9.2 Where the activation of the standby power is not automatic, procedures must be established to facilitate the introduction of standby power as soon as possible when the need arises.
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Note: 1. For non-automatic activation the actual time required for activation of standby power should be notated in ERSA.
2. The procedures should allow standby power to be provided within 15 minutes of demand. Aircraft fuel management is the pilot’s responsibility. CASA guidelines on fuel management are contained in CAAP 234-1(0). For aircraft operating at night with no alternate aerodrome, the recommended fuel reserves are; 45 minutes for propeller driven aeroplanes and 30 minutes for jet aeroplanes.
9.1.10.1 Portable lights may comprise liquid fuel-burning flares or lamps, or battery powered electric lights.
9.1.10.2 When an aerodrome is notified in ERSA as provided with portable lighting, the portable lights must be kept in a state of readiness and serviceable condition with clean glasses, and appropriate persons must be trained such that the lights can be deployed and put into operation without delay, when the need arises.
Note: Due to the time required to deploy portable lights, the ERSA entry should include a notation that prior notice is required.
9.1.10.3 The portable lights must be placed at the same spacing as installed lights.
Note: To allow speedy deployment, the locations of the portable lights should be clearly marked, and the surface appropriately treated and maintained.
9.1.10.4 When required, they must be lit or switched on at least 30 minutes before the estimated time of arrival.
Note: The portable lights should be so deployed such that an aircraft can land into the wind.
9.1.10.5 For aircraft departing, the portable lights must be lit or switched on at least 10 minutes before the time of departure and to be retained for at least 30 minutes after take off, or if air-ground communications do not exist, for at least one hour after take-off, in case the aeroplane needs to return to the aerodrome.
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9.1.11.1 All aerodrome light fixtures and supporting structures must be of minimum weight while being fit for the function, and frangible.
Note: ICAO Aerodrome Design Manual Part 4 provides guidelines on frangibility for visual aids.
9.1.11.2 Supporting structures for approach lights also need to be of minimum weight and frangible, except that, in that portion of the approach lighting system beyond 300 m from the runway threshold:
(a) where the height of a supporting structure exceeds 12 m, the frangibility requirement need apply to the top 12 m only; and
(b) where a supporting structure is surrounded by non-frangible objects, only that part of the structure that extends above the surrounding objects need be frangible.
9.1.11.3 Where an approach light fixture or supporting structure is not in itself sufficiently conspicuous, it is to be suitably marked.
9.1.12.1 Elevated lights must be frangible and sufficiently low to preserve clearance for propellers and the engine pods of jet aircraft. In general, they should not be more than 360 mm above the ground.
9.1.12.2 Elevated lights, in general, are preferable to inset lights, because they provide a larger aperture from which light signals can be seen. Elevated lights must be used in all cases except:
(a) where the use of inset lights is specified in this Chapter, or
(b) where it is not practicable to use elevated lights.
Note: Elevated lights are not practicable on pavements where aircraft or vehicles travel or in areas subject to significant jet blast.
9.1.12.3 Inset lights, also known as in-pavement lights, must not:
(a) be constructed with sharp edges;
(b) project more than 25 mm above the surrounding surface at locations where the lights will not normally come into contact with aircraft wheels, such as threshold lights, runway end lights and runway edge lights;
(c) project more than 13 mm above the surrounding surface at locations which will normally come into contact with aircraft wheels, such as runway centreline lights, touch down zone lights and taxiway centreline lights.
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9.1.12.4 The maximum surface temperature attained by an inset light must not exceed 160°C over a period of 10 minutes, if operating at maximum intensity while covered by an aircraft wheel.
9.1.12.5 The standard colour of the casings of elevated light units is yellow.
9.1.13.1 The colour of the light shown must be in accordance with the applicable standard specified in Section 9.2.
9.1.13.2 To ensure uniformity of visual appearance, light fittings using different filter technology must not be mixed (e.g. dichroic filters, other absorption filters, light emitting diode (LED), etc.) in such a way as to create inconsistency in either light colour or intensity when viewed by pilots from a moving aircraft on a runway or taxiway.
9.1.14.1 At an aerodrome with an air traffic service (ATS), the following lighting systems, if provided, must be equipped with an intensity control so that the ATS can select light output to suit ambient conditions and avoid dazzling pilots:
(a) approach lighting system;
(b) approach slope guidance system;
(c) runway edge, threshold and end lights;
(d) runway centreline lights;
(e) runway touchdown zone lights;
(f) taxiway lights.
9.1.14.2 At an aerodrome with a Certified Air-Ground Radio Operator (CAGRO), a Unicom operator, or similar responsible person with 2-way radio communications with aircraft, the aerodrome may choose to provide aerodrome lighting intensity control for use by that person.
9.1.14.3 Intensity must be capable of being varied in 5 or 6 stages, for the following systems:
(a) approach lighting systems
(b) visual approach slope indicator systems;
(c) high intensity runway edge, threshold and end lights;
(d) runway centreline lights;
(e) runway touchdown zone lights.
Note: Currently the Airservices Australia air traffic control system uses 6 stage intensity control.
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9.1.14.4 Intensity must be capable of being varied in at least 3 stages, for medium intensity runway edge, threshold and end lights.
9.1.14.5 If a runway is equipped with both high and medium intensity runway edge lighting, the 3 lowest intensity stages shall be provided by the medium intensity system.
9.1.14.6 For taxiway lights:
(a) Taxiway centreline lights with a main beam average intensity of the order of 50 cd or less, 3 stages of intensity control will normally be sufficient.
(b) Taxiway centreline lights with main beam average intensity of the order of 100 cd or greater will normally require more than 3 stages of intensity control, or alternatively to have the maximum light output permanently reduced by fixing the maximum intensity stage at less than 100% of the rated output of the light. One hundred percent output of these lights has been found to be too bright for normal Australian conditions.
(c) Taxiway edge lights do not normally require separate intensity control. It is common for taxiway edge lights to be installed on the same electrical circuit as the low or medium intensity runway edge lights, and to be controlled by the runway light control.
9.1.14.7 Intensity must be reduced from each successive stage to an order of 25- 33%. This is based on the fact that a change of that magnitude is required for the human eye to detect that a change has occurred. For 6 stages of intensities, they should be of the order of: 100%, 30%, 10%, 3%, 1% and 0.3%.
9.1.14.8 At an aerodrome where the lighting is provided with intensity settings but the ATS, CAGRO, Unicom operator, or similar responsible person, does not provide 24 hours coverage and:
(a) the operator leaves the lights turned on all night; or
(b) the lights are controlled by a PAL out of hours;
the recommended stage of intensity, which provides adequate illumination but will not dazzle pilots is stage 2.
Note: Guidance on selecting series currents for various intensity stages for some airport lighting systems is given in the Table 9.1-1 below. The guidance is only applicable to systems installed to the industry standard of 6.6 amps series current giving 100% intensity, except where noted otherwise in the Table.
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9.1.14.9 Where lighting systems are operated by ATS, or similar responsible person, such systems shall be monitored automatically so as to provide an immediate indication of:
(a) those lighting systems that are on;
(b) the intensity of each lighting system; and
(c) any fault in a lighting system.
(d) This information is to be automatically relayed to the operator position.
9.1.14.10 At an aerodrome with Low Intensity Runway Edge Lighting Systems, in accordance with Paragraph 9.10.1.1(a), the light fittings used must be in compliance with Paragraph 9.10.6. However, it is permissible with these systems, at commissioning, to adjust and then set the system current to a value other than the rated current value. This is to enable the actual light output of the light units to be set to a suitable light level to match the specific conditions of the particular aerodrome, to harmonise with the intensity of visual approach slope indicators if present, and minimise the likelihood of dazzling pilots. Where the system current is set to a value other than the rated current, the actual value of current set must be recorded in the Aerodrome Manual.
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Table 9.1-1: Guidance on selecting series line currents for various intensity stages
Lighting System | Nominal minimum intensity at rated output | Stage 6 | Stage 5 | Stage 4 | Stage 3 | Stage 2 | Stage 1 |
Runway Edge Lights, Low Intensity | 100 cd |
|
|
|
|
| 100% 6.6 A |
Runway Edge Lights, Medium Intensity | 300 cd typical |
|
|
| 100% 6.6 A | 30% 5.4 A | 10% 4.5 A |
Runway Edge Lights, High Intensity | 10,000 cd | 100% 6.6 A | 30% 5.4 A | 10% 4.5 A |
|
|
|
Approach Lights * 12.5A/6.6A series isolating transformer * 6.6A/6.6A series isolating transformer | 20,000 cd | 100% 12.5 A 6.6 A | 25% 9.5 A 5.3 A | 6.5% 7.5 A 4.3 A | 2% 6.2 A 3.6 A | 0.5% 5.0 A 3.2 A | 0.12% 4.0 A 3.0 A |
Runway Centreline lights | 5,000 cd | 100% 6.6 A | 25% 5.2 A | 8% 4.4 A | 2.5% 3.8 A | 0.8% 3.3 A | 0.25% 3.0 A |
Runway Touchdown Zone lights | 5,000 cd | 100% 6.6 A | 25% 5.2 A | 8% 4.4 A | 2.5% 3.8 A | 0.8% 3.3 A | 0.25% 3.0 A |
Taxiway Centreline lights | 50 cd |
|
|
| 100% 6.6 A | 40% 5.5 A | 16% 4.8 A |
PAPI | 15,000 cd red light | 100% 6.6 A | 30% 5.5 A | 10% 4.8 A | 3% 3.85 A | 1% 3.4 A | 0.3% 3.0 A |
T-VASIS | See Section 9.9 Paragraph 9.9.3.11. | ||||||
Notes:
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9.1.15.1 Commissioning means the formal process by which the performance of the lighting system is confirmed by CASA, or a qualified person, as meeting the specifications. Qualified person in this case means:
(a) For ground check of compliance with electrical specifications and CASA standards — electrical engineer or licensed electrician.
Note: Evidence supplied by authoritative source that the light units are in compliance with the standards is acceptable.
— pilot approved by CASA as having the competency to conduct flight check.
9.1.15.2 All aerodrome lighting systems must be commissioned by ground check before they are brought into use.
9.1.15.3 The ground check of a visual approach slope indicator system must include verification of vertical and horizontal angles of light signal changes by a person having civil engineering or surveying qualification and experience.
9.1.15.4 The commissioning of the following lighting systems, in addition to the ground check, must include flight checks of:
(a) approach lighting system;
(b) runway lighting system for instrument runways;
(c) visual approach slope indicator system
(i) used by jet propelled aeroplanes engaged in air transport operations; or
(ii) installed on CASA direction, in accordance with Paragraph 9.9.1.1(b);
(d) pilot-activated lighting system (PAL).
9.1.15.5 For a visual approach slope indicator system specified in Paragraph 9.1.15.4, that is provided for temporary use only, for example due to a temporary displaced threshold, or during works in progress, the requirement for a flight check is waived.
9.1.15.6 For those systems specified in Paragraph 9.1.15.4, the aerodrome operator shall forward duly certified ground check and flight check reports to the relevant CASA office. If CASA is satisfied with the reports, CASA will approve the issue of a permanent NOTAM. Information to be supplied be aerodrome operator for inclusion in the permanent NOTAM includes:
(a) For visual approach slope indicator system;
(i) runway designation;
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(ii) type of system, and for AT-VASIS and PAPI systems, the side of runway, as seen by approaching pilot, that the aid is installed;
(iii) where the axis of the system is not parallel to the runway centreline, the angle of displacement and the direction of displacement, i.e. left or right;
(iv) approach slope; and
(v) minimum eye height over threshold, for the on-slope signal.
(b) For a PAL;
(i) the PAL frequency; and
(ii) any notes explaining PAL operation, for example where the PAL only controls certain visual aids at the aerodrome.
9.1.15.7 For those systems not specified in Paragraph 9.1.15.4, the aerodrome operator must use the duly certified ground check as sufficient evidence of compliance with standards to initiate a permanent NOTAM.
9.1.15.8 At any time after commissioning, CASA may direct the ground checking and/or the flight checking of a lighting system specified in Paragraph 9.1.15.4, following substantial changes to the system, or on receipt of adverse reports on the performance of the system from pilots or aircraft operators. Examples of substantial changes to the system include:
(a) removal and replacement of 50% or more of the light fittings, at the same time, of an approach or runway lighting system;
(b) removal and replacement of one or more light units of a PAPI system;
(c) removal and replacement of two or more light units, at the same time, of an AT-VASIS system; and
(d) removal and replacement of the receiver unit from a PAL.
Note: Before a runway is opened for night use, the status of obstacles need to be assessed for obstacle lighting purposes, particularly if the obstacles are within 3 km of the aerodrome.
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9.2.1.1 The following specifications define the chromaticity limits of colours to be used for aerodrome lighting.
9.2.1.2 The chromaticities are expressed in terms of the standard observer and co- ordination system adopted by the International Commission on Illumination (CIE).
9.2.2.1 The chromaticities of aerodrome lights must be within the following boundaries:
CIE Equation (see Figure 9.2-1)
(a) Red
Purple boundary y = 0.980 - x Yellow boundary y = 0.335
(b) Yellow
Red boundary y = 0.382
White boundary y = 0.790 - 0.667x Green boundary y = x - 0.120
(c) Green
Yellow boundary y = 0.726 - 0.726x White boundary x = 0.650y
(except for visual docking guidance systems)
White boundary x = 0.625y - 0.041 (for visual docking guidance systems) Blue boundary y = 0.390 - 0.171x
(d) Blue
Green boundary y = 0.805x + 0.065 White boundary y = 0.400 - x Purple boundary x = 0.600y + 0.133
(e) White
Yellow boundary x = 0.500 Blue boundary x = 0.285
Green boundary y = 0.440 and y = 0.150 + 0.640x Purple boundary y = 0.050 + 0.750x and y = 0.382
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(f) Variable White
Yellow boundary x = 0.255 + 0.750y and x = 1.185 - 1.500y Blue boundary x = 0.285
Green boundary y = 0.440 and y = 0.150 + 0.640x Purple boundary y = 0.050 + 0.750x and y = 0.382
9.2.3.1 If there is a requirement to discriminate yellow and white from each other, they must be displayed in close proximity of time or space as, for example, by being flashed successively from the same beacon.
9.2.3.2 If there is a requirement to discriminate yellow from green or white, as for example with exit taxiway centreline lights, the ‘y’ co-ordinate of the yellow light must not exceed a value of 0.40.
Note: The limits of white have been based on the assumption that they will be used in situations in which the characteristics (colour, temperature) of the light source will be substantially constant.
9.2.3.3 The colour variable white is intended to be used only for lights that are to be varied in intensity, e.g. to avoid dazzling. If these lights are to be discriminated from yellow lights, the lights must be designed and operated so that:
(a) the ‘x’ co-ordinate of the yellow is at least 0.050 greater than the ‘x’ co-ordinate of the white; and
(b) the disposition of the lights is such that the yellow lights are displayed simultaneously and in close proximity to the white lights.
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Figure 9.2-1: Colours for aeronautical ground lights
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9.3.1.1 If a pilot activated lighting (PAL) system is used to activate aerodrome lighting, the PAL is to turn ON all the lighting facilities which are required to be illuminated for night operations, unless the illumination of a required facility is achieved by other means, e.g. obstacle lights activated by photo- electric switches.
9.3.1.2 Where PAL is used to activate visual approach slope guidance systems (T-VASIS or PAPI):
(a) activation of the PAL during daytime is to turn the visual approach slope guidance system ON to Day intensity, and leave all other aerodrome lighting extinguished;
(b) activation of the PAL during twilight is to turn the visual approach slope guidance system ON to Twilight intensity, and turn all other aerodrome lighting on to the only intensity available, or to Night intensity if multiple intensities are available;
Note: The night intensity will avoid the effect of glare and is normally adequate for operations during twilight hours. However, if an aerodrome, due to local conditions, requires the aerodrome lights to be set at a higher intensity than night intensity, it is permissible to provide Twilight intensity provided it does not produce glare.
(c) activation of the PAL during night-time is to turn the visual approach slope guidance system ON to Night intensity, and turn all other aerodrome lighting on to the only intensity available, or to Night intensity if multiple intensities are available;
(d) once the lighting has been activated by the PAL, appropriate changes from Day to Twilight to Night intensities must take place automatically;
(e) the appropriate changes from Day to Twilight to Night operation shall take place under the control of a light sensitive switch or similar device.
9.3.1.3 The PAL must activate an aerodrome lighting system on detection of a coded carrier frequency signal from an aircraft air/ground VHF transmitter.
9.3.1.4 On receipt of the coded signal, the PAL control unit must go into the operate mode for a pre-set period. The minimum period that the lights remain ON shall be 30 minutes.
Note: The length of the period should be adjustable as local aerodrome operating conditions may require the lights to remain ON for a longer period.
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9.3.1.5 Ten minutes before the aerodrome lighting system is due to turn OFF, the PAL must cause the lights of at least the primary Illuminated Wind Direction Indicator (IWDI), in accordance with Paragraph 9.6.1.10, to commence to flash at approximately 50 cycles per minute (approximately 0.6 seconds ON and 0.6 seconds OFF), and continue to flash until either:
(a) the PAL system switches OFF, and all aerodrome lighting, including the IWDI lights, is extinguished; or
(b) the PAL system has been reset for another ON period.
9.3.1.6 When in operate mode (including the last 10 minutes) the receipt of another correctly coded signal must reset the PAL system to the beginning of the pre- set period.
9.3.2.1 The code required to activate the PAL system must be generated when the microphone button of the aircraft radio air/ground VHF transmitter is depressed and a radio frequency carrier signal is produced.
9.3.2.2 The correct code is to consist of three bursts of carrier signal each anywhere between 1 and 5 seconds long, with the last two code bursts completed within 24 seconds of the end of the first burst.
9.3.2.3 The gap between code bursts that the detector can tolerate shall be 0.1 seconds. (This is less than the time it takes to release and depress the aircraft microphone button.)
Note: Pilots are advised that the code they should send is three bursts of approximately 3 seconds, with at least 1 second between bursts, and the three bursts must be transmitted within 25 seconds.
9.3.3.1 The VHF carrier detector must accept a carrier signal over the frequency range of 118 MHz to 136 MHz.
9.3.3.2 The receiver must be crystal controlled at a single frequency within the frequency range, with a channel separation of 25 kHz.
9.3.3.3 Only allocated frequencies must be used, to maintain order in the air/ground VHF band, and prevent interference to other facilities or users in the vicinity.
Note: Frequencies are allocated by the responsible authority. At this time Airservices Australia has the authority to allocate aeronautical frequencies including PAL frequencies.
9.3.3.4 The frequency stability must be within ±0.0010% over the temperature range of -10°C to +70°C.
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9.3.3.5 The minimum detectable input signal of the VHF carrier detector must be adjustable over a range to suit the operational requirements.
9.3.3.6 Under normal circumstances, to ensure activation of the PAL system by aircraft at approximately 15 NM from the aerodrome, the receiver sensitivity must be set at not less than 15 µV.
Note: 1. The suitability of the receiver sensitivity from different azimuth of the aerodrome will be flight tested.
2. The upper range of the receiver sensitivity may be of the order of 50 to 65 mV, but may be adjusted downward depending on whether nuisance operation is experienced from aircraft using the same PAL frequency at other locations.
9.3.3.7 The VHF carrier detector bandwidth is to have the following characteristics:
±7.5 kHz within 3 dB of nominal
±16 kHz greater than 60 dB below nominal;
the spurious response is to be no less than 80 dB below nominal.
9.3.4.1 The PAL must be capable of having the following inputs:
(a) radio frequency activation signal, as described above;
(b) manual activation of the PAL. An ON/OFF switch must be provided for manual activation. When the switch is selected to ON the lighting system will be activated and remain on. When the switch is selected to OFF the PAL system must go into operate mode for the full timing cycle, including the ten minute turn-off warning. This is intended for use by authorised ground personnel, departing pilots, and maintenance technicians;
(c) remote control override of the PAL. If a PAL is provided at a controlled aerodrome, the circuitry of the PAL system must be such that when the controller is on duty, the PAL will be overridden by the controller.
9.3.5.1 The circuitry of the PAL system must be so designed that if the PAL fails for whatever reason, the aerodrome lighting can still be provided. This can be achieved by either:
(a) the lighting facilities being automatically turned ON if the PAL fails; or
(b) the provision of a by-pass switch to allow manual activation of the lights.
9.3.5.2 The mains supply to the equipment may be subject to electrical transients, typical of rural electrical distribution systems. The PAL system must be so designed that the electrical transients have no effect on the PAL system.
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9.3.5.3 Following a PAL failure, on restitution of power the PAL must automatically commence a complete ‘Light ON’ cycle.
9.3.6.1 If the manual switches provided for PAL are either key operated switches, or enclosed in an area that requires key access, sufficient numbers of keys must be provided to persons who may have reason to gain access to the manual switches in the event of the PAL failing to respond to aerial VHF signal from incoming aircraft.
Note: The aerodrome operator is responsible for the allocation of access keys.
9.3.6.2 The following persons are likely to be called upon to manually activate the aerodrome lighting:
(a) the agents of the airlines using the aerodrome;
(b) a representative from local operators of flying schools, fuelling agents, or aircraft maintenance organisations;
(c) representatives from the local hospital and/or emergency services;
(d) local police;
(e) where available, responsible person or persons living close to the aerodrome.
9.3.7.1 The PAL receiving antenna must be so located such that it will receive activating signals from aircraft both in the air and on the aerodrome movement area.
9.3.7.2 The PAL must be so designed that it will operate satisfactorily when connected to an antenna with the following specifications:
(a) unity gain with respect to a dipole;
(b) vertical polarisation;
(c) omnidirectional radiation pattern in the horizontal plane;
(d) voltage standing wave ratio when matched to the PAL antenna input of not greater than 1.5:1, over the frequency range of 118 to 136 MHz;
(e) height of the mounting above local ground level not less than 4.5 m.
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9.3.8.1 Aerodrome operators are encouraged to use a PAL with message acknowledgment capability, which can provide positive response on receipt of pilot transmission and caution if the lighting cycle is within the 10 minute switch off phase.
Note: Such a PAL will require a radio transmitter licence.
9.3.8.2 Where provided, the broadcast message must be brief, to minimise congestion on the frequency.
Note: Typical broadcast message should be of the form: “Name of aerodrome PAL ACTIVATED”.
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9.4.1.1 Under the Civil Aviation Regulations, CASA may determine that an object or a proposed object which intrudes into navigable airspace requires, or will be required to be provided with, obstacle lighting. Responsibility for the provision and maintenance of obstacle lighting on a building or structure rests with the owner of the building or structure. Within the limits of the obstacle limitation surfaces of an aerodrome, responsibility for the provision and maintenance of obstacle lighting on natural terrain or vegetation, where determined necessary for aircraft operations at the aerodrome, rests with the aerodrome operator.
9.4.1.2 In general, an object in the following situations would require to be provided with obstacle lighting unless CASA, in an aeronautical study, assesses it as being shielded by another lit object or that it is of no operational significance:
(a) for a runway intended to be used at night:
(i) if the object extends above the take-off climb surface within 3000 m of the inner edge of the take-off climb surface;
(ii) if the object extends above the approach or transitional surface within 3000 m of the inner edge of the approach surface;
(iii) if the object extends above the applicable inner, conical or outer horizontal surfaces;
(iv) if the object extends above the obstacle protection surface of the T-VASIS or PAPI installed at the aerodrome;
(v) a vehicle or other mobile objects, excluding aircraft, on the movement area, except aircraft service equipment and vehicles used only on aprons;
(vi) obstacles in the vicinity of taxiways, apron taxiways or taxilanes, except that obstacle lights are not to be installed on elevated ground lights or signs in the movement area.
(b) outside the obstacle limitation surfaces of an aerodrome, if the object is or will be more than 110 m above ground level.
9.4.1.3 Owners of tall buildings or structures below the obstacle limitation surfaces, or less than 110 m above ground level, may, of their own volition, provide obstacle lighting to indicate the presence of such buildings or structures at night. To ensure consistency and avoid any confusion to pilots, the obstacle lighting provided needs to conform with the standards specified in this Chapter.
9.4.1.4 In circumstances where the provision of obstacle marking is impracticable, obstacle lighting may be used during the day in lieu of obstacle marking.
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9.4.2.1 Three types of lights are used for lighting obstacles. These are low intensity, medium intensity and high intensity lights, or a combination of such lights.
9.4.2.2 Low intensity obstacle lights are steady red lights and are to be used on non- extensive objects whose height above the surrounding ground is less than 45 m.
Note: A group of trees or buildings is regarded as an extensive object.
9.4.2.3 Medium intensity obstacle lights are to be used either alone or in combination with low intensity lights, where:
(a) the object is an extensive one;
(b) the top of the object is 45 m or more above the surrounding ground; or
(c) CASA determines that early warning to pilots of the presence of the object is desirable.
9.4.2.4 There are three types of medium intensity obstacle lights:
(a) Flashing white light. Likely to be unsuitable for use in environmentally sensitive locations, and near built-up areas. May be used in lieu of obstacle markings during the day to indicate temporary obstacles in the vicinity of an aerodrome, for example construction cranes, etc. and are not to be used in other applications without specific CASA agreement.
(b) Flashing red light, also known as a hazard beacon. Is suitable for all applications, and is extensively used to mark terrain obstacles such as high ground.
(c) Steady red light. May be used where there is opposition to the use of a flashing red light, for example in environmentally sensitive locations.
9.4.2.5 High intensity obstacle lights are flashing white lights used on obstacles that are in excess of 150 m in height. As high intensity obstacle lights have a significant environmental impact on people and animals, it is necessary to consult with interested parties about their use. High intensity obstacle lights may also be used during the day, in lieu of obstacle markings, on obstacles that are in excess of 150 m in height, or are difficult to be seen from the air because of their skeletal nature, such as towers with overhead wires and cables spanning across roads, valleys or waterways.
9.4.3.1 One or more obstacle lights are to be located as close as practicable to the top of the object. The top lights are to be arranged so as to at least indicate the points or edges of the object highest above the obstacle limitation surface.
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9.4.3.2 In the case of a chimney or other structure of like function, the top lights are to be placed sufficiently below the top (nominally 1.5 m to 3 m) so as to minimise contamination by smoke, etc.
9.4.3.3 In the case of a tower or antenna structure to be provided with high intensity obstacle lights, and the structure has an appurtenance such as a rod or antenna extending greater than 12 m above the structure, and it is not practicable to locate the high intensity obstacle light on top of the appurtenance, the high intensity obstacle light is to be located at the highest practicable point and, if practicable, have a medium intensity obstacle light (flashing white) mounted on the top.
9.4.3.4 In the case of an extensive object or a group of closely spaced objects, top lights are to be displayed at least on the points or edges highest in relation to the obstacle limitation surfaces, so as to indicate the general definition and extent of the objects. If two or more edges are at the same height, the edge nearest the runway threshold is to be lit. Where low intensity lights are used, they are to be spaced at longitudinal intervals not exceeding 45 m. Where medium intensity lights are used, they are to be spaced at longitudinal intervals not exceeding 900 m, and at least three are to be displayed on one side of the extensive obstacle to indicate a line of lights.
9.4.3.5 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 are to be placed on the highest part of the object.
9.4.3.6 When the top of the obstacle is more than 45 m above the level of the surrounding ground or the elevation of the tops of nearby buildings (when the obstacle is surrounded by buildings), the top lights are to be medium intensity lights. Additional low intensity lights are to be provided at lower levels to indicate the full height of the structure. These additional lights are to be spaced as equally as possible, between the top lights and ground level or the level of tops of nearby buildings, as appropriate. The spacing between the lights is not to exceed 45 m.
9.4.3.7 Where high intensity obstacle lights are used on an object other than a tower supporting overhead wires or cables, the spacing between the lights is not to exceed 105 m. Where the high intensity obstacle lights are used on a tower supporting wires or cables, they are to be located on three levels:
(a) at the top of the tower;
(b) at the lowest level of the catenary of the wires or cables; and
(c) at approximately midway between the two levels.
Note: In some cases this may require the bottom and middle lights to be located off the tower.
9.4.3.8 The number and arrangement of lights at each level to be marked is to be such that the obstacle is indicated from every angle of azimuth. Where a light
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is shielded in any direction by an adjacent object, the light so shielded may be omitted but additional lights may be required in such a way so as to retain the general definition of the obstacle.
9.4.3.9 Illustrations of typical lighting of obstacles are shown below.
A Between 1.5m & 3m |
B Less than 45m |
C Between 45m & 90m |
X Half overall height |
120o spacing
Figure 9.4-1: Typical lighting of tall obstructions
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Figure 9.4-2: Typical lighting of a group of obstructions
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A 90m or less |
B Between 25m and 45m |
C 25m or less |
Note: If A is more than 90m or B more than 45m intermediate lights shall be provided.
Figure 9.4-3: Typical lighting of horizontally extended obstructions
)
Figure 9.4-4: Typical lighting of towers and large obstructions
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9.4.4.1 Natural obstacles such as terrain and vegetation are normally extensive and the need for obstacle lighting will be assessed by CASA on an individual case basis. Where required, obstacle lights are to be provided as follows:
(a) if the obstacle is located within the approach area, the portion of the obstacle which is within the approach area is to be treated in the same manner as man-made obstacles for the provision of obstacle lights;
(b) if the obstacle is located outside the approach area, it is to be marked by sufficient number of lights on the highest and most prominent features, so placed that the obstacle can be readily identified.
9.4.5.1 At night and in poor visibility conditions, temporary obstacles in the approach area or on the movement area are to be marked with permanent or temporary red obstacle lights. The lights are to be so arranged that they clearly mark the height, limits and extent of the obstacle.
9.4.6.1 Low intensity obstacle lights, for general applications, are to have the following characteristics:
(a) fixed lights showing red;
(b) a horizontal beam spread that results in 360° coverage around obstacle;
(c) a peak intensity of 100 cd minimum;
(d) a vertical beam spread (to 50% of peak intensity) of 10°;
(e) a vertical distribution with 100 cd minimum at +6° and +10° above the horizontal; and
(f) not less than 10 cd at all elevation angles between –3° and +90° above the horizontal.
Note: 1. The intensity level is higher than ICAO standards because in Australia only obstacles assessed as significant to aircraft operations are required to be provided with obstacle lighting.
2. Currently the intensity requirement is normally met by a double- bodied light fitting which also provides a degree of redundancy.
3. Double-bodied light fittings should be orientated so that they show the maximum illuminated surface towards the predominant, or more critical, direction of aircraft approach.
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4. For objects that do not infringe the obstacle limitation surfaces, and where CASA has not determined that obstacle lights are required, if the object owner wishes, of their own volition, to provide obstacle lights, it is sufficient for these low intensity obstacle lights to have the following intensity distribution: peak intensity 32 cd minimum, vertical beam spread of 10, and
32 cd minimum at +6 and +10 elevation.
9.4.6.2 Low intensity obstacle lights, used to indicate taxiway obstacles or unserviceable areas of the movement area, are to have a peak intensity of 10 cd minimum.
9.4.7.1 Medium intensity obstacle lights are to be flashing or steady red lights or flashing white lights, visible in all directions in azimuth.
9.4.7.2 The frequency of flashes is to be between 20 and 60 flashes per minute.
9.4.7.3 The peak effective intensity is to be 2,000 25% cd with a vertical distribution as follows:
(a) vertical beam spread is to be 3 minimum (beam spread is defined as the angle between two directions in a plane for which the intensity is equal to 50% of the lower tolerance value of the peak intensity);
(b) at -1 elevation, the intensity is to be 50% minimum and 75% maximum of lower tolerance value of the peak intensity; and
(c) at 0 elevation, the intensity is to be 100% minimum of the lower tolerance value of the peak intensity.
9.4.7.4 Where the flashing white light is used in lieu of obstacle marking during the day to indicate temporary obstacles in the vicinity of an aerodrome, in accordance with Paragraph 9.4.2.4(a), the peak effective intensity is to be increased to 20,000 25% cd when the background luminance is 50 cd/m² or greater.
9.4.8.1 High intensity obstacle lights are flashing white lights.
9.4.8.2 The effective intensity of a high intensity obstacle light located on an object other than a tower supporting overhead wires or cables is to vary depending on background luminance as follows:
(a) 200,000 25% cd effective intensity at a background luminance of above 500 cd/m² (day);
(b) 20,000 25% cd effective intensity at a background luminance of between 50-500 cd/m² (dusk or dawn);
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(c) 2,000 25% cd effective intensity at a background luminance of below 50 cd/m² (night).
9.4.8.3 The effective intensity of a high intensity obstacle light located on a tower supporting overhead wires or cables is to vary depending on background luminance as follows:
(a) 100,000 25% cd effective intensity at a background luminance of above 500 cd/m² (day);
(b) 20,000 25% cd effective intensity at a background luminance of between 50-500 cd/m² (dusk or dawn);
(c) 2,000 25% cd effective intensity at a background luminance of below 50 cd/m² (night).
9.4.8.4 High intensity obstacle lights located on an object other than a tower supporting overhead wires or cables are to flash simultaneously at a rate between 40-60 flashes per minute.
9.4.8.5 High intensity obstacle lights located on a tower supporting overhead wires or cables are to flash sequentially; first the middle light, second the top light, and last the bottom light. Cycle frequency is to be 40 - 60 per minute and the intervals between flashes of lights are to approximate the following ratios:
Table 9.4-1
Flash interval between: | Ratio of cycle time |
middle and top light | 1/13 |
top and bottom light | 2/13 |
bottom and middle light | 10/13 |
9.4.8.6 To minimise environmental impact, unless otherwise directed by CASA, the installation setting angles for high intensity obstacle lights are to be:
Table 9.4-2
Height of light unit above terrain | Angle of the peak of the beam above the horizontal |
greater than 151 m AGL | 0° |
122 m to 151 m AGL | 1° |
92 m to 122 m AGL | 2° |
less than 92 m AGL | 3° |
9.4.9.1 Where the installation of normal obstacle lights is deemed impracticable or undesirable for aesthetic or other reasons, floodlighting of obstacles may be an acceptable alternative. However, floodlighting is not to be used unless with the concurrence of the relevant CASA office.
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9.4.9.2 In general, floodlighting is not suitable if:
(a) the structure is skeletal as a substantially solid surface or cladding with satisfactory reflectance properties are required; or
(b) there is high background lighting level.
9.4.9.3 The floodlighting colour is to be white. Illumination of the obstacle is to cover all directions of azimuth over the full height portion of the obstacle which needs to be illuminated and is to be uniform around the circumferences of the obstacle.
9.4.9.4 The minimum level of luminance is to be 5 cd/m² at all points.
Note: Based on a reflectance factor of 50% for white paint, this would require illuminance of at least 10 lux. For concrete with typical reflectance factor of 40%, the required illuminance would be at least 12.5 lux. Materials with reflectance factors less than 30% are unlikely to be suitable for floodlighting.
9.4.9.5 The light fittings are to be spaced evenly around the structure, at not more than 120° with at least two fittings at each location. At each location the fittings are to be on separate circuits and separately fused.
9.4.10.1 It is important that obstacle lights provided are in working condition when they are required to be on. The owners of obstacle lights needs to establish a pro-active maintenance program to minimise light outage.
9.4.10.2 For obstacle lights located within the obstacle limitation surface area of the aerodrome, the aerodrome operator is to establish a monitoring program, which is to include:
(a) visual observation of the obstacles lights at least once every 24 hours (see note); and
(b) where a medium or high intensity obstacle light is located such that it is not readily observable visually:
(i) establish a procedure whereby such a light would be visually monitored within every 24 hour period; or
(ii) install an automatic visual or audio alarm indicator at an aerodrome location generally occupied by aerodrome personnel.
Note: At smaller aerodromes with a low level of night aircraft operations, this period may be extended with the agreement of the relevant CASA office.
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9.4.10.3 For obstacles located within the obstacle limitation surface area of the aerodrome, in the event of an obstacle light outage, the aerodrome operator is to:
(a) notify the relevant CASA office immediately if the obstacle light has been determined by CASA as being a requirement for aircraft operations;
(b) in any case, initiate NOTAM action to advise pilots of such light outage;
(c) liaise with the owner of the obstacle light to effect a speedy repair.
9.4.10.4 For obstacles located outside the obstacle limitation surface area of an aerodrome, the owners of the lights need to establish a program to monitor the lights and report light failures. The reporting point for obstacle light failure is normally the nearest CASA office. When an obstacle light is unserviceable, the matter needs to be reported immediately to the relevant CASA office so that a NOTAM warning pilots of the light outage can be initiated.
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9.5.1.1 An aerodrome beacon is to be provided if it is determined by CASA that such a visual cue is operationally necessary.
9.5.1.2 The following factors will be used in determining operational necessity:
(a) whether the aerodrome is intended to be used at night by aircraft navigating predominantly by visual means;
(b) the type and quantity of air traffic;
(c) the presence of other visual or radio aids;
(d) whether the location is subject to frequent periods of reduced visibility;
(e) whether it is difficult to locate the aerodrome from the air due to surrounding lights or terrain.
9.5.1.3 Where provided, the aerodrome beacon is to be located on or adjacent to the aerodrome in an area of low ambient background lighting. In addition, the aerodrome beacon is to be sited so that it is neither shielded by obstacles nor dazzling to a pilot making an approach to land.
9.5.1.4 At international aerodromes or aerodromes in built-up areas, the aerodrome beacon is to show two flashes, one white and the other coloured, so that they produce alternate white and colour flashes. For land aerodromes, the colour is to be green, for water aerodromes, the colour is to be yellow.
9.5.1.5 At other locations, white flashes only is satisfactory.
9.5.1.6 The frequency of total flashes must be from 20 to 30 per minute.
Note: Older beacons with a frequency of flashes in the range of 12 to 20 per minute are acceptable, until the next replacement or upgrade of the beacon.
9.5.1.7 The light from the beacon is to be visible from all angles of azimuth.
9.5.1.8 The light intensity distribution of the aerodrome beacon must be in accordance with Table 9.5-1:
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Table 9.5-1: Aerodrome beacon light intensity distribution
Elevation angle (in degrees) | Minimum effective intensity of white flashes (in candelas) |
1 to 2 | 25 000 |
2 to 8 | 50 000 |
8 to 10 | 25 000 |
10 to 15 | 5 000 |
15 to 20 | 1 000 |
9.5.1.9 The effective intensity of colour flashes is to be not less than 0.15 times the intensity of the white flashes at the corresponding angle of elevation.
9.5.1.10 Where provided, information on the colour coding, flash rate and location (if not in the immediate vicinity of the aerodrome) of the aerodrome beacon is to be published in the aerodrome ERSA entry.
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9.6.1.1 At an aerodrome intended for night use, at least one wind direction indicator is to be lit.
9.6.1.2 If a WDI is provided in the vicinity of a runway threshold to provide surface wind information for pilots engaged in instrument straight-in approach and landing operations, and such operations are to be conducted at night, then the wind direction indicator is to be lit.
9.6.1.3 The illumination of a wind direction indicator is to be achieved by providing floodlighting from above by means of:
(a) four 200W 240 V tungsten filament general purpose lamps in either vertical elliptical industry reflectors, or round deep bowl reflectors, between 1.8 m and 2.2 m above the mid-height of the sleeve mounting, and between 1.7 m and 1.9 m radial distance from the axis of rotation of the wind sleeve; or
(b) eight 120 W 240V PAR 38 flood lamps in reflectorless fittings, between
1.8 m and 2.2 m above the mid height of the wind sleeve mounting, and between 1.7 m and 1.9 m radial distance from the axis of the rotation of the wind sleeve; or
(c) some other method of floodlighting which produces lighting equivalent to what would be provided under sub Paragraph 9.6.1.3(a) or 9.6.1.3(b), with accurate colour rendering and no perceptible warm-up or restrike delay.
Note: The standards prescribed above are equipment based. These may be replaced by photometric performance based standards later.
9.6.1.4 The floodlighting is to be aimed and shielded so as to:
(a) not cause any glare or distraction to pilots; and
(b) uniformly illuminate the maximum swept area of the wind sleeve.
Note: A uniformity ratio in the horizontal plane through the mid height of the wind cone of not more than 4:1 (average to minimum) will be satisfactory.
9.6.1.5 If only one wind direction indicator is lit at an aerodrome and there are two or more lit runways, control of the lighting of the wind direction indicator is to be incorporated in the runway lighting control for each runway, so that energising any runway lighting system will automatically energise the lighting of the wind direction indicator.
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9.6.1.6 Where more than one wind direction indicator can be lit, control of the lighting of each wind direction indicator is to be incorporated in the runway lighting control for the operationally related runway.
9.6.1.7 If the electricity supply to a wind direction indicator is provided from a runway lighting circuit for which intensity control is provided, a uniform intensity is required for the wind direction indicator irrespective of the intensity setting of the runway lighting.
9.6.1.8 Where a PAL is installed the wind direction indicator lighting is to be programmed in such a way that 10 minutes before the end of the aerodrome lighting ‘ON’ period, the lights of the wind direction indicator will commence to flash, at approximately 50 cycles per minute, and continue to flash until either:
(a) the PAL system switches off, and all aerodrome lighting, including the wind direction indicators, is extinguished; or
(b) the PAL system has been reset for another ‘ON’ period.
9.6.1.9 If the PAL system is reset for another ‘ON’ period, the lights of the wind direction indicator are to return to steady lighting.
9.6.1.10 At aerodromes with more than one lit wind direction indicator, it is sufficient for only the primary wind direction indicator to flash as part of the PAL system, provided that the flashing is clearly visible to pilots on all approaches to lit runways.
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9.7.1.1 A simple approach lighting system is a lighting system intended for a non- instrument or a non-precision approach runway. Standards for this system are not included in this Chapter as there is no operational credit for such systems.
Note: Standard runway edge and threshold lights, supplemented by a visual approach slope indicator system have been found adequate for non-instrument and non-precision approach runways.
9.7.2.1 Where physically practicable, a precision approach Category I lighting system is to be provided to serve a Category I precision approach runway.
9.7.2.2 A precision approach Category I lighting system is to consist of a row of lights on the extended centreline of the runway extending, wherever possible, over a distance of 900 m prior to the threshold, with rows of lights forming 5 crossbars, as shown in Figure 9.7-1 below.
Note: 1. The installation of an approach lighting system of less than 900 m in length may result in operational limitations on the use of the runway.
2. Existing lights spaced in accordance with imperial measurements are deemed to comply with comparable metric measurements.
9.7.2.3 The lights forming the centreline are to be placed at longitudinal intervals of 30 m with the innermost light located 30 m from the threshold. Each centreline light position is to consist of a single light source in the innermost 300 m of the centreline, two light sources in the central 300 m of the centreline, and three light sources in the outer 300 m of the centreline, to provide distance information.
9.7.2.4 The lights forming the centreline light positions in the central 300 m and the outer 300 m of the centreline are to be spaced at 1.5 m apart.
9.7.2.5 The lights forming the 5 crossbars are to be placed at 150 m, 300 m, 450 m, 600 m and 750 m from the threshold. The lights forming each crossbar are to be as nearly as practicable in a horizontal straight line at right angles to, and bisected by, the line of the centreline lights. The lights of the crossbar are to be spaced so as to produce a linear effect, except that gaps may be left on each side of the centreline. The lights within each bar on either side of the centreline are to be uniformly spaced at intervals of not more than 2.7 m. The
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outer ends of the crossbars are to lie on two straight lines that converge to meet the runway centreline 300 m from the threshold.
9.7.2.6 The system is to lie as nearly as practicable in the horizontal plane passing through the threshold, provided that:
(a) no object other than an ILS antenna is to protrude through the plane of the approach lights within a distance of 60 m from the centreline of the system; and
(b) no light other than a light located within the central part of a crossbar, or a centreline light position, may be screened from an approaching aircraft.
9.7.2.7 Any ILS antenna protruding through the plane of the lights is to be treated as an obstacle and marked and lighted accordingly.
9.7.2.8 The centreline and crossbar lights of a precision approach Category I lighting system are to be fixed lights showing variable white.
9.7.2.9 The lights are to be in accordance with the specifications of Section 9.8, Figure 9.8-1.
9.7.3.1 A precision approach Category II and III lighting system is to be provided to serve a Category II or III precision approach runway.
9.7.3.2 From paragraphs 9.7.3.8 and 9.7.3.9 below, it is implicit that where Category II and III approach lights are provided, touchdown zone lights must also be provided.
9.7.3.3 A precision approach Category II and III lighting system is to consist of a row of lights on the extended centreline of the runway extending, wherever possible, over a distance of 900 m from the runway threshold. In addition, the system is to have two side rows of lights, extending 270 m from the threshold, and 5 crossbars, at 150 m, 300 m, 450 m, 600 m and 750 m from the threshold, as shown in Figure 9.7-2.
Note: The length of 900 m is based on providing guidance for operations under Cat I, II and III conditions. Reduced lengths may support Cat II and III operations but may impose limitations on Cat I operations.
9.7.3.4 The lights forming the centreline lights are to be placed at longitudinal intervals of 30 m with the innermost light located 30 m from the threshold.
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9.7.3.5 The centreline for the first 300 m from the threshold is to consist of either:
(a) barrettes of five lights, uniformly spaced at intervals of 1 m; or
(b) single light sources where the threshold is displaced 300 m or more.
9.7.3.6 Beyond 300 m from the threshold, each centreline light position is to consist of two light sources in the central 300 m of the centreline and three light sources in the outer 300 m of the centreline.
.
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Figure 9.7-1: Illustration of a Category I approach lighting system
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9.7.3.7 Where the centreline light position is either two or three light sources, the lights are to be spaced at 1.5 m apart.
9.7.3.8 The lights forming the side rows are to be placed on each side of the centreline. The rows are to be spaced at 30 m intervals, with the first row located 30 m from the threshold. The lateral spacing (or gauge) between the innermost lights of the side row is to be not less than 18 m nor more than
22.5 m, and preferably 18 m, but in any event is to be equal to that of the touchdown zone light barrettes.
9.7.3.9 The length of a side row barrette and the uniform spacing between its lights are to be equal to those of the touchdown zone light barrettes. (See Paragraph 9.10.25.4).
9.7.3.10 The crossbar provided at 150 m from the threshold is to fill in the gaps between the centreline and side row lights.
9.7.3.11 The crossbar provided at 300 m from the threshold is to extend on both sides of the centreline lights to a distance of 15 m from the centreline.
9.7.3.12 The crossbars provided at 450 m, 600 m, and 750 m from the threshold are to have the outer ends of the crossbars lie on two straight lines that converge to meet the runway centreline 300 m from the threshold. The lights are to be spaced so as to produce a linear effect, except that gaps may be left on each side of the centreline.
9.7.3.13 The lights forming the crossbars are to be uniformly spaced at intervals of not more than 2.7 m.
9.7.3.14 The system is to lie as nearly as practicable in the horizontal plane passing through the threshold, provided that:
(a) no object other than an ILS antenna is to protrude through the plane of the approach lights within a distance of 60 m from the centreline of the system; and
(b) no light other than a light located within the central part of a crossbar, or a centreline light position, may be screened from an approaching aircraft.
9.7.3.15 Any ILS antenna protruding through the plane of the lights is to be treated as obstacle and marked and lighted accordingly.
9.7.3.16 The centreline and crossbar lights of a precision approach Category II and III lighting system are to be fixed lights showing variable white.
9.7.3.17 The side row barrettes are to be fixed lights showing red. The intensity of the red light is to be compatible with the intensity of the white light.
9.7.3.18 The lights are to be in accordance with the specifications of Section 9.8, Figure 9.8-1 and Figure 9.8-2.
.
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Figure 9.7-2: Illustration of category II and III approach lighting system
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9.8.1.1 Except for Paragraph 9.11.1.4, the collective notes for Section 9.11 apply to this Section.
9.8.1.2 Average intensity ratio. The ratio between the average intensity within the ellipse defining the main beam of a typical new light and the average intensity of the main beam of a new runway edge light is to be as follows:
(a) Figure 9.8-1 Approach centreline and crossbars ― 1.5 to 2.0 (white light)
(b) Figure 9.8-2 Approach side row ― 0.5 to 1.0 (red light)
Figure 9.8-1: Isocandela diagram for approach centreline light and cross bars (white light)
Notes: 1. Curves calculated on formula
x y2
a2 b2 1
2. Vertical setting angles of the lights must be such that the following
vertical coverage of the main beam will be met:
Threshold to 315 m 0º – 11º
316 m to 475 m 0.5º – 11.5º
476 m to 640 m 1.5º – 12.5º
641 m and beyond 2.5º – 13.5º (as illustrated above)
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3. Lights in crossbars beyond 22.5 m from the centre line must be toed-in 2 degrees. All other lights must be aligned parallel to the centre line of the runway.
4. See collective notes at Paragraph 9.8.1.
Figure 9.8-2: Isocandela Diagram for approach side row light (red light)
Notes: 1. Curves calculated on formula
2. Toe-in 2 degrees
x y2
a2 b2 1
3. Vertical setting angles of the lights must be such that the following vertical coverage of the main beam will be met:
Threshold to 115 m 0.5º – 10.5º
116 m to 215 m 1.0º – 11º
216 m and beyond 1.5º – 11.5º (as illustrated above)
4. See collective notes at Paragraph 9.8.1.
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9.9.1.1 A visual approach slope indicator system shall be provided to serve the approach to a runway, whether or not the runway is served by electronic approach slope guidance, where one of the following applies:
(a) The runway is regularly used by jet-propelled aeroplanes engaged in air transport operations.
(b) CASA directs that visual approach slope guidance be provided, because it has determined that such a visual aid is required for the safe operation of aircraft.
9.9.1.2 In making a determination that visual approach slope guidance is required, CASA will take into account the following:
(a) The runway is frequently used by other jet-propelled aeroplanes, 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;
(ii) misleading approach information such as that produced by deceptive surrounding terrain, runway slope, or unusual combinations of runway width, length and light spacing;
(iii) a displaced threshold.
(c) The presence of objects in the approach area may involve serious hazard if an aeroplane descends below the normal approach path, particularly if there are no non-visual or other visual aids to give warning of such objects.
(d) Physical conditions at either end of the runway present a serious hazard in the event of an aeroplane undershooting or overrunning the runway.
(e) Terrain or prevalent meteorological conditions are such that the aeroplane may be subjected to unusual turbulence during approach.
9.9.1.3 CASA may direct that a visual approach slope indicator system be provided for temporary use only, for example due to a temporary displaced threshold, or during works in progress.
9.9.1.4 The following visual approach slope indicator systems are approved for use in Australian civil aerodromes:
(a) T-VASIS;
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(b) AT-VASIS;
(c) Double sided PAPI; and
(d) PAPI.
9.9.1.5 The standard installations must be:
(a) At international aerodromes, T-VASIS, or double sided PAPI. Where this is impracticable, an AT-VASIS or PAPI is acceptable.
(b) At aerodromes other than international aerodromes, AT-VASIS or PAPI, except where (c) below applies.
(c) At aerodromes where CASA has determined that additional roll guidance is required, and/or high system integrity is necessary, T- VASIS or double sided PAPI.
(d) AT-VASIS and PAPI must be installed on the left side of the runway, unless this is impracticable.
9.9.1.6 Where a T-VASIS is to be replaced by a PAPI, a double-sided PAPI must be provided.
9.9.1.7 Where more than one visual approach slope indicator system is provided at an aerodrome, to avoid confusion, the same type of approach slope indicator system must be used at each end of a runway. If there is more than one runway, the same type of approach slope indicator system must be used on all runways of similar reference code number.
9.9.1.8 Where a visual approach slope indicator system is provided for temporary use only, in accordance with 9.9.1.3, then 9.9.1.7 need not apply.
9.9.1.9 The choice of T-VASIS or PAPI is a matter between the aerodrome operator and airline operators using the runway. For capital city runways used by a range of medium and large jet aeroplanes, T-VASIS would be a better visual aid.
9.9.1.10 A visual approach slope indicator system must not be brought into service until it is appropriately commissioned and approved by CASA.
9.9.2.1 An obstacle assessment surface (OAS) must be surveyed and assessed for obstacles for each end of the runway where a T-VASIS, AT-VASIS or PAPI is to be provided. Standards of OAS are as follows and an OAS is illustrated below:
(a) Baseline: Width 150 m, coincident with the existing baseline for the approach surface;
(b) Slope: 1.9º;
(c) Splay: 7.5º outwards, commencing from the ends of the baseline;
(d) Length: 9 km from the baseline.
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Figure 9.9-1: Illustration of an Obstacle Assessment Surface for 3° approach slope
9.9.2.2 The aerodrome operator must check any penetration by, or proximity to, objects such as radio masts, buildings etc. and terrain, of the Obstacle Assessment Surface as specified in Paragraph 9.9.2.1. Where one or more obstacles are found, or where high ground lies close to the approach path, the relevant CASA Office must be requested to conduct an aeronautical study to determine whether the obstacle(s) or terrain could adversely affect the safety of aircraft operations.
9.9.2.3 Where practicable, objects above the assessment surface must be removed, except where CASA determines that the object would not adversely affect the safety of operations.
9.9.2.4 If the study determines that safety could be adversely affected, and it is not practicable to remove the object, then one or more of the following measures should be undertaken:
(a) suitably raise the approach slope of the system – to a maximum of 3.3° where the runway is used by jet propelled aeroplanes, or 4° for other aeroplanes: the OAS slope can then be raised by the same amount,
e.g. for a 3.3° slope the OAS can become 2.2° instead of 1.9°;
(b) reduce the azimuth spread so that the obstacle is outside the confines of the beam;
(c) displace the axis of the system and its associated OAS by up to 5°;
(d) suitably displace the threshold; and
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(e) if (d) is impracticable, suitably displace the system upwind of the threshold to provide an increase in threshold crossing height equal to the height of the obstacle penetration.
9.9.3.1 A T-Visual Approach Slope Indicator System (T-VASIS) is a set of lights so arranged that the pattern seen by the pilot varies according to his position (up or down, left or right) relative to the desired approach path. Where installed in the runway strip, it provides the pilot with visual cues about his or her actual descent path relative to the desired descent path.
Figure 9.9-2: T-VASIS Layout
9.9.3.2 A T-VASIS must consist of twenty light units symmetrically disposed about the runway centreline in the form of two wing bars of four light units each, with bisecting longitudinal lines of six lights, and laid out as shown in Figure 9.9-2.
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9.9.3.3 An AT-VASIS must 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.
9.9.3.4 The light units must be constructed and arranged in such a manner that the pilot of an aeroplane during an approach will:
(a) When above the correct approach slope, see an inverted white ‘T’ pattern comprising the white wing bar(s) lights, and one, two or three white ‘fly-down’ lights, the more fly-down lights being visible, the higher the pilot is above the correct approach slope.
(b) When on the correct approach slope, see a line of white wing bar(s) lights.
(c) When below the correct approach slope, see a white ‘T’ pattern comprising the white wing bar(s) lights and one, two or three white ‘fly- up’ lights, the more fly-up lights being visible the lower the pilot is below the correct approach slope; and when well below the correct approach slope, see a red ‘T’ pattern with the wing bar(s) and the three fly-up lights showing red.
9.9.3.5 Siting a T-VASIS or AT-VASIS. The siting of a T-VASIS or AT-VASIS must be such that:
(a) The light units must be located as shown in Figure 9.9-2, subject to the tolerances given in Table 9.9-1.
(b) The light units forming the wing bars, or the light units forming a fly- down or a fly-up matched pair, must be mounted so as to appear to the pilot of an approaching aeroplane to be substantially in a horizontal line. The light units must be mounted as low as possible and must be frangible.
9.9.3.6 Characteristics of the T-VASIS light units. The characteristics of the T- VASIS light units must be such that:
(a) The system must be suitable for both day and night operations.
(b) A suitable intensity control must be provided to allow adjustments to meet the prevailing conditions and to avoid dazzling the pilot during approach and landing.
(c) The light distribution of the beam of each light unit must be of fan shape showing over a wide arc in azimuth in the approach direction. The wing bar light units shall produce a beam of white light from 1° 54’ vertical angle up to 6° vertical angle and a beam of red light from 0° to 1° 54’ vertical angle. The fly-down light units must produce a beam of white light extending from an elevation of 6° down to approximately the approach slope, where it must have a sharp cut-off. The fly-up light units must produce a beam of white light from approximately the approach slope down to 1° 54’ vertical angle and a beam of red light below 1° 54’ vertical angle. The angle of the top of the red beam in the
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wing bar units and fly-up units may be increased to provide obstacle clearance.
(d) The colour transition from white to red must be so 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’. Immediately below this transition sector the intensity of the completely red beam must not be less than 15% of the intensity of the completely white beam immediately above the transition sector.
(e) The beam of light produced by the light units must show through an angle of at least 1° 30’ above and below the approach slope both by day and by night and in azimuth through not less than 10° by day and not less than 15° by night. The effective visual range of the light units in clear weather must be at least 7.4 km over the above angles.
Note: 1. Past practice in Australia has been to increase the night azimuth to 30°.
2. Where obstacles infringe into this wider azimuth, the obstacles should be removed where practicable. Alternatively, the azimuth spread may be suitably restricted.
(f) The light units must be so designed that deposits of condensation, dirt, etc. on optically transmitting or reflecting surfaces must interfere to the least possible extent with the light signals and must in no way affect the elevation of the beams or the contrast between the red and white signals. The construction of the light units must 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.
9.9.3.7 Approach slope and elevation settings of light beams. The approach slope and elevation settings of light beams must be such that:
(a) An approach slope that is operationally satisfactory is to be selected for each runway. The standard approach slope is 3º (1:19 nominal), and with an eye height over threshold of 15 m.
(b) When the runway on which a T-VASIS is provided is equipped with an ILS, the siting and elevation of the light units must be such that the T- VASIS approach slope is compatible with the ILS glide path. A T-VASIS eye-height over the threshold 1 m higher than the ILS glide path has been found to satisfy most aeroplanes.
(c) The light beams from the corresponding light units on opposite sides of the runway must have the same recognition angle. The fly-up and fly- down light units of the ‘T’ must appear with uniform steps as the approach slope changes.
(d) The elevation of the beams of the wing bar light units on both sides of the runway must be the same. The elevation of the top of the beam of the fly-up light unit nearest to each wing bar, and the bottom of the
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beam of the fly-down light unit nearest to each wing bar, must be equal and must correspond to the approach slope. The cut-off angle of the top of the beams of successive fly-up units shall decrease by 5’(±½’) of arc in angle of elevation at each successive unit away from the wing bar. The cut-in angle of the bottom of the beam of the fly-down light units must increase by 7’(±½’) of arc at each successive unit away from the wing bar.
(e) The elevation setting of the top of the red light beams of the wing bar and fly-up light units must be such 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 area by a safe margin, if any such light did not appear red.
9.9.3.8 Clearance from movement areas. Light unit must not be sited closer than 15 m from the edge of the runway. Light units should be sited at least 15 m from the edge of a taxiway but should circumstances require units to be closer than this distance the particular case should be referred to CASA.
9.9.3.9 System dimensions. Tabulated below are system dimensions, with allowable tolerances. These values apply to design, installation and subsequent maintenance:
Table 9.9-1
Item | Standard | Allowable Tolerance |
Eye height over threshold | 15 m 1,² | +1 m –3 m |
Approach slope 3 | 3° (1: 19 nominal) |
|
Distance of longitudinal line of light units from runway edge 4 | 30 m | ±3 m |
Leg light unit spacing | 45 m 90 m | ±4.5 m ±9 m |
Clearance from pavements | 15 m 5 |
|
Alignment of each light unit | Parallel to runway centreline | ±1° |
Light units in a wing bar Fronts of light units Height of light units |
Aligned Aligned |
±25 mm ±25 mm |
Levelling of light units | Level | To the accuracy of the precision engineers level. 6 |
1 When the runway on which a T-VASIS is provided is equipped with an ILS, the siting and elevations of the T- VASIS shall be such that the visual approach slope conforms as closely as possible to the Glide Path of the ILS. 2 A T-VASIS eye height over threshold 1 m higher than the ILS Glide Path satisfies most aircraft. 3 The use of a different approach slope requires prior approval from CASA. 4 The edge of the runway is defined as the distance from the runway centreline, which is half the nominal width of the runway and ignores sealed shoulders. 5 A minimum clearance between any part of a T-VASIS light unit (but not the foundation slab) and an adjacent runway or taxiway pavement. 6 This includes end-for-ending the level to ensure no inaccuracy of the instrument. | ||
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9.9.3.10 The aerodrome operator must ensure that the immediate surround of each unit is kept free of grass. Tall grass immediately in front of the light unit could provide conflicting light signals. Grass growing near to the box on any side could result in the fine settings being disturbed during power mowing operations.
9.9.3.11 Current settings. The following information is provided for guidance only of aerodrome operators. For existing installations, the recommended lamp current, the approximate series current and approximate light intensities are shown in Table 9.9-2 and Table 9.9-3.
Table 9.9-2: Using 021027.8 (V1/418) Day Lamps and 020946-1 (V1/312) Night Lamps
Intensity stage | Lamp Current | Series Circuit Current | Light Unit Intensity |
6 | 6.2 amps | 6.2 amps | 80,000 cd |
5 | 5.0 amps | 5.0 amps | 20,000 cd |
4 | 4.0 amps | 4.0 amps | 5,000 cd |
3 | 2.4 amps | 6.1 amps | 450 cd |
2 | 2.05 amps | 5.2 amps | 140 cd |
1 | 1.65 amps | 4.2 amps | 50 cd |
Note:For intensity stage 6, experiments have shown that lamp current down to 6.05 amps did not adversely affect visual acquisition from the 4 NM range in bright sunlight conditions. Hence if preservation of lamp life is desired, reduction of lamp current for stage 6 down to 6.05 amps is acceptable. | |||
Table 9.9-3: Using 020975.2 (V1/353) Day Lamps (with 074315.4 (Y9/1846) transformer) and 020946-1 (V1/312) Night Lamps
Intensity stage | Lamp Current | Series Circuit Current | Light Unit Intensity |
6 | 6.85 amps | 5.4 amps | 80,000 cd |
5 | 5.65 amps | 4.5 amps | 20,000 cd |
4 | 4.8 amps | 3.8 amps | 5,000 cd |
3 | 2.4 amps | 6.1 amps | 450 cd |
2 | 2.05 amps | 5.2 amps | 140 cd |
1 | 1.65 amps | 4.2 amps | 50 cd |
Note: For intensity stage 6, experiments have shown that lamp current down to 6.35 amps did not adversely affect visual acquisition from the 4 NM range in bright sunlight conditions. Hence if preservation of lamp life is desired, reduction of lamp current for stage 6 down to 6.35 amps is acceptable. | |||
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9.9.4.1 The PAPI system must consist of a row, also termed ‘wing bar’, of 4 equally spaced sharp transition multi-lamp (or paired single lamp) units. The system must be located on the left side of the runway, as viewed by an aircraft approaching to land, unless it is impracticable to do so.
9.9.4.2 The PAPI system must be sited and adjusted so that a 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;
(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.
9.9.4.3 Where it is impracticable to install the PAPI on the left side of the runway, and it has been installed on the right, the usual order of the light units must be reversed, so that the on-slope indication is still given by the two units nearest the runway showing red.
9.9.4.4 Where a double-sided PAPI is provided, indications seen by the pilot must be symmetrical.
9.9.4.5 Siting a PAPI. The following requirements are applicable to the siting of a PAPI:
(a) The light units must be located as in the basic configuration illustrated in Figure 9.9-3, subject to the installation tolerances given therein.
(b) The light units forming a wing bar must be mounted so as to appear to a pilot of an approaching aeroplane to be substantially in a horizontal line. The light units must be mounted as low as possible and must be frangible.
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Figure 9.9-3: Siting of PAPI Light Units
Notes:1. The edge of the runway is defined as the distance from the runway centreline, which is half the nominal width of the runway and ignores sealed shoulders.
2. In the case of runways where the row of edge lights is located beyond the standard 3 m specified in 9.10.5.1, for example those runways in accordance with the Note following 9.10.5.1, or those in accordance with 9.10.5.2, the PAPI should be located with the inner light unit 13 ±1 m from the line of the edge lights, rather than 15±1 m from the runway edge. (The reason for this is because reducing the spacing between PAPI light units results in a reduction in usable range of the system.) In the case of the Note following 9.10.5.1, when the runway edge lights are relocated to the standard location, the PAPI should also be relocated to the standard location.
9.9.4.6 Characteristics of the PAPI light units. The characteristics of the PAPI light units must be such that:
(a) The system must be suitable for both day and night operations.
(b) The colour transition from red to white in the vertical plane must be such that 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'.
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(c) At full intensity the red light must have a Y co-ordinate not exceeding 0.320.
(d) The light intensity distribution of the light units must be as shown in Figure 9.9-4.
(e) Suitable intensity control must be provided to allow adjustment to meet the prevailing conditions and to avoid dazzling the pilot during approach and landing.
(f) Each light unit must be capable of adjustment in elevation so that the lower limit of the white part of the beam may be fixed at any desired angle of elevation between 1°30' and at least 4°30' above the horizontal.
(g) The light units must be so designed that deposits of condensation, snow, ice, dirt, etc., on optical transmitting or reflecting surfaces must interfere to the least possible extent with the light signals and must not affect the contrast between the red and white signals and the elevation of the transition sector.
Figure 9.9-4: Light intensity distribution of PAPI
Notes:1. These curves are for minimum intensities in red light.
2. The intensity value in the white sector of the beam is no less than 2 and may be as high as 6.5 times the corresponding intensity in the red sector.
9.9.4.7 Approach slope and elevation setting of light units. The requirements for the approach slope and elevation setting of light units are:
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(a) The approach slope, as defined in Figure 9.9-5, must be appropriate for use by the aeroplanes using the approach. The standard approach slope is 3°.
(b) When the runway on which a PAPI is provided is equipped with an ILS, the siting and elevation of the light units must be such that the PAPI approach slope conforms as closely as possible with the ILS glide path.
(c) The angle of elevation settings of the light units in a PAPI wing bar must 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. See 9.9.2.4(a) concerning the raising of the approach slope.
(d) The azimuth spread of the light beam must be suitably restricted where an object located outside the obstacle assessment surface of the PAPI system, but within the lateral limits of its light beam, is found to extend above the plane of the obstacle assessment surface and an aeronautical study indicates that the object could adversely affect the safety of operations. The extent of the restriction must be such that the object remains outside the confines of the light beam.
(e) Where a double-sided PAPI is provided, corresponding units must be seen at the same angle so that the signals of each wing bar change symmetrically at the same time.
Figure 9.9-5: Light beams and angle of elevation setting for PAPI 3° approach slope
(a) The optimum distance of PAPI wing bar from the runway threshold is determined by:
(i) the requirement to provide adequate wheel clearance over the threshold for all types of aircraft landing on the runway;
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(ii) the operational desirability that PAPI is compatible with any non- visual glide path down to the minimum possible range and height; and
(iii) any difference in elevation between the PAPI units and the runway threshold.
(b) The distance of the PAPI units from the threshold may have to be modified from the optimum after consideration of:
(i) the remaining length of runway available for stopping the aircraft; and
(ii) obstacle clearance.
(c) Table 9.9-4 specifies the standard wheel clearance over the threshold for the most demanding amongst the aircraft regularly using the runway, for four aircraft eye-to-wheel height groups. Where practicable, the standard wheel clearance shown in column (2) must be provided.
(d) Where the landing run may be limited, especially at smaller aerodromes, a reduction in wheel clearance over the threshold may be more acceptable than a loss of landing distance. The special minimum wheel clearance shown in column (3) may be used in such a situation, if an aeronautical study indicates such reduced clearances to be acceptable. As guidance, these wheel clearances are unlikely to be acceptable where there are objects under the approach near the threshold, such as approach light supporting structures, boundary fences, roads, etc.
(e) The final location of the units is determined by the relationship between the approach angle, the difference in levels between threshold and the units, and the minimum eye height over the threshold (MEHT). The angle M used to establish the MEHT is 2’ of arc less than the setting angle of the unit which defines the lower boundary of the on-slope indication, i.e. unit B, the third unit from the runway. See Figure 9.9-6.
(f) Where a PAPI is installed on a runway not equipped with an ILS, the distance D1 shall be calculated to ensure that the lowest height at which a pilot will see a correct approach path indication provides the wheel clearance over the threshold specified in Table 9.9-4 for the most demanding amongst aeroplanes regularly using the runway.
(g) Where a PAPI is installed on a runway equipped with an ILS, the distance D1 shall be calculated to provide the optimum compatibility between the visual and non-visual aids for the range of eye-to-antenna heights of the aeroplanes regularly using the runway.
(h) If a wheel clearance greater than that that specified in 9.9.4.8(f) is required for specific aircraft, this can be achieved by increasing D1.
(i) Distance D1 shall be adjusted to compensate for differences in elevation between the lens centres of the light units and the threshold.
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(j) PAPI units must be the minimum practicable height above ground, and not normally more than 0.9 m. All units of a wing bar should ideally lie in the same horizontal plane; however, to allow for any transverse slope, small height differences of no more than 50 mm between light units are acceptable. A lateral gradient not greater than 1.25% can be accepted provided it is uniformly applied across the units.
Table 9.9-4: Wheel clearance over threshold for PAPI
Eye-to-wheel height of aeroplane in the approach configuration a | Standard wheel clearance (metres)b | Special minimum wheel clearance (metres)c, d |
(1) | (2) | (3) |
Up to but not including 3 m | 6 | 3 |
3 m up to but not including 5 m | 9 | 4 |
5 m up to but not including 8 m | 9 | 5 |
8 m up to but not including 14 m | 9 | 6 |
a In selecting the eye-to-wheel height group, only aeroplanes meant to use the system on a regular basis shall be considered. The most demanding amongst such aeroplanes shall determine the eye-to- wheel height group. b Where practicable, the standard wheel clearance shown in column (2) shall be provided. c The wheel clearance may be reduced to not less than those in column (3) with specific agreement of CASA, where an aeronautical study indicates that such reduced wheel clearances are acceptable. d Where the Special Minimum wheel clearance is provided at a displaced threshold it shall be ensured that the corresponding Standard wheel clearance specified in column (2) will be available when an aeroplane at the top end of the eye-to-wheel height group chosen overflies the extremity of the runway. | ||
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Key
θ – approach slope angle
D1 – distance of PAPI from threshold METH – minimum eye height over threshold
M – angle determining METH
Figure 9.9-6: The arrangement of a PAPI system and the resulting display
(a) Decide on the required approach slope. The standard approach slope is 3°.
(b) On runways where no ILS is installed, refer to Table 9.9-4 to determine the aeroplane eye-to-wheel group and the wheel clearance to be provided at the threshold. The MEHT, which provides the appropriate wheel clearance over the threshold, is established by adding the approach configuration eye-to-wheel height of the most demanding amongst the aircraft regularly using the runway to the required threshold wheel clearance.
(c) The calculation of the nominal position of the PAPI is made on the assumption that the PAPI units are at the same level as the runway
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centreline adjacent to them, and this level, in turn, is the same as that of the runway threshold. The nominal distance of the PAPI is derived by multiplying the required MEHT by the cotangent of the angle M in Figure 9.9-6.
(d) Where there is a difference in excess of 0.3 m between the elevation of the runway threshold and the elevation of unit B at the nominal distance from the threshold, it will be necessary to displace the PAPI from its nominal position. The distance will be increased if the proposed site is lower than the threshold and will be decreased if it is higher. The required displacement is determined by multiplying the difference in level by the cotangent of the angle M.
(e) Where a PAPI is installed on a runway equipped with an ILS, the distance D1 must be equal to that between the threshold and the effective origin of the ILS glide path, plus a correction factor for the variation of eye-to-antenna heights of the aeroplanes concerned. The correction factor is obtained by multiplying the average eye-to-antenna height of those aeroplanes by the cotangent of the approach angle. The PAPI is then aimed at the same angle as the ILS glide slope. Harmonization of the PAPI signal and the ILS glide path to a point closer to the threshold may be achieved by increasing the width of the PAPI on-course sector from 20' to 30'. However, the distance D1 must be such that in no case will the wheel clearance over the threshold be lower than specified in column (3) of Table 9.9-4.
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9.10.1.1 A runway edge lighting system may be of the following type:
(a) low intensity – a single intensity lighting system suitable for a non- instrument runway or a non-precision approach runway. This is provided at an aerodrome where there is no appropriate person, such as an air traffic controller, certified air/ground radio operator, or similar, to adjust the intensity settings of the lights;
(b) medium intensity – a 3-stage intensity lighting system suitable for a non-instrument runway or a non-precision approach runway. This is
provided to enhance the lighting system particularly in marginal weather conditions. This system cannot be used at an aerodrome that does not have air traffic services or similar personnel.
Note: This requirement is for controlling light intensity during the landing phase. This section is not to be confused with lighting systems controlled by a photo-electric cell which can provide Day, Twilight and Night intensity settings based on ambient conditions.
(c) high intensity – a 5 or 6 stage intensity lighting system which is suitable for precision approach runways. This system cannot be used at an aerodrome that does not have air traffic services or similar personnel.
9.10.2.1 Runway edge lights must be provided for a runway intended for use at night or for a precision approach runway intended for use by day or night.
9.10.2.2 Runway edge lighting must meet the following operational requirements:
(a) for every runway intended for use at night, omnidirectional lights meeting the characteristics requirements of 9.10.6 shall be provided to cater for both visual circling after an instrument approach to circling minima, and circuits in VMC;
(b) for a precision approach runway, in addition to (a) above, unidirectional lights meeting the characteristics requirements of 9.10.7, and 9.10.8, if applicable, shall also be provided.
Note: Successful past practice has been for separate light fittings, one to satisfy the omnidirectional characteristic, and another to satisfy the unidirectional characteristic, to be provided.
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9.10.3.1 Runway edge lights must be placed along both sides of the runway, in two parallel straight rows equidistant from the centreline of the runway, commencing one-light spacing from the threshold and continuing to one-light spacing from the runway end.
9.10.4.1 The longitudinal spacing of runway edge lights must be uniform and be:
(a) for an instrument runway, 60 m +0 / -5 m;
(b) for a non-instrument runway, 90 m ± 10 m, or 60 m +0 / -5 m if there is an intention to upgrade the runway to an instrument runway at some time in the future.
(c) for non-precision instrument runways intended to be used in visibility conditions of 1.5 km or greater, where existing edge lights are spaced at 90 m ±10 m, it is acceptable to retain this spacing until the next replacement or improvement of the edge lighting system. (This situation typically arises from an existing non-instrument runway being upgraded to a non-precision instrument runway, but without re-installing the runway edge lights to the 60 m +0 / -5 m standard.)
Note: 1. With GPS technology, virtually any runway can become an instrument runway. Accordingly, it is recommended that any new runway edge lights should be spaced in accordance with Paragraph 9.10.4.1(a)
2. Existing lights spaced in accordance with previous standards of 200 ft or 300 ft imperial measurements may exceed 60 m or 100 m respectively. They are deemed to comply with the standards of this Paragraph, until the next replacement or upgrade of the edge lighting system.
9.10.4.2 Where the runway is a non-instrument or a non-precision instrument runway, and it is intersected by other runways or taxiways:
(a) within 600 m of the threshold, lights may be spaced irregularly, but not omitted, and
(b) more than 600 m from the threshold, lights may be spaced irregularly or omitted, but no two consecutive lights may be omitted;
provided that such irregular spacing or omission does not significantly alter the visual guidance available to a pilot using the runway.
9.10.4.3 Runway edge lights must not to be omitted on a precision approach runway.
9.10.4.4 Where a runway edge light cannot be omitted, inset runway edge lights must be provided in place of elevated lights.
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9.10.4.5 Unless a light is omitted or displaced in accordance with Paragraph 9.10.4.2, a runway edge light must be aligned with a light on the opposite side of the runway.
9.10.5.1 Subject to Paragraph 9.10.5.2, runway edge lights must be placed along the edges of the area declared for use as the runway or outside the edges of the area at a distance of not more than 3 m.
Note: Existing edge lights located beyond 3 m from the edge of runway as a result of a reduction in the declared runway width do not need to be relocated until they are being replaced.
9.10.5.2 If the width of a runway is less than 30 m in width, the runway edge lights must be placed as if the runway is 30 m in width, and in accordance with Paragraph 9.10.5.1.
9.10.5.3 If a runway is provided with both low or medium intensity and high intensity runway light units, the row of high intensity light units shall be placed closer to the runway centreline. The two rows of light units are to be parallel, separated by a distance of at least 0.5 m.
9.10.6.1 Low intensity and medium intensity runway edge lights must be fixed omnidirectional lights that show variable white. Elevated omnidirectional lights must have light distribution that is uniform for the full 360° horizontal coverage. Where elevated lights are impracticable and inset lights are used, the photometric characteristics of the inset lights are to be as close as practicable to those of the elevated lights.
9.10.6.2 The minimum light intensity for low intensity runway edge lights is to be in accordance with Section 9.11, Figure 9.11-1. The main beam, between 0º and 7º above the horizontal, is to have a minimum average intensity of not less than 100 cd, and a maximum average intensity of not more than 200 cd.
9.10.6.3 Low intensity runway edge lights are to have a single intensity for all lights in the same runway lighting system.
9.10.6.4 The minimum light intensity for medium intensity runway edge lights is to be in accordance with Section 9.11, Figure 9.11-2. The main beam, between 0º and 7º above the horizontal, is to have a minimum average intensity of not less than 200 cd, and a maximum average intensity of not more than 600 cd.
9.10.7.1 High intensity runway edge lights must be fixed unidirectional lights with the main beam directed towards the threshold.
9.10.7.2 High intensity runway edge light beam coverage shall be toed in towards the runway as follows:
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(a) 3.5° in the case of a 30-45 m wide runway;
(b) 4.5° in the case of a 60 m wide runway.
9.10.7.3 High intensity runway edge lights must show variable white except for those located within 600 m from the runway end which must show yellow.
9.10.7.4 The minimum light intensity for high intensity runway edge lights that show variable white is to be in accordance with Section 9.11
(a) Figure 9.11-3 for 30 m to 45 m wide runways; and
(b) Figure 9.11-4 for 60 m wide runways.
9.10.7.5 The minimum light intensity for high intensity runway edge lights that show yellow is the standard set out in Figure 9.11-3 or Figure 9.11-4, whichever is applicable, multiplied by 0.4.
9.10.8.1 On a runway where high intensity edge lights are intended to be used from either direction, separate high intensity runway edge light fittings may be provided back-to-back, or bidirectional light fittings with the correct toe-in angle built in, may be used.
9.10.9.1 Runway threshold lights must be provided on a runway that is equipped with runway edge lights.
9.10.10.1 Runway threshold lights must be located in a straight line at right angles to the centreline of the runway and:
(a) when the threshold is at the extremity of a runway – as near to the extremity as possible and not more than 3 m outside, or 1 m inside of the extremity; or
(b) when the threshold is a displaced threshold – at the displaced threshold with a tolerance of ± 1 m.
9.10.11.1 Low and medium intensity runway threshold lights are to consist of:
(a) 2 omnidirectional lights, one at each end of the threshold and in line with the runway edge lights; and
(b) 6 unidirectional lights at equal intervals between the 2 omnidirectional lights.
9.10.11.2 The 6 unidirectional lights are to be inset lights if:
(a) the threshold is a permanently displaced threshold; or
(b) the threshold is also equipped with high intensity threshold lights; or
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(c) it is impractical for elevated lights to be installed.
9.10.11.3 Aerodromes used predominantly for training and general aviation, may choose to use an alternative pattern of low intensity or medium intensity runway threshold lights.
9.10.11.4 The alternative pattern is not suitable for aerodromes used predominantly by aircraft having a take-off weight greater than 5,700 kg, nor is it suitable for aerodromes where commercial air transport jet propelled aeroplanes operate.
9.10.11.5 The alternative pattern consists of:
(a) 6 elevated lights arranged in 2 groups of 3 equally spaced lights, with the distance between the 2 groups equal to half the lateral distance between the 2 rows of runway edge lights; and.
(b) The outer lights on either side shall be omnidirectional green lights, and the inner 4 lights shall be unidirectional green lights (or bidirectional green/red lights when the same light fittings are used for runway end lights).
9.10.12.1 High intensity runway threshold lights must consist of:
(a) 2 unidirectional lights, one at each end of the threshold and in line with the row of runway edge lights; and
(b) unidirectional lights uniformly spaced between the 2 outer lights, at intervals of not more than 3 m. These lights must be inset lights.
9.10.13.1 Low intensity and medium intensity runway threshold lights must have the following characteristics:
(a) the outermost light on each side must be a fixed omnidirectional light showing green;
(b) the inner lights must be fixed unidirectional lights showing green in the direction of approach over not less than 38° or more than 180° of azimuth;
(c) the light distribution in the direction of approach must be as close as practicable to that of the runway edge lights;
(d) the intensity of the green lights must be in the range of 1 to 1.5 times the intensity of the runway edge lights.
Note: Older installations with the intensity of green light in the range of
0.5 to 1 times the intensity of the runway edge lights are acceptable, until the next replacement or upgrade of the runway and/or threshold lighting system.
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9.10.14.1 High intensity runway threshold lights must be fixed lights showing green in the direction of approach with a minimum light intensity in accordance with Section 9.11, Figure 9.11-5.
(a) On a precision approach runway, if it is operationally required that an increase in the conspicuity of the threshold at night be provided, the threshold may be provided with threshold wing bars.
(b) Where provided, threshold wing bars must be symmetrically disposed on either side of the threshold:
(i) each wing bar is to consist of 5 lights at 2.5 m apart;
(ii) at right angles to the runway centreline; and
(iii) with the inner most light of each wing bar aligned with the row of runway edge lights on that side of the threshold.
(a) Threshold wing bars must have the following characteristics:
(i) be fixed unidirectional lights showing green in the direction of approach; and
(ii) the minimum light intensity is to be in accordance with Section 9.11, Figure 9.11-6.
(b) If it is impracticable to use elevated lights, inset lights may be used, however, inset and elevated lights must not be used in the same threshold wing bar.
(a) At an aerodrome where it is difficult to locate a runway threshold from the air during the day such as in the case of a displaced threshold or an aerodrome with complex runway/taxiway layout in the vicinity of the threshold, runway threshold identification lights may be required.
Note: Runway threshold identification lights may also assist pilot acquisition of a threshold during twilight hours and at night. During these periods the lights need to be controlled such that an approaching pilot will not be dazzled by the flashing lights.
(b) Runway threshold identification lights must be provided, during the day, to mark a temporarily displaced threshold of a runway serving international jet propelled aeroplanes conducting air transport operations.
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Note: Runway threshold identification lights may also be used to mark the temporarily displaced thresholds of other runways. When used, the need for temporarily displaced threshold V-bar markings is normally waived.
9.10.15.4 Location of runway threshold identification lights. Because of their nature and use, runway threshold identification lights can have more flexibility in their installation location than other visual aids. Advantage can be taken of this particularly when they are provided on temporary displaced thresholds, to site them clear of existing facilities, and works areas.
9.10.15.5 Where provided, one light unit shall be on each side of the runway, equidistant from the runway centreline, on a line perpendicular to the runway centreline. The optimum location of the light units shall be 12 to 15 m outside each line of runway edge lights, and in line with the threshold. The light units may be located laterally up to 20 m from the line of runway edge lights and longitudinally up to 12 m prior to the threshold. Each light unit shall be a minimum of 12 m from the edge of taxiways and runways. The elevation of both light units shall be within 1 m of a horizontal plane through the runway centreline, with the maximum height above ground not exceeding 1 m.
9.10.15.6 Characteristics of runway threshold identification lights. Runway threshold identification lights must have the following characteristics:
(a) be flashing lights;
(b) the light flashes are synchronised with a normal flash rate of 100-120 per minute;
(c) the colour of the lights is white;
(d) a minimum range in bright sunlight of approximately 7 km; and
(e) the beam axis of each light unit shall be aimed 15° outward from a line parallel to the runway centreline and inclined at an angle of 10° above the horizontal.
Note: L-849 A and E light units specified in FAA AC 150/5345-51 ‘Specification for Discharged -Type of Flashing Light Equipment’ are xenon strobe type of lights suitable for use as runway threshold identification lights.
9.10.15.7 Temporarily displaced threshold lights for use at night. Temporarily displaced threshold lights must be provided at night to identify the new threshold location when the threshold of a runway is temporarily displaced.
9.10.15.8 Location of temporarily displaced threshold lights. Temporarily displaced threshold lights must be provided on each side of the runway:
(a) in line with the displaced threshold:
(b) at right angles to the runway centreline; and
(c) with the innermost light on each side aligned with the row of runway edge lights on that side of the threshold.
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9.10.15.9 Characteristics of temporarily displaced threshold lights. Temporarily displaced threshold lights must have the following characteristics:
(a) each side must consist of 5 lights except that 3 lights per side is sufficient if the runway width is 30 m or less;
(b) the lights must be spaced at 2.5 m apart;
(c) the innermost light of each side must be a fixed omnidirectional light showing green in all angles of azimuth;
(d) the outer 4 or 2 lights, as appropriate, of each side must be fixed unidirectional lights showing green in the direction of approach, over not less than 38° or more than 180° of azimuth;
(e) the light distribution in the direction of approach must be as close as practicable to that of the runway edge lights;
(f) the light intensity must be as close as practicable to 1.5 times, and not less than, that of the runway edge lights.
Note: Temporary displaced threshold lights are associated only with low intensity or medium intensity runway lighting systems. They are not associated with high intensity runway lighting systems. If a precision approach runway has the threshold temporarily displaced, it renders ILS unavailable for precision approaches, which changes the runway to a non-precision or non-instrument runway.
(a) If the part of runway located before a displaced threshold is available for aircraft use, i.e. for take-offs, and landings from the opposite direction, runway edge lights in this part of runway must:
(i) show red in the direction of approach to the displaced threshold; and
(ii) show white in the opposite direction, or yellow as appropriate for a precision approach runway.
(b) The intensity of the red runway edge lights required under Paragraph 9.10.15.10(a) must not be less than one-quarter, and not more than one-half, that of the white runway edge lights.
(c) Runway edge lights may be bidirectional light fittings or separate light fittings installed back to back.
(d) If the portion of runway before a displaced threshold is closed to aircraft operations, all the runway lights thereon must be extinguished.
9.10.16.1 Runway end lights must be provided on a runway equipped with runway edge lights.
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9.10.17.1 Runway end lights must be located in a straight line at right angles to the runway centreline, and:
(a) when the runway end is at the extremity of the runway – as near to the extremity as possible and not more than 3 m outside, or 1 m inside the extremity;
(b) when the runway end is not at the extremity of the runway – at the runway end, with a tolerance of ± 1 m.
9.10.18.1 The pattern of runway end lights must consist of:
(a) 6 lights spaced at equal intervals between the rows of runway edge lights; or
(b) if the runway is provided with the alternative threshold light pattern, the threshold pattern.
9.10.19.1 Low intensity and medium intensity runway end lights must have the following characteristics:
(a) the lights must be fixed unidirectional showing red in the direction of the runway over not less than 38° or more than 180° of azimuth;
(b) the intensity of the red light must not be less than one-quarter, and not more than one-half, that of the runway edge lights;
(c) the light distribution in the direction of the runway must be as close as practicable to that of the runway edge lights.
9.10.19.2 Low intensity and medium intensity runway end lights must be inset lights if:
(a) the runway is also equipped with high intensity runway end lights; or
(b) it is impracticable for elevated lights to be installed.
9.10.19.3 If the runway end coincides with the runway threshold, bidirectional light fittings may be used or separate light fittings installed back to back.
9.10.20.1 High intensity runway end lights must have the following characteristics:
(a) the lights must be inset, fixed unidirectional showing red in the direction of the runway; and
(b) the minimum light intensity must be in accordance with Section 9.11, Figure 9.11-7.
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9.10.21.1 Where an aircraft turning area is provided on a runway, the edge of the turning area must be provided with blue edge lights if the runway is provided with edge lights.
9.10.21.2 Runway turning area edge lights must be located not less than 0.6 m, and not more than 1.8 m, outside the edge of the turning area.
9.10.21.3 If the beginning of the splay into a runway turning area is more than 10 m from the previous runway edge light, a blue edge light must be located where the turning area commences.
9.10.21.4 Turning area edge lights must be provided to mark any change of direction along the side of the turning area.
9.10.21.5 Where a side of the turning area is longer than 30 m, equally spaced blue edge lights must be provided along that side, with spacing not exceeding 30 m.
9.10.21.6 Runway turning area edge lights must have the same characteristics as taxiway edge lights, in accordance with Paragraph 9.13.15.
9.10.22.1 Stopway lights must be provided on a stopway which is longer than 180 m and is intended for night use.
9.10.22.2 Stopway lights must be located along both sides of the stopway in line with the runway edge lights and up to the stopway end.
9.10.22.3 The spacing of stopway lights must be uniform and not more than that of the runway edge lights, with the last pair of lights located at the stopway end.
9.10.22.4 The stopway end must be further indicated by at least 2 stopway lights at equal intervals across the stopway end between the last pair of stopway lights.
9.10.22.5 Stopway lights must have the following characteristics:
(a) the lights must be fixed and unidirectional showing red in the direction of the runway, and not visible to a pilot approaching to land over the stopway;
(b) the light distribution in the direction of the runway must be as close as possible to that of the runway edge lights; and
(c) the intensity of the red light must not be less than one quarter, and not more than one half, that of the white runway edge lights.
9.10.23.1 Hold short lights must be provided on a runway which is intended to accommodate land and hold short operations (LAHSO).
9.10.23.2 Hold short lights must be at least 6 inset lights located across the runway as near to the hold short line as possible, and in any case not beyond, and not
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more than 3 m before the hold short line, which is at least 75 m from the centreline of the intersecting runway.
9.10.23.3 The hold short lights must be at right angles to the runway, and located symmetrically about the runway centreline, with the closest lights at 1.5 m from the centreline, and subsequent lights 3 m apart.
9.10.23.4 The hold short lights must be unidirectional, showing white in the direction of approach to the hold short position, and have photometric characteristics in accordance with Section 9.11, Figure 9.11-8.
9.10.23.5 The lights must occult, in unison, at between 25 and 35 cycles per minute. The illumination period shall be approximately 2/3, and the light suppression period shall be approximately 1/3, of the total period of each cycle.
Note: The illumination and suppression period will be affected by varying the light intensity. The FAA AC 150/5345-54 specified L-884 Power and Control Unit (PCU) is typically used to power LAHSO systems. The PCU pulses the lights by varying the voltage on the primary side of the series circuit. The light fixtures need to be isolated from the series circuit via 6.6/6.6 ampere isolating transformers. Typically, the PCU continuously switches the output current with an ‘on’ cycle duration of 1.35 ± 0.1 seconds, and an ‘off’ cycle duration of 0.8 ± 0.1 seconds.
9.10.23.6 Each bar of hold short lights must be individually controlled, provided with variable intensity setting, and technically monitored for serviceability, at the operator position of the ATC operator controlling the LAHSO operation.
9.10.23.7 Where secondary power is available, hold short lights must be connected to that power system, with changeover times not greater than for the runway lighting on the same runway.
9.10.24.1 Runway centreline lights must be provided on a precision approach runway Category II or III.
Note: Provision of runway centreline lights on a precision approach runway Category I where the width between the runway edge lights is greater than 50 m is recommended.
9.10.24.2 Runway centreline lights must be located from the threshold to the end at longitudinal spacing of approximately:
(a) 15 m on a runway intended for use in runway visual range conditions less than a value of 300 m; and
(b) 30 m on a runway intended for use in runway visual range conditions of 300 m or greater.
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9.10.24.3 The runway centreline lights may be offset by not more than 0.6 m from the true runway centreline, for maintenance of runway marking purposes.
9.10.24.4 The offset shall be on the left hand side of the landing aircraft, where practicable. Where the runway is used in both directions, the direction from which the majority of landings will take place shall prevail.
9.10.24.5 Runway centreline lights must be inset, fixed lights showing white from the threshold to a point 900 m from the runway end. From 900 m to 300 m from the runway end, the light pattern is to be two red lights followed by two white lights. For the last 300 m before the runway end, the lights must show red.
Note: The double red and white alternating light arrangement is for interleaving circuitry, to ensure that failure of part of the electrical system does not result in a false indication of the runway distance remaining.
9.10.24.6 The light intensity and distribution of runway centreline lights must be in accordance with:
(a) Section 9.11, Figure 9.11-8 — for 30 m spacing;
(b) Section 9.11, Figure 9.11-9 — for 15 m spacing.
9.10.25.1 Runway touchdown zone lights must be provided for a runway intended for precision approach Category II or III operations.
9.10.25.2 From paragraphs 9.7.3.8 and 9.7.3.9 above, it is implicit that touchdown zone lights must be provided where Category II and III approach lights are provided.
9.10.25.3 Runway touchdown zone lights must extend from the threshold for a distance of 900 m. The lighting is to consist of a series of transverse rows of lights, or barrettes, symmetrically located on each side of the runway centreline.
9.10.25.4 Each barrette must consist of three light units at 1.5 m apart. The innermost light of each barrette must be at 9 m from the true runway centreline.
9.10.25.5 The first pair of barrettes must be located at 60 m from the threshold. Subsequent barrettes must be spaced longitudinally at 60 m apart.
9.10.25.6 Runway touchdown zone lights must be inset, fixed unidirectional lights showing variable white.
9.10.25.7 Runway touchdown zone lights must be in accordance with Section 9.11, Figure 9.11-10.
9.10.26.1 Section 9.11, Figure 9.11-11 shows the method of establishing the grid points for calculating the average intensity of low and medium intensity runway lights for non-instrument and instrument non-precision approach runways.
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9.10.26.2 Section 9.11, Figure 9.11-12 shows the method of establishing grid points for calculating the average intensity of high intensity approach and runway lights for precision approach runways.
9.10.26.3 The average light intensity of the main beam of a light is calculated by:
(a) establishing grid points in accordance with the method shown in Section 9.11, Figure 9.11-11 or Figure 9.11-12, whichever is applicable.
(b) measuring the light intensity values at all grid points within and on the perimeter of the rectangle or ellipse representing the main beam;
(c) calculating the arithmetic average of the light intensity values as measured at those grid points.
9.10.26.4 The maximum light intensity value measured on or within the perimeter of the main beam must not to be more than three times the minimum light intensity value so measured.
9.10.27.1 The following points must be followed in the installation and aiming of light fittings:
(a) the lights are aimed so that there are no deviations in the main beam pattern, to within 1/2° from the applicable standard specified in this Chapter;
(b) horizontal angles are measured with respect to the vertical plane through the runway centreline;
(c) when measuring horizontal angles for lights other than runway centreline lights, the direction towards the runway centreline is to be taken to be positive;
(d) vertical angles specified are to be measured with respect to the horizontal plane.
9.10.28.1 Section 9.12 contains illustrations of runway lighting.
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9.11.1.1 The ellipses in each figure are symmetrical about the common vertical and horizontal axes.
9.11.1.2 Figure 9.11-1 to Figure 9.11-10 show the minimum allowable light intensities. The average intensity of the main beam is calculated by establishing the grid points as shown in Figure 9.11-11 or Figure 9.11-12, as appropriate, and using the intensity values measured at all grid points located within and on the perimeter of the ellipse representing the main beam. The average value is the arithmetic average of light intensities measured at all considered grid points.
9.11.1.3 No deviations are acceptable in the main beam pattern when the lighting fixture is properly aimed.
9.11.1.4 Average intensity ratio. The ratio between the average intensity within the ellipse defining the main beam of a typical new light and average light intensity of the main beam of a new runway edge light is to be as follows:
Figure 9.11-1 Low intensity runway edge lights 1.0 (white light)
Figure 9.11-2 Medium intensity runway edge
lights
Figure 9.11-3 High intensity runway edge lights
(where the width of runway is 30- 45 m)
Figure 9.11-4 High intensity runway edge lights
(where the width of runway is 60 m)
1.0 (white light)
1.0 (white light)
1.0 (white light)
Figure 9.11-5 High intensity threshold lights 1.0 to 1.5 (green light)
Figure 9.11-6 High intensity threshold wing bar
lights
1.0 to 1.5 (green light)
Figure 9.11-7 High intensity runway end lights 0.25 to 0.5 (red light)
Figure 9.11-8 High intensity runway centreline
lights (longitudinal spacing 30 m)
Figure 9.11-9 High intensity runway centreline
lights (longitudinal spacing 15 m)
0.5 to 1.0 (white light)
0.5 to 1.0 for CAT III (white light)
0.25 to 0.5 for CAT I, II (white light)
Figure 9.11-10 Runway touchdown zone lights 0.5 to 1.0 (white light)
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9.11.1.5 The beam coverages in the figures provide the necessary guidance for approaches down to an RVR of the order of 150 m and take-off to an RVR of the order of 100 m.
9.11.1.6 Horizontal angles are measured with respect to the vertical plane through the runway centreline. For lights other than centreline lights, the direction towards the runway centreline is considered positive. Vertical angles are measured with respect to the horizontal plane.
9.11.1.7 The light units are to be installed so that the main beam is aligned within one- half degree of the specified requirement.
9.11.1.8 On the perimeter of and within the ellipse defining the main beam, the maximum light intensity is not to be greater than three times the minimum light intensity value measured.
Y
degrees vertical
20
18
15
12
10
7
4
2
0
180 120 60 0 60 120 180
X
degrees horizontal
Figure 9.11-1: Isocandela Diagram for Omnidirectional Runway Edge Light - Low Intensity Runway Lighting System
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Y
degrees vertical
20
18
15
12
10
7
4
2
0
180 120 60 0 60 120 180
X
degrees horizontal
Figure 9.11-2: Isocandela Diagram for Omnidirectional Runway Edge Light - Medium Intensity Runway Lighting System
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Figure 9.11-3: Isocandela Diagram for High Intensity Runway Edge Lights where the Width of the Runway is 30 to 45 metres (White Light)
Notes: 1. Curves calculated on formula
2. Toe-in 3.5º
x y2
a2 b2 1
3. For yellow light multiply values by 0.4
4. See collective notes at Paragraph 9.11.1 for Figure 9.11-1 to Figure 9.11-10.
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Figure 9.11-4: Isocandela Diagram for High Intensity Runway Edge Lights where the Width of the Runway is 60 m (White Light)
Notes: 1. Curves calculated on formula
2. Toe-in 4.5º
x y2
a2 b2 1
3. For yellow light multiply values by 0.4
4. See collective notes at Paragraph 9.11.1 for Figure 9.11-1 to Figure 9.11-10.
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Figure 9.11-5: Isocandela Diagram for High Intensity Threshold Lights (Green Light)
Notes: 1. Curves calculated on formula
2. Toe-in 3.5º
x y2
a2 b2 1
3. See collective notes at Paragraph 9.11.1 for Figure 9.11-1 to Figure 9.11-10.
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Figure 9.11-6: Isocandela Diagram for High Intensity Threshold Wing Bar Lights (Green Light)
Notes: 1. Curves calculated on formula
2. Toe-in 2º
x y2
a2 b2 1
3. See collective notes at Paragraph 9.11.1 for Figure 9.11-1 to Figure 9.11-10.
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Y
degrees vertical
15
-10 -9
-7.5
-6 -5
0 5 6
7.5
9 10 X
Figure 9.11-7: Isocandela Diagram for High Intensity Runway End Lights (Red Light)
Notes: 1. Curves calculated on formula
x y2
a2 b2 1
2. See collective notes at Paragraph 9.11.1 for Figure 9.11-1 to Figure 9.11-10.
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Figure 9.11-8: Isocandela Diagram for High Intensity Runway Centreline Lights with 30 m Longitudinal Spacing (White Light)
Notes: 1. Curves calculated on formula
x y2
a2 b2 1
2. For red light multiply values by 0.15
3. See collective notes at Paragraph 9.11.1 for Figure 9.11-1 to Figure 9.11-10.
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Figure 9.11-9: Isocandela Diagram for High Intensity Runway Centreline Lights with 15 m Longitudinal Spacing (White Light)
Notes: 1. Curves calculated on formula
x y2
a2 b2 1
2. For red light multiply values by 0.15
3. See collective notes at Paragraph 9.11.1 for Figure 9.11-1 to Figure 9.11-10.
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Figure 9.11-10: Isocandela Diagram for Runway Touchdown Zone Lights (White Light)
Notes: 1. Curves calculated on formula
2. Toe-in 4º
x y2
a2 b2 1
3. See collective notes at Paragraph 9.11.1 for Figure 9.11-1 to Figure 9.11-10.
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Y
degrees vertical 8
Boundary of the Main Beam for an omni-directional light
7
6
5
4
3
2
1
0 • • •
• • • • •
180 150 120 90
60 30
0 30 60
90 120 150 180
X
degrees horizontal
Figure 9.11-11: Method of Establishing Grid Points to be used for the Calculation of Average Intensity of Runway Lights specified by Figure 9.11-1 and Figure 9.11-2
Y
degrees vertical
8
7
6
• • • •
•
• • • • •
Boundary of the Main Beam for a uni-directional light
5 • •
4 • • •
• • •
• • •
• • •
• • •
• • •
• • • •
3 • •
• • • •
• • • • • • •
1 • • • • • • • • •
0 •
-7 -6
-5 -4
-3 -2 -1 0 1 2 3
4 5 6
7
X
degrees horizontal
Figure 9.11-12: Method of Establishing Grid Points to be used for the Calculation of Average Intensity of Runway Lights specified by Figure 9.11-1 to Figure 9.11-10
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LEGEND | |
| White Green Red/Green |
Figure 9.12-1: Runway Edge Lights, Threshold Lights and Runway End Lights Low and Medium Intensity for Non-Instrument and Non-Precision Approach Runways
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Figure 9.12-2: Runway Edge Lights High Intensity for Precision Approach Runways
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Figure 9.12-3: Typical Runway Threshold and Runway End Lights High Intensity for Precision Approach Runways
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Figure 9.12-4: Typical Temporarily Displaced Threshold
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Figure 9.12-5: Typical Stopway Lights
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Where distance ‘A’ is longer than 30m, equally spaced lights not exceeding 30m spacing are to be included
Blue edge lights at the start of the splay are to be omitted where runway edge lights are located within 10m of the start of the splay
Figure 9.12-6: Typical Turning Area Edge Lights
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Figure 9.12-7: Typical Light Layout Where Runway Pavement is 23 m or 18 m wide
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9.13.1.1 Taxiway centreline lights must be provided on a taxiway intended for use in conjunction with an associated runway when the runway is used in precision approach Category II or III conditions, unless the aerodrome traffic density is light.
9.13.1.2 Taxiway centreline lights must be provided on a taxiway intended for use in conjunction with an associated runway when the runway is used in precision approach Category I conditions, unless the aerodrome layout is simple or the aerodrome traffic density is light.
9.13.1.3 Taxiway centreline lights must be used on a rapid exit taxiway.
9.13.1.4 Taxiway centreline lights may be used in other cases, if the aerodrome chooses. At aerodromes where the layout is complex, the use of taxiway centreline lights would be beneficial for surface movement.
9.13.2.1 Except for Paragraphs 9.13.3.1 and 9.13.4.1, taxiway edge lights must be provided at the edges of a taxiway and holding bays, intended for use at night and not provided with centreline lights.
9.13.2.2 Where additional visual cues are required to delineate apron edges at night, taxiway edge lights may be used. Examples of where this requirement may occur include, but are not limited to:
(a) aprons where taxi guidelines and aircraft parking position marking are not provided;
(b) aprons where apron floodlighting provides inadequate illumination at the edge of the apron; and
(c) where the edge of the apron is difficult to distinguish from the surrounding are at night.
9.13.3.1 For code letter A or B taxiways, reflective taxiway edge markers may be used instead of taxiway centreline or edge lights, or to supplement taxiway lights. However, at least one taxiway from the runway to the apron must be provided with taxiway lighting.
9.13.4.1 Taxiway lights are not required for an apron taxiway if the apron taxiway is illuminated by apron floodlighting meeting the standards specified in Section 9.16.
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9.13.5.1 As far as practicable, the provision of taxiway lights shall be such that taxying aircraft do not need to alternate between taxiway centreline and edge lights.
9.13.5.2 Where additional guidance is required to delineate taxiway edges, taxiway edge lights may be used to supplement taxiway centreline lights. When provided, taxiway edge lights must comply with Paragraphs 9.13.13 to
9.13.15. This may occur at, but is not limited to:
(a) rapid exit taxiways;
(b) taxiway curves;
(c) intersections;
(d) a narrower section of taxiway.
9.13.6.1 At an aerodrome with Air Traffic Service, taxiway lights with an average intensity within the main beam of more than 20 candela must be provided with intensity control in accordance with Paragraph 9.1.14.6, to allow adjustment of the lighting to suit ambient conditions.
9.13.6.2 If it is desired to illuminate only standard taxi routes during certain period of operations, for example during low visibility operations, the taxiway lighting may be designed to allow taxiways in use to be lit and those not in use to be unlit.
9.13.6.3 Where a runway forming part of a standard taxi-route is provided with runway lighting and taxiway lighting, the lighting systems must be interlocked to preclude the possibility of simultaneous operation of both forms of lighting.
9.13.7.1 Taxiway centreline lights must be located on the centreline of the taxiway or uniformly offset from the taxiway centreline by not more than 0.3 m.
Note: 1. The longitudinal spacing of centreline lights that will provide satisfactory guidance to pilots on curved sections of taxiway, including exit taxiways and fillets at intersections, is influenced by the width of the light beam from the centreline light fittings.
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2. Some taxiway centreline lights were introduced in Australian aerodromes before international standards for them were developed. Since then, international standards have been established, with lights having narrower beam spreads, and higher light intensity. Australia has now adopted the internationally accepted ICAO standards on taxiway centreline lights, recognising that international light manufacturers will be producing lights in compliance with these standards. To provide satisfactory guidance with these light fittings it is necessary to use longitudinal spacing that is less than previously used in Australia, particularly on curved sections.
3. There is no need to replace existing lights, or change the spacing of existing lights. The longitudinal spacing and photometric specifications herein are meant for all new taxiway centreline lights, and for replacement of existing light fittings with light fittings in compliance with ICAO standards.
9.13.8.1 Except for Paragraphs 9.13.8.2 and 9.13.9.1, the longitudinal spacing of taxiway centreline lights on a straight section of taxiway must be uniform and be not more than the values specified in Table 9.13-1 below:
Table 9.13-1 Maximum spacing on straight sections of taxiway
Type | General | Last 60 m before a runway or apron |
Taxiways used in conjunction with a non- instrument, non-precision, or a precision approach Category I runway | 60 m | 15 m |
Taxiways used in conjunction with a precision approach Category II runway | 30 m | 15 m |
Taxiways used in conjunction with a precision approach Category III runway | 15 m | 7.5 m |
9.13.8.2 For the purpose of taxiway centreline lighting, a straight section of taxiway that is less than 181 metres in length is considered a short straight taxiway. Taxiway centreline lights on a short straight section of taxiway must be spaced at uniform intervals of not more than 30 m.
9.13.8.3 In the case of an entry taxiway, the last light must not be more than 1 m outside the line of runway edge lights.
9.13.8.4 When a taxiway changes from a straight to a curved section, the taxiway centreline lights must continue on from the preceding straight section at a uniform distance from the outside edge of the taxiway.
9.13.8.5 The longitudinal spacing of taxiway centreline lights on a curved section of taxiway must be uniform and be not more than the values specified in Table 9.13-2.
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Table 9.13-2: Maximum spacing on curved sections of taxiway
Type | On curve with radius of 400 m or less | On curve with radius greater than 400 m | On straight section before and after the curve |
Taxiways used in conjunction with a non- instrument, non-precision, or a precision approach Category I or II runway | 15 m
See Note | 30 m | No special requirement. Use same spacing as on the rest of the straight section. |
Taxiways used in conjunction with a precision approach Category III runway | 7.5 m | 15 m | Same spacing as on the curve is to extend for 60 m before and after the curve |
Note: At a busy or complex taxiway intersection where additional taxiing guidance is desirable, closer light spacing down to 7.5 m should be used. | |||
9.13.9.1 Taxiway centreline lights on exit taxiways, other than rapid exit taxiways, must:
(a) start at the tangent point on the runway;
(b) have the first light offset 1.2 m from the runway centreline on the taxiway side; and
(c) be spaced at uniform longitudinal intervals of not more than 7.5 m.
9.13.10.1 Taxiway centreline lights on a rapid exit taxiway must:
(a) start at least 60 m before the tangent point;
(b) on that part of taxiway parallel to the runway centreline, be offset 1.2 m from the runway centreline on the taxiway side; and
(c) continue at the same spacing to a point on the centreline of the taxiway at which an aeroplane can be expected to have decelerated to normal taxying speed.
9.13.10.2 Taxiway centreline lights on a rapid exit taxiway must be spaced at uniform longitudinal intervals of not more than 15 m.
9.13.11.1 Taxiway centreline lights are to be inset, fixed lights showing green on:
(a) a taxiway other than an exit taxiway; and
(b) a runway forming part of a standard taxi-route.
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9.13.11.2 Taxiway centreline lights on exit taxiways, including rapid exit taxiways, must be inset, fixed lights:
(a) showing green and yellow alternately, from the point where they begin to the perimeter of the ILS or MLS critical area or the lower edge of the inner transitional surface, which ever is further from the runway; and
(b) showing green from that point onwards.
9.13.11.3 When viewed from the runway, the exit taxiway light nearest the perimeter or the lower edge of the inner transitional surface, whichever is further, must show yellow.
9.13.11.4 Where the taxiway centreline lights are used for both runway exit and entry purposes, the colour of the lights viewed by a pilot of an aircraft entering the runway must be green. The colour of the lights viewed by a pilot of an aircraft exiting the runway is to be green and yellow alternately. See
Figure 9.15-1.
9.13.12.1 The beam dimensions and light distribution of taxiway centreline lights must be such that the lights are visible only to pilots of aircraft on, or in the vicinity of, the taxiway.
9.13.12.2 The light distribution of the green taxiway centreline lights in the vicinity of a threshold must be such as not to cause confusion with the runway threshold lights.
9.13.12.3 On a taxiway intended for use in conjunction with a non-instrument, non- precision or a precision approach Category I or II runway, taxiway centreline lights must comply with the specifications set out in Section 9.14, Figure 9.14-1 or, whichever is applicable.
9.13.12.4 On a taxiway that is intended for use in conjunction with a precision approach Category III runway, the taxiway centreline lights must comply with the specifications set out in Section 9.14, Figure 9.14-3, Figure 9.14-4 or
Figure 9.14-5, whichever is applicable.
Notes: 1 Light units meeting the intensity standards of Figure 9.14-3, Figure 9.14-4 and Figure 9.14-5, are specifically designed for use in low visibility conditions. For the normal range of visibilities experienced most of the time in Australia, these lights, if operated on maximum intensity, would cause dazzle to pilots. If these lights are installed, it may be necessary to provide additional intensity control stages, or otherwise limit the maximum intensity at which they can be operated.
2 Very high intensity taxiway light units are also available. These lights can have main beam intensities of the order of 1800 cd. These lights are unsuitable for use in Australian conditions.
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9.13.13.1 Taxiway edge lights must be located along both sides of the taxiway, with edge lights along each edge located opposite the corresponding lights along the other edge, except as allowed for in Paragraph 9.13.13.2.
9.13.13.2 A taxiway light may be omitted if it would otherwise have to be located on an intersection with another taxiway or runway.
9.13.13.3 Taxiway edge lights must be located outside the edge of the taxiway, being:
(a) equidistance from the centreline except where asymmetric fillets are provided; and
(b) as close as practicable to 1.2 m from the taxiway edge, but no further than 1.8 m, or nearer than 0.6 m.
9.13.14.1 Spacing of taxiway edge lights must be in accordance with Figure 9.13-1 below:
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400
300
200
100
15 20
30 40
50 60
(min) (max)
Spacing at CL of Taxiway - metres
Figure 9.13-1: Longitudinal Spacing for Taxiway Edge Lights
9.13.14.2 On a curved section of taxiway, the edge lights must be spaced at uniform longitudinal intervals in accordance with Curve A in Figure 9.13-1 above.
9.13.14.3 On a straight section of taxiway, the edge lights must be spaced at uniform longitudinal intervals, not exceeding 60 m, in accordance with Curve B in Figure 9.13-1 above.
9.13.14.4 Where a straight section joins a curved section, the longitudinal spacing between taxiway edge lights must be progressively reduced, in accordance with Paragraphs 9.13.14.5 and 9.13.14.6, over not less than 3 spacings before the tangent point.
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9.13.14.5 The last spacing between lights on a straight section must be the same as the spacing on the curved section.
9.13.14.6 If the last spacing on the straight section is less than 25 m, the second last spacing on the straight section must be no greater than 25 m.
9.13.14.7 If a straight section of taxiway enters an intersection with another taxiway, a runway or an apron, the longitudinal spacing of the taxiway edge lights must be progressively reduced over not less than 3 spacings, before the tangent point, so that the last and the second last spacings before the tangent point are not more than 15 m and 25 m respectively.
9.13.14.8 The taxiway edge lights must continue around the edge of the curve to the tangent point on the other taxiway, the runway or apron edge.
9.13.14.9 Taxiway edge lights on a holding bay or apron edge are to be spaced at uniform longitudinal intervals not exceeding 60 m, and in accordance with Curve B in Figure 9.13-1.
9.13.15.1 Taxiway edge lights must be fixed omnidirectional lights showing blue. The lights must be visible:
(a) up to at least 30° above the horizontal; and
(b) at all angles in azimuth necessary to provide guidance to the pilot of an aircraft on the taxiway.
9.13.15.2 At an intersection, exit or curve, the lights must be shielded, as far as is practicable, so they cannot be seen where they may be confused with other lights.
9.13.15.3 The peak intensity of the blue edge lights must not be less than 5 candela.
Note: Runway guard lights are sometimes colloquially referred to as ‘wig wags’. The effectiveness of this lighting system has been successfully proven in a number of countries and this lighting system has been adopted by ICAO as a standard. Provision of runway guard lights will bring Australian aerodrome lighting in line with international practices. To allow relevant aerodrome operators sufficient time to introduce this lighting system, a deferred effective date for this standard is prescribed. However, provision of runway guard lights at an earlier date is permissible, and indeed, encouraged.
9.13.16.1 Runway guard light standards are applicable from 1 August 2004.
9.13.16.2 Runway guard lights must be provided at the intersection of a taxiway with a precision approach runway if stop bars are not provided at the intersection, and the runway is:
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(a) a precision approach Category I runway where the traffic density is heavy; or
(b) a precision approach Category II or III runway.
Note: For (a), consideration for deferment beyond 1 August 2004 may be given to an aerodrome which has a low incidence of Category I visibility conditions, and where the traffic density, though marginally heavy, consists of a large percentage of light aircraft movements. Aerodrome operators seeking such a deferment should submit an application which must be supported by a safety case study.
9.13.16.3 When introduced, runway guard lights must be used at all taxiways which allow access onto the runway. Where possible, they should be introduced at all taxiways at the same time. If they are introduced in stages, adequate provision must be made to ensure that there is no chance of confusion.
Note: Where a taxiway is used for exit only and cannot be used for entry to the runway, runway guard lights are not required.
9.13.17.1 There are two standard configurations of runway guard lights:
(a) Configuration A (or Elevated Runway Guard Lights) has lights on each side of the taxiway, and
(b) Configuration B (or In-pavement Runway Guard Lights) has lights across the taxiway.
9.13.17.2 Configuration A is the configuration to be installed in all cases; except that Configuration B, or both Configuration A and B, must be used where enhanced conspicuity of the taxiway/runway intersection is needed, for example;
(a) on complex taxiway intersections with a runway; or
(b) where holding position markings do not extend straight across the taxiway; or
(c) on a wide-throat taxiway where the Configuration A lights on both sides of the taxiway would not be within the normal field of view of a pilot approaching the runway guard lights.
9.13.17.3 Configuration A runway guard lights must be located on both sides of the taxiway, at the runway holding position closest to the runway, with the lighting on both sides:
(a) equidistant from the taxiway centreline; and
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(b) not less than 3 m, and not more than 5 m, outside the edge of the taxiway.
9.13.17.4 Configuration B runway guard lights must be located across the entire taxiway, including fillets, holding bays, etc. at the runway holding position closest to the runway, with the lights spaced at uniform intervals of 3 m.
9.13.18.1 Configuration A runway guard lights must consist of two pairs of elevated lights showing yellow, one pair on each side of the taxiway.
Note: To enhance visual acquisition:
(a) the centreline of lights in each pair should be separated by a horizontal distance that is not less than 2.5 times, and not more than 3 times, the radius of the individual lantern lens;
(b) each light should be provided with a visor to minimise extraneous reflection from the optical surfaces of the lanterns;
(c) the visors and the face of the light fitting surrounding the lantern lens should be black to minimise reflection and provide enhanced contrast;
(d) where additional isolation of the signal is required from the background, a black target board may be provided around the sides and top of the face of the light fitting.
9.13.18.2 Configuration B runway guard lights must consist of inset lights showing yellow.
9.13.18.3 The performance of Configuration A runway guard lights must comply with the following:
(a) the lights in each pair are to be illuminated alternately at between 30 and 60 cycles per minute;
(b) the light suppression and illumination periods of each light in a pair are to be of equal and opposite duration;
(c) the light beams are to be unidirectional and aimed so that the beam centres cross the taxiway centreline at a point 60 m prior to the runway holding position;
(d) the effective intensity of the yellow light and beam spread are to be in accordance with the specifications in Section 9.14, Figure 9.14-6.
9.13.18.4 The performance of Configuration B runway guard lights must comply with the following:
(a) adjacent lights are to be alternately illuminated and alternate lights are to illuminate in unison;
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(b) the lights are to be illuminated between 30 and 60 cycles per minute and the light suppression and illumination periods are to be equal and opposite in each light;
(c) the light beam is to be unidirectional and aligned so as to be visible to the pilot of an aeroplane taxying to the holding position.
(d) the effective intensity of the yellow beam and beam spread are to be in accordance with the specifications in Section 9.14, Figure 9.14-3.
9.13.19.1 Runway guard lights are to be electrically connected such that all runway guard lights protecting a runway can be turned on when the runway is active, day or night.
9.13.20.1 Intermediate holding position lights must be provided at the following locations:
(a) the runway holding position on a taxiway serving a runway equipped for night use when runway guard lights and/or stop bars are not provided;
(b) the holding position of a holding bay, where the holding bay is intended to be used at night;
(c) at taxiway/taxiway intersections where it is necessary to identify the aircraft holding position; and
(d) a designated intermediate holding position on a taxiway intended to be used at night.
Note: Provision of intermediate holding position lights for (c) and (d) is based on local air traffic control procedures requirements.
9.13.21.1 On a taxiway equipped with centreline lights, the intermediate holding position lights must consist of at least 3 inset lights, spaced 1.5 m apart, disposed symmetrically about, and at right angles to, the taxiway centreline, located not more than 0.3 m before the intermediate holding position marking or the taxiway intersection marking, as appropriate.
9.13.21.2 On a taxiway equipped with edge lights, the intermediate holding position lights must consist of 1 elevated light on each side of the taxiway, located in line with the taxiway edge lights and the runway holding position marking, intermediate holding position marking or taxiway intersection marking, as appropriate.
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9.13.22.1 Inset intermediate holding position lights must:
(a) be fixed, unidirectional lights showing yellow;
(b) be aligned so as to be visible to the pilot of an aircraft approaching the holding position;
(c) have light distribution as close as practicable to that of the taxiway centreline lights.
9.13.22.2 Elevated intermediate holding position lights must:
(a) be fixed, omnidirectional lights showing yellow;
(b) have light distribution as close as practicable to that of the taxiway edge lights.
9.13.23.1 A stop bar must be provided at every runway holding position serving a runway when it is intended that the runway will be used in Cat II or III conditions, if operational procedures at the aerodrome do not restrict the number of aircraft on the manoeuvring area to one at a time during Cat II or III conditions.
Note: As stop bars require direct ATC control, an aerodrome operator needs to consult with ATC before planning for their introduction.
9.13.23.2 Where provided, the control mechanism for stop bars must meet the operational requirements of the Air Traffic Service at that aerodrome.
9.13.24.1 A stop bar must:
(a) be located across the taxiway on, or not more than 0.3 m before, the point at which it is intended that traffic approaching the runway stop;
(b) consist of inset lights spaced 3 m apart across the taxiway;
(c) be disposed symmetrically about, and at right angles to, the taxiway centreline.
9.13.24.2 Where a pilot may be required to stop the aircraft in a position so close to the lights that they are blocked from view by the structure of the aircraft, a pair of elevated lights, with the same characteristics as the stop bar lights, must be provided abeam the stop bar, located at a distance of at least 3 m from the taxiway edge sufficient to overcome the visibility problem.
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9.13.25.1 A stop bar must be unidirectional and show red in the direction of approach to the stop bar.
9.13.25.2 The intensity and beam spread of the stop bar lights must be in accordance with the applicable specifications in Section 9.14, Figure 9.14-1 to Figure 9.14-5.
9.13.25.3 Selectively switchable stop bars must be installed in conjunction with at least three taxiway centreline lights (extending for a distance of at least 90 m from the stop bar) in the direction that it is intended for an aircraft to proceed from the stop bar.
9.13.25.4 The lighting circuit must be designed so that:
(a) stop bars located across entrance taxiways are selectively switchable;
(b) stop bars located across taxiways used as exit taxiways only are switchable selectively or in groups;
(c) when a stop bar is illuminated, any taxiway centreline lights immediately beyond the stop bar are to be extinguished for a distance of at least
90 m; and
(d) with control interlock and not manual control, when the centreline lights beyond the stop bar are illuminated the stop bar is extinguished and vice versa.
9.13.26.1 Where used in lieu of taxiway edge lights on a taxiway with code letter A or B, taxiway edge markers must be provided at least at the locations where taxiway edge lights would otherwise have been provided.
9.13.27.1 Taxiway edge markers must be retro-reflective blue.
9.13.27.2 The surface of a taxiway edge marker as viewed by the pilot must be a rectangle with a height to width ratio of approximately 3:1 and a minimum viewing area of 150 cm².
9.13.27.3 Taxiway edge markers must be lightweight, frangible and low enough to preserve adequate clearance for propellers and for the engine pods of jet aircraft.
9.13.28.1 Taxiway centreline markers may be used on sections of the taxiway as a supplement to taxiway edge markers or taxiway edge lights, e.g. on curves or intersections. When used, taxiway centreline markers must not be spaced greater than the spacing for centreline lights.
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9.13.29.1 Taxiway centreline markers must be retro-reflective green.
9.13.29.2 The marker surface as viewed by the pilot must be a rectangle and must have a minimum viewing surface of 20 cm².
9.13.29.3 Taxiway centreline markers must be able to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the markers themselves.
9.13.30.1 The average intensity of the main beam of a taxiway light is calculated by:
(a) establishing the grid points in accordance with the method shown in Section 9.14, Figure 9.14-7;
(b) measuring the light intensity values at all grid points located within and on the perimeter of the rectangle representing the main beam;
(c) calculating the arithmetic average of the light intensity values as measured at those grid points.
9.13.30.2 The maximum light intensity value measured on or within the perimeter of the main beam must not be more than three times the minimum light intensity values so measured.
9.13.31.1 The following points must be followed in the installation and aiming of light fittings:
(a) the lights are aimed so that there are no deviations in the main beam pattern, to within ½° from the applicable standard specified in this Chapter;
(b) horizontal angles are measured with respect to the vertical plane through the taxiway centreline;
(c) when measuring horizontal angles for lights other than taxiway centreline lights, the direction towards the taxiway centreline is to be taken to be positive;
(d) vertical angles specified are to be measured with respect to the horizontal plane.
9.13.32.1 Section 9.15: contains illustrations of taxiway lighting.
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9.14.1.1 Figure 9.14-1 to Figure 9.14-5 show candela values in green and yellow for taxiway centreline lights and red for stop bar lights.
9.14.1.2 Figure 9.14-1 to Figure 9.14-5 show the minimum allowable light intensities. The average intensity of the main beam is calculated by establishing grid points as shown in Figure 9.14-7, and using the intensity values measured at all grid points located within and on the perimeter of the rectangle representing the main beam. The average value is the arithmetic average of the light intensities measured at all considered grid points.
9.14.1.3 No deviations are acceptable in the main beam when the lighting fixture is properly aimed.
9.14.1.4 Horizontal angles are measured with respect to the vertical plane through the taxiway centreline except on curves where they are measured with respect to the tangent to the curve.
9.14.1.5 Vertical angles are measured from the longitudinal slope of the taxiway surface.
9.14.1.6 The light unit is to be installed so that the main beam is aligned within one- half degree of the specified requirement.
9.14.1.7 On the perimeter of and within the rectangle defining the main beam, the maximum light intensity value is not to be greater than three times the minimum light intensity measured.
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Y
degrees vertical
20
15
minimum 5 cd
10
MAIN BEAM
minimum 25 cd
5
4
0.5 0
-20
-16 -15
-10
minimum average 50 cd
-5 0 5
10 15 16
20 X
degrees horizontal
Figure 9.14-1: Isocandela diagram for Taxiway Centreline Lights, and Stop Bar Lights on Straight Sections of Taxiways intended for use in conjunction with a Non-Precision or Precision Approach Category I or II Runway
Notes: 1. The intensity values have taken into account high background luminance, and possibility of deterioration of light output resulting from dust and local contamination.
2. Where omnidirectional lights are used they must comply with the vertical beam spread.
3. See the collective notes at Paragraph 9.14.1 for these isocandella diagrams.
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Y
degrees vertical
20
15
10
5
4
1
0
-20.25 -19.25
-15
-10 -5 0
5 10
15 19.25
20.25
X
degrees horizontal
Figure 9.14-2: Isocandela Diagram for Taxiway Centreline Lights, and Stop Bar Lights on Curved Sections of Taxiways intended for use in conjunction with a Non-Precision or Precision Approach Category I or II Runway
Notes: 1. The intensity values have taken into account high background luminance, and possibility of deterioration of light output resulting from dust and local contamination.
2. Lights on curves to have light beam toed-in 15.75º with respect to the tangent of the curve.
3. These beam coverages allow for displacement of the cockpit from the centreline up to distance of the order of 12 m as could occur at the end of curves.
4. See collective notes at Paragraph 9.14.1 for these isocandela diagrams.
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Y
degrees vertical
20
15
13
10
8
5
1
0
-20
-16
-15
-10 -5 0
5 10
15 16
20 X
degrees
horizontal
Figure 9.14-3: Isocandela Diagram for Taxiway Centreline Lights, and Stop Bar Lights, on Taxiway intended for use in conjunction with a Precision Approach Category III Runway — for use on straight sections of taxiway where large offsets can occur. Also for Runway Guard Lights Configuration B.
Notes: 1. These beam coverages are suitable for a normal displacement of the cockpit from the centreline of up to 3 m.
2. See collective notes at Paragraph 9.14.1 for these isocandela diagrams.
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Y
degrees vertical
20
15
13
10
8
5
1
0
10 4.5
3.5
0 3.5 4.5 1 0
X
degrees horizontal
Figure 9.14-4: Isocandela Diagram for Taxiway Centreline Lights, and Stop Bar Lights, for Taxiways intended for use in conjunction with a Precision Approach Category III Runway – for use on straight sections of taxiway where large offsets do not occur
Notes: 1. These beam coverages are suitable for a normal displacement of the cockpit from the centreline of up to 3 m.
2. See collective notes at Paragraph 9.14.1 for these isocandella diagrams.
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Y
degrees vertical
20
15
10
5
1
0
-21.25
-19.25
-15
-10 -5 0
5 10
15 19.25 21.25
X
degrees horizontal
Figure 9.14-5: Isocandela Diagram for Taxiway Centreline Lights, and Stop Bar Lights, for Taxiways intended for use in conjunction with a Precision Approach Category III Runway — for use on curved sections of taxiway
Notes: 1. Lights on curves to have light beam toed-in 15.75º with respect to the tangent of the curve.
2. See collective notes at Paragraph 9.14.1 for these isocandella diagrams.
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Elevation (deg)
30
20
10
0
-10
-30
-20
-10
0 10 20 30
Azimuth (deg)
Figure 9.14-6: Isocandela Diagram for Each Light in Runway Guard Lights. Configuration A.
Y
degrees vertical
8
7
6
5
4
3
2
1
0
-7 -6
-5 -4
-3 -2 -1 0 1 2 3
4 5 6
7
X
degrees horizontal
Figure 9.14-7: Method of Establishing Grid Points to be used for Calculation of Average Intensity of Taxiway Centreline Lights and Stop Bar Lights
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.
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Section 9.15: Illustrations of Taxiway Lighting
Figure 9.15-1: Typical Taxiway Centreline Lights Layout
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Figure 9.15-2: Typical Taxiway Edge Lights Layout
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Note: Previous apron floodlighting standards called for different illuminance specifications for international and domestic aprons, with higher illuminance specifications for the international aprons. With airlines now conducting both domestic and international operations, setting apron floodlighting requirements based on the international or domestic usage is no longer appropriate and can inhibit flexibility of apron usage. This Section will use aeroplane size as the criterion for illuminance specification.
9.16.1.1 ICAO establishes only one apron floodlighting standard. However, Australia will retain the two tier system, viz. a higher illuminance standard for aprons intended to serve larger aeroplanes, and a lower illuminance standard for aprons intended to serve only smaller aeroplanes. For the purpose of this Section, aeroplanes bigger than code 3C are treated as larger aeroplanes. Code 3C aeroplanes and aeroplanes smaller than code 3C are treated as smaller aeroplanes.
9.16.1.2 An existing floodlighting system on an apron currently used by larger aeroplanes which does not meet the specifications of this Section does not need to be replaced until the system is due for replacement, or there is a significant change in the usage of the apron by larger aeroplanes.
9.16.2.1 Apron floodlighting, in accordance with this Section, must be provided on an apron, or the part of an apron, and on a designated isolated aircraft parking position, intended for use at night.
9.16.3.1 Apron floodlighting must be located so as to provide adequate illumination on all the apron service areas that are intended for use at night.
9.16.3.2 If an apron taxiway is not provided with taxiway lighting, then it must be illuminated by the apron floodlighting in accordance with either 9.16.4.3(b) or 9.16.4.4(b).
9.16.3.3 Apron floodlights must be located and shielded so that there is a minimum of direct or reflected glare to pilots of aircraft in flight and on the ground, air traffic controllers, and personnel on the apron.
Note: See also Section 9.21 in regard to upward component of light.
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9.16.3.4 An aircraft parking position must receive, as far as practicable, apron floodlighting from two or more directions to minimise shadows.
Note: For apron floodlighting purpose, an aircraft parking position means a rectangular area subtended by the wing span and overall length of the largest aircraft that is intended to occupy that position.
9.16.3.5 Apron floodlighting poles or pylons must not penetrate the obstacle limitation surfaces.
9.16.4.1 To minimise the chance of an illuminated rotating object such as a propeller appearing stationary, at major aerodromes, the apron floodlighting is to be distributed across the phases of a three-phase power supply system to avoid a stroboscopic effect.
Note: Aerodrome operators are strongly encouraged to apply Paragraph
9.16.4.1 to aprons at ALL aerodromes.
9.16.4.2 The spectral distribution of apron floodlights must be such that the colours used for aircraft marking connected with routine servicing, and for surface and obstacle marking, can be correctly identified. Monochromatic lights must not to be used.
9.16.4.3 The average illuminance of an apron intended for larger aeroplanes must be at least as follows:
(a) at an aircraft parking position:
(i) for horizontal illuminance – 20 lux with a uniformity ratio (average to minimum) of not more than 4 to 1; and
(ii) for vertical illuminance – 20 lux at a height of 2 m above the apron in the relevant parking direction, parallel to the aeroplane centreline;
(b) at other apron areas, horizontal illuminance at 50 per cent of the average illuminance on the aircraft parking position with a uniformity ratio (average to minimum) of not more than 4 to 1.
Note: The uniformity ratio between the average of all values of illuminance, measured over a grid covering the relevant area, and the minimum illuminance within the area. A 4:1 ratio does not necessarily mean a minimum of 5 lux. If an average illuminance of say 24 lux is achieved, then the minimum should be not less than 24/4 = 6 lux.
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9.16.4.4 The average illuminance of an apron intended to be used only by smaller aeroplanes must be at least as follows:
(a) at an aircraft parking position:
(i) for horizontal illuminance – 5 lux with a uniformity ratio (average to minimum) of not more than 4 to 1; and
(ii) for vertical illuminance – 5 lux at a height of 2 m above the apron in the relevant parking direction, parallel to the aeroplane centreline;
(b) at other apron areas, horizontal illuminance graded to a minimum of
1 lux at the apron extremities or 2 lux for apron edge taxiways which do not have taxiway lights.
9.16.4.5 A dimming control may be provided to allow the illuminance of an aircraft parking position on an active apron that is not required for aircraft use to be reduced to not less than 50 per cent of its normal values.
9.16.4.6 At an aerodrome where PAL activates the apron floodlighting, the apron floodlighting must achieve normal illuminance within 2 minutes of activation.
9.16.4.7 For aprons used by larger aeroplanes, the apron floodlighting must:
(a) be included in the aerodrome secondary power supply system; and
(b) be capable, following a power interruption of up to 30 seconds, of being re-lit and achieving not less than 50 per cent of normal illuminance within 60 seconds.
9.16.4.8 If existing floodlights cannot meet the requirement of Paragraph 9.16.4.7, auxiliary floodlighting must be provided that can immediately provide at least 2 lux of horizontal illuminance of aircraft parking positions. This auxiliary floodlighting must remain on until the main lighting has achieved 80 per cent of normal illuminance.
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9.17.1.1 A visual docking guidance system must be provided at an apron aircraft parking position equipped with a passenger loading bridge, where the characteristics of the passenger loading bridge require precise positioning of an aircraft.
9.17.1.2 The provisions of this Section do not, of themselves, require the replacement of existing installations. When existing installations are to be replaced due to obsolescence, facility upgrade, change of apron layout, change of passenger loading bridge, change of aircraft category, change of operational requirements, or similar reasons, all new and/or replacement visual docking guidance systems must comply with this Section.
9.17.2.1 The system must provide both azimuth and stopping guidance.
9.17.2.2 The azimuth guidance unit and the stopping position indicator must be adequate for use in all weather, visibility, background lighting, and pavement conditions for which the system is intended, both by day and night, but must not dazzle the pilot.
Note: Care is required in both the design and on-site installation of the system to ensure that reflection of sunlight, or other light in the vicinity, does not degrade the clarity and conspicuity of the visual cues provided by the system.
9.17.2.3 The azimuth guidance unit and the stopping position indicator must be of a design such that:
(a) a clear indication of malfunction of either or both is available to the pilot; and
(b) they can be turned off.
9.17.2.4 The azimuth guidance unit and the stopping position indicator must be located in such a way that there is continuity of guidance between the aircraft parking position markings, the aircraft stand manoeuvring guidance lights, if present, and the visual docking guidance system.
9.17.2.5 The accuracy of the system must be adequate for the type of loading bridge and fixed aircraft servicing installations with which it is to be used.
9.17.2.6 The system must be usable by all types of aircraft for which the aircraft parking position is intended, preferably without selective operation.
9.17.2.7 If selective operation is required to prepare the system for use by a particular type of aircraft, then the system must provide an identification of the selected
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aircraft type to both the pilot and the system operator as a means of ensuring that the system has been set properly.
9.17.3.1 The azimuth guidance unit must be located on or close to the extension of the parking position centreline ahead of the aircraft so that its signals are visible from the cockpit of an aircraft throughout the docking manoeuvre and aligned for use at least by the pilot occupying the left seat.
9.17.3.2 Systems with azimuth guidance aligned for use by the pilots occupying both the left and right seats are acceptable.
9.17.4.1 The azimuth guidance unit must provide unambiguous left/right guidance which enables the pilot to acquire and maintain the lead-in line without over controlling.
9.17.4.2 When azimuth guidance is indicated by colour change, green must be used to identify the centreline and red for deviations from the centreline.
9.17.5.1 The stopping position indicator must be located in conjunction with, or sufficiently close to, the azimuth guidance unit so that a pilot can observe both the azimuth and stop signals without turning the head.
Note: Some existing systems at Australian aerodromes require the pilot to turn the head to see the stopping position indicator. These systems may remain in service, in accordance with Paragraph
9.17.1.2 above.
9.17.5.2 The stopping position indicator must be usable at least by the pilot occupying the left seat.
9.17.5.3 Systems with stopping position indicator usable by the pilots occupying both the left and right seats are acceptable.
9.17.6.1 The stopping position information provided by the indicator for a particular aircraft type must account for the anticipated range of variations in pilot eye height and/or viewing angle.
9.17.6.2 The stopping position indicator must show the stopping position of the aircraft for which the guidance is being provided, and must provide closing rate information to enable the pilot to gradually decelerate the aircraft to a full stop at the intended stopping position.
9.17.6.3 The stopping position indicator must provide closing rate information over a distance of at least 10 m.
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9.17.6.4 When stopping guidance is indicated by colour change, green must be used to show that the aircraft can proceed and red to show that the stop point has been reached except that for a short distance prior to the stopping point a third colour may be used to warn that the stopping point is close.
9.17.7.1 A parking position identification sign must be provided at an aircraft parking position equipped with a visual docking guidance system.
9.17.7.2 A parking position identification sign must be located so as to be clearly visible from the cockpit of an aircraft prior to entering the parking position.
9.17.7.3 A parking position identification sign is to consist of a numeric or alphanumeric inscription, in white on a black background. The inscription is to be outlined in neon tubing for illumination at night. Experience has shown that green neon tubing illumination has proved satisfactory.
9.17.8.1 Due to the large variety of different type of visual docking guidance systems to be found in operation at aerodromes, information on particular types installed is published in aeronautical information publications, for use by pilots.
9.17.8.2 Aerodrome operators must notify the Procedure Design Section of Airservices Australia, the details of their aircraft docking guidance system intended for use for International operations.
9.17.8.3 The information to be provided is to include:
(a) type of visual docking guidance system;
(b) descriptive information, including illustrations where appropriate, for any type of system not currently described in AIP Australia; and
(c) parking positions at which the system is installed.
9.17.8.4 Initial and subsequent notification must be in accordance with Chapter 5, Aerodrome Information for AIP and Chapter 10, Operating Standards for Certified Aerodromes. The visual docking guidance system information must also be recorded in the Aerodrome Manual.
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9.18.1.1 When a runway or taxiway, or portion thereof is closed, all aerodrome lighting thereon is to be extinguished. The lighting is to be electrically isolated or disabled, to prevent inadvertent activation of the lights.
Note: 1. Restricted operation of the lights is permissible for maintenance or related purposes.
2. It is acceptable for short time periods, to cover lights with an opaque cover provided that:
(a) the cover is firmly attached to the ground, so that it cannot be unintentionally dislodged, and
(b) the cover, and its means of attachment to the ground, do not pose a hazard to aircraft, and do not constitute an object that is not lightweight and frangible.
9.18.1.2 Where a closed runway, taxiway, or portion thereof, is intercepted by a useable runway or taxiway which is used at night, unserviceability lights are to be placed across the entrance to the closed area at intervals not exceeding 3 m.
9.18.2.1 When any portion of a taxiway, apron, or holding bay is unfit for movement of aircraft, but it is still possible for aircraft to bypass the area safely, and the movement area is used at night, unserviceability lights are to be used.
9.18.2.2 The lights are to be placed at intervals sufficiently close so as to delineate the unserviceable area and, in any case, must not be more than 7.5 m apart.
9.18.3.1 Unserviceability lights are to be steady red lights.
9.18.3.2 The lights are to have 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 is the intensity to be less than 10 cd of red light.
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9.19.1.1 Vehicle warning lights are provided to indicate to pilots and others the presence of moving vehicles or plant within the manoeuvring area.
9.19.1.2 A vehicle warning light or lights must be mounted on the top of the vehicle, so as to provide 360° visibility.
9.19.1.3 The lights must be amber/yellow/orange, and be flashing or rotating of a standard type commercially available as an automobile accessory.
Note: International experience has shown the following specification to be particularly suitable. Yellow light, with a flash rate of between 60 and 90 flashes per minute, with a peak intensity of between 40 cd and 400 cd, a vertical beam spread of 12°, and with the peak intensity located at approximately 2.5° vertical.
9.19.1.4 For lighting of rescue and fire fighting vehicles, see MOS 139 Subpart H, Chapter 4.
9.19.1.5 For emergency or security vehicles not dedicated to aerodrome use, vehicle warning lights complying with the local traffic code are acceptable for on- aerodrome operation.
9.19.2.1 Works limit lights are provided to indicate to persons associated with the works organisation the limit of the works area.
9.19.2.2 Works limit lights must be portable, amber/yellow/orange lights of a standard type commercially available as works warning lights. Alternatively they may be liquid fuel lanterns with amber/yellow/orange lenses.
9.19.3.1 CASA does not regulate the lighting of roads and car parks, other than ensuring compliance with Paragraph 9.1.3.
9.19.3.2 Where road and car park lighting is required on an aerodrome, the aerodrome operator is advised to consult with the relevant local road authority or Australian Standards AS 1158 – Code of Practice for Public Lighting.
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9.20.1.1 The aerodrome operator must monitor and maintain all lights and lighting systems associated with the aerodrome visual ground aids, both day and night, on a continuing basis for correctness and so that they are easily seen. Monitoring of lighting systems such as T-VASIS, PAPI and approach lighting must be carried out in accordance with the frequencies and procedures set out in the Aerodrome Manual. Other aerodrome lights are to be monitored during the daily serviceability inspections and they are to be switched on for this purpose.
9.20.1.2 Grass areas around lights must be maintained such that the lights are not in any way obscured. Lights must be kept free from dirt so as not to degrade their colour and conspicuousness. Damage to lights, including loss or degradation of light must be made good.
9.20.2.1 Any aerodrome light outage detected should be fixed as soon as is practicable. The specifications below are not meant to condone outage but are intended to indicate when lighting outage must be notified to the NOTAM Office. The specifications should be used as triggers for NOTAM action unless the outage can be rectified before the next period of use.
9.20.2.2 For details of the raising of NOTAMs refer to Section 10.3.
9.20.2.3 A light is deemed to be on outage when the main beam is out of its specified alignment or when the main beam average intensity is less than 50 per cent of the specified value. For light units where the designed main beam average intensity is above the specified value, the 50 per cent value shall be related to that design value.
Note: For installations that were in existence prior to 2 May 2003, and where the design main beam average intensity values are unknown and/or unobtainable, the 50 per cent value shall be related to the specified value.
9.20.2.4 A flashing or occulting light is deemed to be on outage when:
(a) the light ceases to flash or occult; or
(b) the frequency and/or duration of flash is outside the specified range by a factor of 2 to 1 or greater; or
(c) within a 10 minute period, more than 20% of flashes fail to occur.
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9.20.2.5 A lighting system is deemed to be on outage when-
(a) in the case of a lighting system comprising less than 4 lights (e.g. intermediate holding position lights or runway threshold identification lights), any of the lights become unserviceable;
(b) in the case of a lighting system comprising 4 or 5 lights (e.g. wind direction indicator lights or runway guard lights), more than 1 light become unserviceable;
(c) in the case of a lighting system comprising 6 to 13 lights (e.g. threshold lights or LAHSO lights), more than 2 lights become unserviceable, or 2 adjacent lights become unserviceable;
(d) in the case of a lighting system comprising more than 13 lights, more than 15% of the lights become unserviceable, or two adjacent lights become unserviceable.
9.20.2.6 For a T-VASIS, the outage standards take into account both the number of outage lamps within a light unit, and also the number of light units within the T-VASIS system. The standards are:
(a) A T-VASIS light unit is deemed on outage when 3 or more lamps in the electrical (day) circuit are on outage, or when any of the lamps in the electrical (night) circuit is on outage.
(b) A T-VASIS system is deemed on outage when:
(i) bar units ― more than 2 light units or two adjacent light units are on outage;
(ii) fly-up units ― more than 1 light unit are on outage;
(iii) fly-down units ― more than 1 light unit are on outage.
(c) An AT-VASIS system is deemed on outage when:
(i) bar units ― more than 1 light unit is on outage,or
(ii) fly-up units ― any light unit is on outage,or
(iii) fly-down units ― any light unit is on outage.
(d) Whenever a red filter is unserviceable, missing or damaged, all the lamps within the affected light unit are to be extinguished until the red filter is rectified. The affected light unit is included as an outage light unit when applying (b) or (c) above.
9.20.2.7 For a PAPI, the outage standards take into account both the number of unserviceable lamps within a light unit, and also the number of light units within the PAPI system. The standards are:
(a) A PAPI light unit is deemed on outage when more than 1 lamp in a 3-or- more lamp light unit is on outage, or any lamp in a less-than-3-lamp light unit is on outage.
(b) A double-sided PAPI system (i.e. 8 light units) is deemed on outage when more than 1 light unit is on outage.
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(c) A single-sided PAPI system (i.e. 4 light units) is deemed on outage when any light unit is on outage.
(d) Whenever a red filter is unserviceable, missing, or damaged, all the lights within the affected light unit are to be extinguished until the red filter is rectified. The affected light unit is included as an outage light unit when applying (b) or (c) above.
Note: A lighting system here means lights used to illuminate a particular facility, e.g. all the lights used to mark a threshold or runway end, runway edge lights on a runway, taxiway lights on a length of taxiway between intersections, a T-VASIS or a PAPI system.
9.20.2.8 At an aerodrome where the lighting system is provided with interleaf circuitry, the lighting system is deemed to be on outage when any one of the circuits fails.
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9.21.1.1 This Section supersedes a paper of the same name dated July 1988 and issued by the Civil Aviation Authority.
9.21.2.1 The Civil Aviation Safety Authority (CASA) has the power through regulation 94 of the Civil Aviation Regulations 1988 (CAR 1988), to require lights which may cause confusion, distraction or glare to pilots in the air, to be extinguished or modified. Ground lights may cause confusion or distraction by reason of their colour, position, pattern or intensity of light emission above the horizontal plane. The text of regulation 94 is reproduced below for reference:
“Dangerous Lights
94. (1) Whenever any light is exhibited at or in the neighbourhood of an aerodrome, or in the neighbourhood of an air route or airway facility on an air route or airway, and the light is likely to endanger the safety of aircraft, whether by reason of glare, or by causing confusion with, or preventing clear reception of, the lights or signals prescribed in Part XII or of air route or airway facilities provided under the Air Services Act 1995, CASA may authorise a notice to be served upon the owner of the place where the light is exhibited or upon the person having charge of the light directing that owner or person, within a reasonable time to be specified in the notice, to extinguish or to screen effectually the light and to refrain from exhibiting any similar light in the future.
“(2) If any owner or person on whom a notice is served under this regulation fails, without reasonable cause, to comply with the directions contained in the notice, the owner or person shall be guilty of an offence punishable, on conviction, by a fine not exceeding 25 penalty units.
“(3) If any owner or person on whom a notice under this regulation is served fails, within the time specified in the notice, to extinguish or to screen effectually the light mentioned in the notice, CASA may authorise an officer, with such assistance as is necessary and reasonable, to enter the place where the light is and extinguish or screen the light, and may recover the expenses incurred by CASA in so doing from the owner or person on whom the notice has been served.”
9.21.3.1 Advice for the guidance of designers and installation contractors is provided for situations where lights are to be installed within a 6 km radius of a known aerodrome. Lights within this area fall into a category most likely to be subjected to the provisions of the regulation 94 of CAR 1988. Within this large area there exists a primary area which is divided into four light control
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zones: A, B, C and D. These zones reflect the degree of interference ground lights can cause as a pilot approaches to land.
9.21.3.2 The primary area is shown in Figure 9.21-1. This drawing also nominates the intensity of light emission above which interference is likely. Lighting projects within this area should be closely examined to see they do not infringe the provision of regulation 94 of CAR 1988.
9.21.3.3 The fact that a certain type of light fitting already exists in an area is not necessarily an indication that more lights of the same type can be added to the same area.
9.21.3.4 Even though a proposed installation is designed to comply with the zone intensities shown in Figure 9.21-1, designers are advised to consult with CASA as there may be overriding factors which require more restrictive controls to avoid conflict.
9.21.4.1 Light fittings chosen for an installation should have their isocandela diagram examined to ensure the fitting will satisfy the zone requirements. In many cases the polar diagrams published by manufacturers do not show sufficient detail in the sector near the horizontal, and therefore careful reference should be made to the isocandela diagram.
9.21.4.2 For installations where the light fittings are selected because their graded light emission above horizontal conform with the zone requirement, no further modification is required.
9.21.4.3 For installations where the light fitting does not meet the zone requirements, then a screen should be fitted to limit the light emission to zero above the horizontal. The use of a screen to limit the light to zero above the horizontal is necessary to overcome problems associated with movement of the fitting in the wind or misalignment during maintenance.
9.21.5.1 Coloured lights are likely to cause conflict irrespective of their intensity as coloured lights are used to identify different aerodrome facilities. Proposals for coloured lights should be referred to the Authority for detailed guidance.
9.21.6.1 Check with the nearest CASA office for likely effect on aircraft operations of proposed lighting in the vicinity of an aerodrome.
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MAXIMUM INTENSITY OF LIGHT SOURCES MEASURED AT 3° ABOVE THE HORIZONTAL
ZONE A 0 cd
ZONE B 50 cd
ZONE C 150 cd
ZONE D 450 cd
Figure 9.21-1: Maximum lighting intensities
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9.22.1.1 The type of cable usually used in Australia for the series current electrical supply to aerodrome lighting fittings is a single core 6 mm² (7/1.04 mm) plain annealed copper conductor covered with a polyethylene insulation and an overall nylon sheath. It may be safely operated at 3000 volt. The nylon sheath provides additional protection against rough handling during installation, and also prevents damage by termites. The cable is suitable for direct burial in the ground.
9.22.1.2 As the series current system, and the cable used, was significantly different from normal electrical practice, the Department of Civil Aviation (DCA) referred the matter to the Standards Association of Australia in 1958.
9.22.1.3 Committee EL/1, the committee responsible for the SAA Wiring Rules, advised DCA in 1959 that it recommended to all Statutory Authorities that such installations be treated as ‘unusual installations’ that did not have to strictly comply with certain parts of the Wiring Rules, provided certain precautions were observed.
9.22.2.1 Firstly it allowed unarmoured cable to be used for high voltage, and that the cable could be installed at a depth of 450 mm instead of the 750 mm required for high voltage in the Wiring Rules.
9.22.2.2 Secondly, it allowed the cable to be buried directly in the ground without mechanical protection against digging.
9.22.2.3 The dispensation was reaffirmed to the Department of Aviation in 1983, and again to the Civil Aviation Authority in 1993.
9.22.3.1 The conditions under which the dispensation was sanctioned by the SAA are:
(a) the series lighting circuit which they serve are normally isolated from the supply mains;
(b) the location of the cables is carefully and permanently marked;
(c) earthworks and excavations on an aerodrome are very strictly controlled; and
(d) the lighting circuits are not normally energised during daylight hours when earthworks could be in progress.
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9.22.4.1 The dispensation only applies to the Movement Area. In other areas of the aerodrome, such as within the building area, the dispensation does not apply.
9.22.4.2 To satisfy Paragraph 9.22.3.1(b), cables should as far as practicable, be laid in straight lines. Suitably engraved permanent cable markers should be installed above all buried cable. The markers should be flush with the finished ground surface and should be located at changes of direction, duct ends, at no more than 100 metre intervals on long straight runs, and at points of entry into buildings.
9.22.4.3 Accurate and up to date plans of the aerodrome should be maintained which record actual locations of all cables installed on the aerodrome.
9.22.4.4 To satisfy condition (d), at aerodromes where lighting systems may be used by day, including visual approach slope guidance systems, or where pilot activation of aerodrome lighting is possible, local procedures should be established that ensure that aerodrome lighting systems are electrically isolated when any works are in progress that could endanger such cable on an aerodrome.
9.22.4.5 A copy of the most recent Standards Australia letter dated 7 September 1993, is attached for reference in Figure 9.22-1 and Figure 9.22-2.
9.22.5.1 Not withstanding anything in this Section, it is the aerodrome operators’ responsibility to ensure that any proposed installation on their aerodrome meets the requirements of the relevant Supply Authority.
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Figure 9.22-1: SAA Letter Regarding Use of Unarmoured Cables
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Figure 9.22-2: SAA Letter Regarding Use of Unarmoured Cables - Page 2
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10.1.1.1 This Chapter sets out the standards to be incorporated in operating procedures at certified aerodromes, including those procedures to be documented in the aerodrome manual.
10.1.1.2 This Chapter also contains information on aerodrome Safety Management System (SMS). As prescribed in CASR Part 139, SMS will be applicable at aerodromes accommodating international operations with effect from November 2005. And a later date, yet to be determined, for domestic aerodromes. All aerodrome operators are encouraged to adopt SMS as early as possible but until such time as specified in the regulations, adoption of SMS is voluntary.
10.1.1.3 The standards are to be applied in a manner commensurate with the type and level of aircraft activities at the particular aerodrome. For example, Section 10.17 on low visibility operations, will not apply to all aerodromes.
10.1.2.1 As an integral part of the certification process, an aerodrome manual must be prepared setting out a range of information and operating procedures specified in CASR Part 139. Although the certification process does not involve a separate approval process for the aerodrome manual, the information contained in the manual must be acceptable to CASA.
10.1.2.2 The aerodrome manual must be in a format that can be readily updated.
10.1.2.3 The contents of the aerodrome manual may be presented in a single bound document or in a number of separate documents. For example, at major aerodromes, the aerodrome emergency plan and the airside vehicle control handbook may each be a large stand-alone publication. Where this is the case, the aerodrome manual must effectively integrate the component publications by appropriate references.
10.1.2.4 An up-to-date copy of all components of the aerodrome manual must be kept at the business premises of the aerodrome operator and made available for CASA audit purposes.
10.1.3.1 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.
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10.1.3.2 CASA is primarily concerned with the competency of persons involved with aerodrome safety functions. Essential competencies will include:
(a) inspect and report on the physical characteristics and conditions of the aerodrome;
(b) inspect and report on aerodrome lighting systems;
(c) inspect and report on the OLS;
(d) initiating a NOTAM;
(e) use of radio, and
(f) supervise the safety of aerodrome works.
10.1.3.3 There are no mandatory provisions which regulate private training organisations or aerodrome operator training initiatives; but 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
Note: 1. CASA has endorsed the Australian Airports Association (AAA) competency based training model, as an acceptable means of demonstrating appropriate training and experience.
2. Guidance on the training of aerodrome personnel can be found in the associated Advisory Circular.
10.1.4.1 In line with international practice, SMS will be progressively introduced at Australian aerodromes, with particular emphasis initially on aerodromes used in international operations.
10.1.4.2 Safety culture and ongoing commitment of senior management are essential ingredients for a successful SMS, along with the setting of safety objectives, clear responsibilities, ongoing hazard identification and reporting, training and performance measurement.
Note: In conjunction with the Australian Airports Association, an Advisory Circular will be prepared to provide guidelines on the preparation of a SMS. It is important to appreciate, all SMSs are different as they relate to site-specific situations and management structures. Aerodromes differ, inter-alia as a result of size, complexity and types of operation.
10.1.4.3 The SMS does not necessarily generate a need for an additional set, or duplication of documents. The SMS requirements should complement the procedures set out in the aerodrome manual.
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10.2.1.1 Whilst aerodrome serviceability inspections are essentially visual checks, the process must include appropriate remedial actions where there is an immediate affect on the safety of aircraft operations. If the identified fault cannot be remedied before the next aircraft operations, then the matter must be reported to the NOTAM office. Examples of this type of remedial action include replacement of broken light lenses, lamp replacement or removal of debris from the movement area.
10.2.1.2 The operator of a certified aerodrome is required to arrange for aerodrome serviceability inspections to be carried out each day and after a severe wind or rain storm, or when requested by air traffic control or by CASA.
10.2.1.3 Subject to CASA agreement, the frequency of inspections may be reduced to not less than 2 per week, at aerodromes with low numbers of traffic movements.
10.2.1.4 Aerodrome reporting is the notification of changes to the published aerodrome information or any other occurrence or emergency affecting the availability of the aerodrome and safety of aircraft using the aerodrome. The occurrences may be known beforehand, as planned aerodrome works, or discovered during an inspection of the aerodrome or obstacle limitation surfaces.
10.2.1.5 Particulars of the procedures for carrying out serviceability inspections, including the use of a checklist, and for reporting any changes to aerodrome information or for requesting the issue of a NOTAM; are to be included in the aerodrome manual.
10.2.2.1 Any significant object found in the course of the inspection, including aircraft parts which may have fallen from the aircraft, or the remains of birds which may have been struck by an aircraft, must be reported immediately to Air Traffic Control, where appropriate, and to the Australian Transport Safety Bureau (ATSB).
Note: Any bird strike incident is to be reported to ATSB. Contact ATSB for the format of reporting details.
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10.2.3.1 The inspection must check for the presence of:
(a) ponding;
(b) cracking or spalling;
(c) rubber build up;
(d) surface irregularities;
(e) damage caused by spillage of corrosive fluids;
(f) pipe drain faults particularly in fine grain non cohesive subgrades, in high rainfall areas;
(g) scour or erosion ditches;
(h) termite mounds or other ground obstacles obscured by long grass;
(i) soft ground, particularly in combination with surface roughness and slipperiness; and
(j) any other sign of pavement distress which has the potential to develop quickly into a hazardous situation.
10.2.4.1 The inspection must check for:
(a) loss of visibility of markers and markings;
(b) use of incorrect markers and markings;
(c) any disturbance to level and alignment of lights;
(d) visual light intensity check; does a light stand out less bright than others in the same system?
(e) discoloured or dirty lenses;
(f) outage lamps, incorrect lamps fitted, or lamps fitted wrongly;
(g) the condition of the frangibility of light bases;
(h) exposed edges around footings and other aerodrome installations;
(i) damage to wind indicator assembly or mounting; and
(j) damage to wind indicator sleeve fabric, or loss of conspicuous colour.
10.2.5.1 The inspection must check for:
(a) foreign objects, such as aircraft fastening devices and other parts,
(b) mechanics tools, small items of equipment and personal items;
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(c) debris, such as sand, loose rocks, concrete, wood, plastic, pieces of tyre and mud; and
(d) with particular vigilance during and after construction activity, where vehicles and plant travel over unpaved areas under wet conditions.
10.2.6.1 The aerodrome operator must have procedures and equipment in place to enable inspection personnel to identify objects protruding through the OLS. Equipment should include appropriate instrumentation, such as:
(a) a hand held clinometer;
(b) ‘sighting plane’ installations; or
(c) more formal survey equipment.
10.2.7.1 The inspection must include:
(a) the condition of aerodrome fencing, particularly in critical areas;
(b) climatic or seasonal considerations, such as the presence of birds at certain times of the year, or related to the depth of water in drainage ponding areas;
(c) possible shelter provided by aerodrome infrastructure such as buildings, equipment and gable markers;
(d) bird hazard mitigating procedures incorporated in the environmental management procedures for the aerodrome;
(e) off-airport attractors like animal sale yards, picnic areas, aeration facilities and waste disposal or landfill areas, and
(f) use of harassment procedures where appropriate.
10.2.8.1 The bearing strength of a runway strip will only be required to be assessed where an unsealed runway is not marked and the whole of the runway strip is available for aircraft operations.
10.2.8.2 Whilst discretion and judgement together with local knowledge, will always form part of empirical assessment of bearing capacity, appropriate test procedures must be in place for the practical guidance of persons making the assessment. Simple test procedures can be devised such as those involving:
(a) use of a crowbar when a dry surface may conceal a soft unserviceable base;
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Operating Standards for Certified Aerodromes
(b) the back of a pick, in the hands of someone with practical pavement experience; or
(c) a suitably laden utility or truck to simulate the wheel loads of user aircraft.
10.2.9.1 Daily serviceability inspection must include checking any outstanding NOTAM for the aerodrome. Check that the contents of the NOTAM, particularly the effective period(s) are still current.
10.2.10.1 The inspection must check for damaged fences, open gates and signs of attempted entry by either animals or humans.
10.2.11.1 Where provided by the aerodrome operator, the inspection must check that the equipment is functional.
10.2.12.1 The aerodrome operator must maintain aerodrome inspection logbooks for recording the date and time of each aerodrome serviceability inspection, the results of each inspection and any action taken. Logbooks must be retained for at least 2 years.
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10.3.1.1 A NOTAM is used to inform pilots and aircraft operators of significant changes to the aerodrome that may impact on aircraft operations. This is one of the most important aerodrome safety functions, so the process and procedures for initiating NOTAMs must be clearly set out in the Aerodrome Manual and all the persons involved must be fully informed and trained. A NOTAM may be originated and cancelled by the nominated reporting officer or relevant Airservices Australia or CASA officer.
10.3.1.2 For changes to navigation aids, MBZ/CTAF frequencies or special procedures, NOTAM may be originated by a relevant services provider such as Airservices or a CASA officer. Where a navigation aid is owned and maintained by the aerodrome operator, a NOTAM to notify changes to its status may be originated by the nominated reporting officer.
10.3.2.1 Where a change in the aerodrome condition requires a NOTAM to be issued, the nominated reporting officer must send the notification to the NOTAM Office (NOF) by FAX or by telephone. Telephone advice must be confirmed in writing as soon as possible.
10.3.2.2 The following occurrences must be reported to the Australian NOTAM Office:
(a) changes (temporary or permanent) in the published aerodrome information including additional changes to current permanent NOTAMs;
(b) aerodrome works affecting runways or the obstacle limitation surfaces, including time-limited works that require more than 10 minutes to
re-instate to serviceable order;
(c) unserviceable portions of the runway or failure in aerodrome lighting or obstacle lighting;
(d) temporary obstacles to aircraft operations;
(e) a significant increase in, or concentration of birds or animals on or in the vicinity of the aerodrome;
(f) changes in excess of 0.05% of the published gradient data;
(g) emergence of new obstacles;
(h) when a radio navigation aid or landing aid owned by the aerodrome operator is unserviceable or returned to service;
(i) when an Aerodrome Frequency Response Unit owned by the aerodrome operator is unserviceable or returned to service; and
(j) any other significant event which affects the safety of aircraft using the aerodrome.
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Operating Standards for Certified Aerodromes
10.3.2.3 Reporting to NOTAM Office must be carried out as expeditiously as possible. If all the relevant information cannot be provided at once, the matter must still be reported, and subsequent details can be issued by further NOTAM. When in doubt, err on the side of safety.
Note: To avoid overloading the NOTAM system, non-safety critical failures are not normally reported. For example, runway strip condition is not normally reported. Similarly, if a section of taxiway or apron is unserviceable, including some of the taxiway lighting or apron floodlighting being unserviceable, the area should be appropriately marked and lit, but the unserviceability does not normally need to be reported. If, however, the aerodrome only has one taxiway, and it is unserviceable, or only one apron, and the entire apron is unserviceable, it would be appropriate to notify these occurrences by NOTAM.
10.3.2.4 In reporting changes for NOTAM action, the aerodrome operator must submit a report which includes:
(a) aerodrome name;
(b) the aerodrome facility affected and details of unserviceability;
(c) reason for change;
(d) start time and expected end time of the unserviceability; and
(e) daily duration or time schedule of the unserviceability, where applicable.
Note: Use of a form with standard headings will assist reporting. A sample aerodrome report form is shown in Section 10.4.
10.3.2.5 After making a request to the NOF for a NOTAM, the reporting officer must obtain a copy of the subsequent NOTAM, in order to check the accuracy and to keep a record of its issue.
Note: To illustrate how changes to aerodrome information are communicated to pilots, some examples of NOTAMs are given in Section 10.5. This Section also provides a listing of general word abbreviations and phrase contractions to minimise the length of aerodrome NOTAMs.
10.3.3.1 A NOTAM which is not a Permanent NOTAM is ‘time limited’. A time-limited NOTAM will have an expected end time, and will lapse automatically.
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10.3.4.1 A PERM NOTAM is originated in respect to permanent changes to aerodrome operational information published in AIP-ERSA. This information is passed to the NOTAM office which will issue the NOTAM and further pass the information on to AIS. AIS will incorporate the changes in the following edition of ERSA. The NOTAM is cancelled when the information is duly published in ERSA.
10.3.5.1 For changes to ERSA information which does not have an immediate impact on aircraft operations, the changes are not to be notified to NOF. Instead the aerodrome operator must notify AIS directly in writing of such changes. Example: change of a fuel supplier.
10.3.6.1 At aerodromes where a standing caution is included in ERSA for a bird or animal hazard, NOTAM must only be initiated where there is a significant increase of birds or animals. The NOTAM must provide specific information on species, period of concentration, likely location and flight path.
10.3.7.1 Any ERSA amendment which introduces a new visual aid, or the upgrading of an existing aid, must be referred to the appropriate CASA Aerodrome Inspector for clearance purposes. Certain visual aids have to be commissioned or flight checked before being brought into operational use.
10.3.8.1 Changes to Type A Chart information are not notified through NOTAM, however, ERSA must refer to the latest edition of the Type A Chart. Aerodrome operators must provide an amendment service for the Type A Chart information directly to holders of the Charts.
10.3.9.1 Whenever a report of ERSA changes is sent to the NOTAM Office or to the AIS, a copy of the report must also be sent to the appropriate CASA Aerodrome Inspector. The aerodrome operator must also ensure that the Aerodrome Manual is amended to reflect changes other than temporary changes.
10.3.10.1 Aerodrome operators must maintain a logbook showing details of all reports; check subsequent NOTAM or changes to AIP-ERSA for accuracy, and keep a copy of reports and NOTAM with the logbook.
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Operating Standards for Certified Aerodromes
10-10 Version 1.1: February 2003
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Aerodrome Report Form
Notification of Changes to Serviceability of a Certified Aerodrome | ||||
To Australian NOTAM Office Phone (07) 3866 3647 Fax (07) 38663553 AERODROME: ...................................... AVFAX Code No .................. ........... /...../ TIME (UTC preferred) UTC ❑ WST ❑ CST ❑ EST ❑ Other, please advise ❑ |
20 |
........ | ||
Purpose of Report | PROVIDE NEW INFORMATION DETAILED BELOW ❑ CANCEL PREVIOUS ADVICE (NOTAM No ................. ) ❑Date: .................... EXTEND PREVIOUS ADVICE (NOTAM No ................. ) ❑Date: .................... | |||
Period of Validity |
Permanent/Temporary NOTAM (Delete one)
FROM (date/time) ..................................
TO (date/time) ....................................... Estimated ❑(if finish time uncertain) (temporary NOTAM only) Note: If time estimated, contact NOTAM OFFICE at least 2 hours before estimated duration time and advise if NOTAM is to be extended or cancelled. Daily duration or time schedule (if applicable) FROM (date/time) .................................. TO (date/time) .............................. | |||
Text (For example of text see Section 10.5)
Please fax copy of NOTAM to originator Fax No. ................................ | ||||
This report confirms previous telephone advice. ❑ Contact Number Ph .............................. Fax ...............................
Signed .............................................................. Date/Time ..........................
Reporting Officer (Print Name) ................................................................... CASA Office advised by: Phone ❑Fax ❑E-mail ❑Not advised ❑ | ||||
For NOTAM Office only NOTAM No. C ........................................ |
Initials ................................ | |||
form 1122 08/2002 MOS—Part 139—aerodrome report form Page 1 of 1
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10.5.1.1 To illustrate how changes to aerodrome information are communicated to pilots, some examples of NOTAM are given below.
C0174/91 NOTAMN
A) MARYBOROUGH 0174/91 (AD) 9106140900
B) 9106211000
C) 9106211600
E) RWY 17/35 WIP. MAE WILL CLR IF OPRT INDICATED.
C0174/91 — the NOTAM number;
NOTAMN — a NOTAM containing new information;
A) Maryborough — name of aerodrome;
AD — information relating to aerodromes, or facilities thereon, including approach and landing aids, and the existence or removal of hazards or obstructions;
9106140900 — year/date/time of issue of NOTAM, in ten figures UTC, representing year, month, day, hour and minutes (Note, the year may be omitted);
B) 9106211000 — commencement of occurrence;
C) 9106211600 — cessation of occurrence and notification;
D) 1000/1600 — periods of activity within the period specified in Fields B and C;
E) The text of the NOTAM expressed as concisely as possible.
10.5.1.4 Major works in accordance with Method of Working Plan (MOWP) The MOWP will be faxed directly into the AVFAX electronic briefing system, with the pertinent stages of work activated by a trigger NOTAM quoting duration and AVFAX product code. Trigger NOTAM referring to specific stages of the MOWP will be issued as appropriate:
(a) C0943/91 NOTAMN
A) PERTH 0943/91 (AD) 9105200600
B) 9105222300
C) 9105270800 EST
E) RWY 06/24 NOT AVBL DUE WIP. REF MOWP 4/1987 ACT STAGE 1. AVFAX CODE XXXX.
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(b) C0056/91 NOTAMN
A) COOLANGATTA 0056/91 (AD) 9106101002
B) 9106121100
C) 9106140600
E) RWY 14/32 NOT AVBL DUE WIP. REF MOWP QRO 86/7 ACT STAGE3. AVFAX CODE XXXX.
(c) C0934/95 NOTAMN
A) MACKAY C0934/95 (AD) 9505200600
B) 9506032200
C) 9506100600
D) 2200/0600 DAILY
E) RWY 06/24 WIP. REF MOWP 4/1993 AMENDMENT 3. 360M N END NOT AVBL.
(d) C0935/95 NOTAMN
A) MACKAY C0935/95 (AD) 9505200600
B) 9506032200
C) 9506040600
D) 2200/0600 DAILY
E) RWY 18/36 WIP. REF MOWP 4/1993 AMENDMENT 3. (followed by lengthy text of NOTAM).
(a) C0639/91 NOTAMN
A) KINGAROY 0639/91 (AD) 9107272100
B) 9107272100
C) 9108010600 EST
E) RWY 05/23 AND TWY PARL RWY 16/34. NOT AVBL DUE SOFT WET SFC. RWY 16/34 AVBL.
(b) C0021/91 NOTAMN
A) WONDAI 0021/91 (AD) 9103232200
B) 9103232200
C) 9103290600 EST
E) RWY 18/36 AMD. LEN. 140M S END NOT AVBL DUE ROUGH SFC. THR 36 DISP 200M. RWY 18 TORA 1264 (4146) TODA 1464 (4802) (2.3) ASDA 1264 (4146) LDA 1264 (4146) RWY 36 TORA 1264 (4146) TODA 1324 (4343) (1.6) ASDA 1264 (4146) LDA 1204 (3949) STODA RWY 18 1195 (3920) (1.6) 1339 (4392) (1.9) 1436 (4710) (2.2).
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10.5.1.6 Surface bearing capacity. If the surface or part of the manoeuvring area is not serviceable for heavy aircraft a weight restriction may be imposed to allow light aircraft to operate.
C0281/91 NOTAMN
A) TARA 0281/91 (AD) 9108160400
B) 9108160400
C) 9108230600 EST
E) AD NOT AVBLTO ACFT ABV 1930 KG MTOW. DUE SOFT WET SFC.
10.5.1.7 Apron areas. These are not part of the manoeuvring area and therefore should not normally be the subject of NOTAM, but a NOTAM may be issued at minor aerodromes to indicate temporary parking arrangements.
C0256/91 NOTAMN
A) MERIMBULA 0256/91 (AD) 9108280500
B) 9108280500
C) 9108292600 EST
E) APRON CLOSED DUE WIP. LOAD UNLOAD ON RWY. RWY NOT AVBL WHEN ACFT STANDING THEREON. PILOTS SHOULD MAKE PROVISION FOR ALTN.
(a) A permanent NOTAM to amend changes to declared distances owing to change in height of critical obstacle (trees).
C0166/95 NOTAMN
A) COOLANGATTA CO166/95 (AD) 9501210200
B) 9501210200
C) PERM
E) AMD RWY 14 GRADIENTS RWY 14 TORA 2042 (6698) TODA 2102 (6895) (2.82) ASDA 2042 (6698) LDA 2042 (6698) STODA RWY 14 1226 (4021) (2.2) 1716 (5628) (2.5) AMD AIP ERSA DATED 12 SEP 96.
(b) A temporary NOTAM to advise of a crane within the OLS area. C0073/91 NOTAMN
A) COOLANGATTA 0073/91 (AD) 9104200700
B) 9104200700
C) 9106210600 EST
E) RWY 14/32 TEMPO TEMP OBST CRANE. 300FT AMSL BRG 076 MAG 2 NM FROM SE END OF RWY 14/32. INFRINGES HZS.
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C0091/91 NOTAMN
A) RICHMOND 0091/91 (AD) 9108510420
B) 9108162200
C) 9108192200
E) RWY LGT NOT AVBL.
(a) C0037/91 NOTAMN
A) MOROWA 0037/91 (AD) 9109251035
B) 9109251035
C) 9109260600
E) AD LICENCE SUSPENDED.
(b) C0048/91 NOTAMN
A) TURKEY CREEK 0048/91 (AD) 9103272218
B) 9103272220
C) PERM
E) AD DELICENSED.
(Abbreviations shown in singular words are also applicable to the plural of those words)
Words and Phrases | Abbreviation |
April | APR |
Abbreviated ‘T’ Visual Approach Slope Indicator System | AT-VASIS |
Abbreviated Visual Approach Slope Indicator System | A-VASIS |
Abeam | ABM |
About | ABT |
Above Aerodrome level | AAL |
Above ground level | AGL |
Above mean sea level | AMSL |
Accelerate-stop distance available | ASDA |
Accept or accepted | ACPT |
Active, activated, activity | ACT |
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Words and Phrases | Abbreviation |
Actual time of arrival | ATA |
Actual time of departure | ATD |
Addition or additional | ADDN |
Adjacent | ADJ |
Advise | ADZ |
Aerodrome | AD |
Aerodrome Diagrams | ADDGM |
Aerodrome beacon | ABN |
Aerodrome control or aerodrome control tower | TWR |
Aerodrome Frequency Response Unit | AFRU |
Aerodrome obstruction chart | AOC |
Aerodrome reference point | ARP |
Aeronautical Information Circular | AIC |
Aeronautical Information Publication | AIP |
Aeronautical Information Service | AIS |
After..(time or place) | AFT |
Again | AGN |
Air Traffic Control (in general) | ATC |
Air traffic services | ATS |
Aircraft | ACFT |
Aircraft classification number | ACN |
Airport | AP |
Airway | AWY |
All-up-weight | AUW |
Alternate (Aerodrome) | ALTN |
Alternate or alternating (light alternates in colour) | ALTN |
Altimeter sub-scale setting to obtain elevation or altitude | QNH |
Altitude | ALT |
Amend(ed) | AMD |
Amendment (AIP Amendment) | AMDT |
Approach | APCH |
Approach lighting system | ALS |
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Operating Standards for Certified Aerodromes
Words and Phrases | Abbreviation |
Approximate(ly) | APRX |
Arrange | ARNG |
Arrive, or arrival | ARR |
As soon as possible | ASAP |
Asphalt | ASPH |
Associated with | ASSW |
Attention | ATTN |
Aircraft landing area (previously known as Authorised landing area) | ALA |
Authorised or authorisation | AUTH |
Automatic terminal information service | ATIS |
Auxiliary | AUX |
Available | AVBL |
Average | AVG |
Aviation gasoline | AVGAS |
Azimuth | AZM |
Beacon (aeronautical ground light) | BCN |
Bearing | BRG |
Becoming | BECMG |
Before | BFR |
Below | BLW |
Between | BTN |
Blue | B |
Boundary | BDRY |
Braking | BRKG |
Broken | BKN |
Building | BLDG |
By way of.. | VIA |
Calibration | CLBG |
Callsign (used to request a callsign) | CSGN |
Category | CAT |
Caution | CTN |
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Operating Standards for Certified Aerodromes
Words and Phrases | Abbreviation |
Celsius (Centigrade) | C |
Centreline | C/L |
Centimetre | CM |
Centre (runway) | C |
Change frequency to... | CF |
Channel | CH |
Check | CK |
Civil | CIV |
Clear, cleared to, clearance | CLR |
Clearway | CWY |
Close or closed or closing | CLSD |
Code number (runway) | CN |
Commissioned | CMSD |
Common Traffic Advisory Frequency | CTAF |
Communications | COM |
Completion or completed or complete | CMPL |
Concrete | CONC |
Condition | COND |
Confirm(ing) or I confirm | CFM |
Conical surface | COS |
Construction or constructed | CONST |
Contact | CTC |
Continue(s) or continued | CONT |
Continuous day and night service | H24 |
Continuous(ly) | CONS |
Co-ordinated Universal Time | UTC |
Correction or correct or corrected | COR |
Cover or covered or covering | COV |
Cross | X |
Crossbar (of approach lighting system) | XBAR |
Crossing | XNG |
Customs | CUST |
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Operating Standards for Certified Aerodromes
Words and Phrases | Abbreviation |
Danger or dangerous | DNG |
Decommissioned | DCMSD |
Degrees | DEG |
Delay or delayed | DLA |
Depart or departure | DEP |
Departure and Approach procedures | DAP |
Depth | DPT |
Destination | DEST |
Deteriorate, deteriorating | DTRT |
Deviation or deviated | DEV |
Direct | DCT |
Displaced | DISP |
Distance | DIST |
Distance measuring equipment | DME |
Divert or diverting or diversion | DIV |
Docking | DOCK |
Document | DOC |
Domestic | DOM |
Doppler VOR | DVOR |
Duration | DUR |
During | DRG |
Dust | DU |
Dust storm | DS |
East north-east | ENE |
East or east longitude | E |
East south-east | ESE |
Eastbound | EB |
Effective operational length | EOL |
Elevation | ELEV |
Emergency | EMERG |
Enroute Supplement Australia (AIP) | ERSA |
En route | ENRT |
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Words and Phrases | Abbreviation |
Engine | ENG |
Equipment | EQPT |
Estimate or estimated | EST |
Estimated/estimating time of arrival | ETA |
Estimated/estimating time of departure | ETD |
Every | EV |
Except | EXC |
Exercises or exercising or to exercise | EXER |
Expect(ed)(ing) | EXP |
Expected approach time | EAT |
Extend(ed)(ing) | EXTD |
February | FEB |
Facility, facilities | FAC |
Facsimile transmission | FAX |
Feet (dimensional unit) | FT |
Field | FLD |
First | FST |
Flares | FLR |
Flight | FLG |
Flight information service | FIS |
Flight service (in general) | FS |
Flight service centre | FSC |
Flight service unit | FSU |
Flight plan (domestic) | PLN |
Fluctuating, fluctuation, fluctuated | FLUC |
Fly or flying | FLY |
Fog | FG |
Follow(s), following | FLW |
Forecast | FCST |
Frequency | FREQ |
Frequent | FRQ |
Friday | FRI |
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Words and Phrases | Abbreviation |
From | FM |
General | GEN |
General Aviation | AWK or PVT |
General Aviation Aerodrome Procedures | GAAP |
Glide path | GP |
Glider | GLD |
Glider flying | GLY |
Gradual(ly) | GRADU |
Gravel | GRVL |
Green | G |
Ground | GND |
Hazard beacon | HBN |
Haze | HZ |
Heading | HDG |
Heavy | HVY |
Height or height above | HGT |
Helicopter | HEL |
Helicopter Landing Site | HLS |
Hertz (cycles per second) | HZ |
High intensity approach lighting | HIAL |
High intensity obstacle lights | HIOL |
High intensity runway lighting | HIRL |
Higher | HYR |
Hold(ing) | HLDG |
Homestead | HS |
Horizontal surface | HZS |
Hour | HR |
ICAO standard atmosphere | ISA |
Immediate(ly) | IMT |
Immigration | IMM |
Improve(ment), improving | IMPR |
Inbound | INBD |
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Operating Standards for Certified Aerodromes
Words and Phrases | Abbreviation |
Information | INFO |
Inner marker | IM |
Inoperative | INOP |
Install or installed or installation | INSTL |
Instrument | INSTR |
Instrument approach and landing charts | IAL |
Instrument approach chart | IAC |
Instrument flight rule | IFR |
Instrument landing system | ILS |
Instrument meteorological conditions | IMC |
Intensify(ing) | INTSF |
Intensity | INTST |
Intermittent(ly) | INTER |
International | INTL |
International Civil Aviation Organisation | ICAO |
Interrupt(ion)(ed) | INTRP |
Intersection | INT |
Isolated | ISOL |
January | JANUARY |
July | JULY |
June | JUNE |
Jet barrier | JBAR |
Jet stream | JTST |
Kilogram | KG |
Kilometres | KM |
Kilometres per hour | KMH |
Kilopascals | KPA |
Kilowatts | KW |
Knots | KT |
Landing | LDG |
Landing direction indicator | LDI |
Landing distance available | LDA |
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Operating Standards for Certified Aerodromes
Words and Phrases | Abbreviation |
Latitude | LAT |
Leave or leaving | LVE |
Left (runway identification) | L |
Length | LEN |
Level | LVL |
Light or lighting | LGT |
Lighted | LGTD |
Limited | LTD |
Local mean time | LMT |
Local, locally, location, located | LOC |
Localiser | LLZ |
Low intensity obstacle lights | LIOL |
Low intensity runway lights | LIRL |
Longitude | LONG |
Magnetic | MAG |
Magnetic bearing | QDR |
Magnetic orientation of runway | QFU |
Magnetic variation | VAR |
Maintain(ed)(ing) | MNTN |
Maintenance | MAINT |
Mandatory Broadcast Zone | MBZ |
Manual | MAN |
Marker radio beacon | MKR |
Maximum | MAX |
Maximum brakes release weight | MBRW |
Maximum landing weight | MLW |
Maximum take off weight | MTOW |
Maximum tyre pressure | MTP |
Mean sea level | MSL |
Medical | MED |
Medium intensity obstacle lights | MIOL |
Medium intensity runway lights | MIRL |
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Operating Standards for Certified Aerodromes
Words and Phrases | Abbreviation |
Megahertz | MHZ |
Men and equipment | MAE |
Message | MSG |
Method of working plan | MOWP |
Metres (preceded by figures) | M |
Metres per second | MPS |
Microwave landing system | MLS |
Mid-point (related to RVR) | MID |
Middle marker | MM |
Military | MIL |
Minimum | MNM |
Minimum eye height over threshold (VASI system) | MEHT |
Minimum obstacle clearance (required) | MOC |
Minus | MS |
Minutes | MIN |
Miscellaneous | MISC |
Missed approach point | MAPT |
Mist | BR |
Moderate(ly) | MOD |
Modification | CHG |
Monitor(ed and ing) | MNT |
Mountain | MT |
Move(d)(ment), moving | MOV |
Nautical mile | NM |
Navigation | NAV |
Near or over large town | CIT |
Next | NXT |
Night | NGT |
Night visual flight rule | NV |
Non scheduled commercial transport | CHTR |
No SAR action required | NOSAR |
No change | NC |
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Operating Standards for Certified Aerodromes
Words and Phrases | Abbreviation |
No or negative or permission not granted or that is not correct | NEG |
No specific working hours | HX |
Non-directional radio beacon | NDB |
None or nothing | NIL |
North north-east | NNE |
North north-west | NNW |
North or north latitude | N |
North-west | NW |
Northbound | NB |
NOTAM Office | NOF |
Not before | NBFR |
Notice to airmen | NOTAM |
Number | NR |
Open(ed)(ing) | OPN |
Obscure | OBSC |
Observe(d), observation | OBS |
Obstacle | OBST |
Obstacle clearance altitude/height | OCA/H |
Obstacle clearance limit | OCL |
Obstruction | OBSTR |
Occasional(ly) | OCNL |
Occulting (light) | OCC |
On request | O/R |
On top | OTP |
Operate, operator, operative, operating, operational | OPR |
Operation | OPRT |
Operations | OPS |
Outbound | OUBD |
Outer marker | OM |
Overhead | OHD |
Parallel | PARL |
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Words and Phrases | Abbreviation |
Parking | PRKG |
Passengers | PAX |
Passing | PSG |
Pavement classification number | PCN |
Performance | PER |
Persons on board | POB |
Pilot activated lighting | PAL |
Plus | PS |
Position | PSN |
Power | PWR |
Precision approach path indicator | PAPI |
Prior notice required | PN |
Probable, probability | PROB |
Procedure | PROC |
Procedures for air navigation services | PANS |
Provisional | PROV |
Public Holidays | PH |
Quadrant(al) | QUAD |
Radial | RDL |
Radius | RAD |
Ragged | RAG |
Rain | RA |
Rapid or rapidly | RAPID |
Reach or reaching | RCH |
Read back | RB |
Recent (to qualify other abbreviations) | RE |
Reference | REF |
Reference datum height (for ILS) | RDH |
Registration | REG |
Remarks | RMK |
Report(ed)(ing)(ing point) | REP |
Requested | REQ |
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Words and Phrases | Abbreviation |
Require | RQ |
Requirements | RQMNTS |
Reroute | RERTE |
Rescue and Fire Fighting Services | RFFS |
Rescue Coordination Centre | RCC |
Rescue Sub Centre | RSC |
Restriction | RESTR |
Return to service | RTS |
Return(ed)(ing) | RTN |
Review | REV |
Route | RTE |
Runway | RWY |
Runway centreline | RCL |
Runway centreline light | RCLL |
Runway edge light | REDL |
Runway end light | RENL |
Runway lead in lighting system | RLLS |
Runway strip | RWS |
Runway surface condition | RSCD |
Runway threshold light | RTHL |
Runway touchdown zone light | RTZL |
Runway visual range | RVR |
Rules of the air and air traffic services (associated with AIP) | RAC |
Sand | SA |
Sandstorm | SS |
Scattered | SCT |
Scheduled | SKED |
Scheduled commercial air transport | S |
Search and Rescue | SAR |
Second(ary) | SRY |
Secondary surveillance radar | SSR |
Seconds | SEC |
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Words and Phrases | Abbreviation |
Sector | SECT |
Service available during scheduled hours of operation | HS |
Service available to meet operational requirements | HO |
Service(ing), served | SER |
Serviceable | SVCBL |
Severe | SEV |
Short take-off and landing | STOL |
Showers | SH |
Simple approach lighting system | SALS |
Simultaneous(ly) | SIMUL |
Simultaneous Runway Operations | SIMOPS |
Slow(ly) | SLW |
Smoke | FU |
Snow | SN |
South or south latitude | S |
South south-east | SSE |
South south-west | SSW |
South-east | SE |
South-west | SW |
Southbound | SB |
Special series NOTAM (message type designator) | SNOWTAM |
Sport aviation | SPA |
Standard | STD |
Standard instrument arrival | STAR |
Standard instrument departure | SID |
Standard departure clearance | SDC |
Standby | SDBY |
Start of TORA (take-off run available) | SOT |
Start of climb | SOC |
Station | STN |
Stationary | STNR |
Status | STS |
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Words and Phrases | Abbreviation |
Stop-end(related to RVR) | END |
Stopway | SWY |
Stopway light | STWL |
Straight in approach | STA |
Subject to | SUBJ |
Sunrise | SR |
Sunrise to sunset | HJ |
Sunset | SS |
Sunset to sunrise | HN |
Supplement (AIP Supplement) | SUP |
Supplementary take-off distance | STODA |
Surface | SFC |
Surface movement control | SMC |
Surface movement radar | SMR |
‘T’ visual approach slope indicator system | T-VASIS |
Take-off | TKOF |
Take-off distance available | TODA |
Take-off run available | TORA |
Taxiing guidance system | TGS |
Taxiing or taxi | TAX |
Taxiway | TWY |
Taxiway link | TWYL |
Technical reason | TECR |
Telephone | TEL |
Temperature | T |
Temporary | TEMPO |
Terminal area surveillance radar | TAR |
Terminal control area | TMA |
Threshold | THR |
Threshold crossing height | TCH |
Through | THRU |
Thunderstorm | TS |
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Words and Phrases | Abbreviation |
Thursday | THU |
Time-limited WIP (work in progress) | TLW |
Time search action required | SARTIME |
To be advised | TBA |
Tornado | TDO |
Touchdown zone | TDZ |
Track | TR |
Traffic | TFC |
Transitional surface | TNS |
Trend or tending to | TEND |
Tropical cyclone | TC |
True bearing | QTE |
Turbulence | TURB |
Type of aircraft | TYP |
Typhoon | TYPH |
UHF tactical air navigation aid | TACAN |
Ultra high frequency (300-3000 MHz) | UHF |
Unable | UNA |
Unable to approve | UNAP |
Unlimited | UNL |
Unserviceable | U/S |
Until | TIL |
Until advised by | UAB |
Until further notice | UFN |
Upper limits | UL |
VHF omni-direction radio range | VOR |
Variable | VRB |
Vertical | VER |
Vertical take-off and landing | VTOL |
Very high frequency (30-300 MHz) | VHF |
Very important person | VIP |
Very low frequency (3-30 kHz) | VLF |
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Words and Phrases | Abbreviation |
Vicinity | VCY |
Visibility | VIS |
Visual approach slope indicator system | VASIS |
Visual en route chart | VEC |
Visual flight rules | VFR |
Visual meteorological conditions | VMC |
Visual terminal chart | VTC |
Warning | WRNG |
We agree or it is correct | OK |
Weaken(ing) | WKN |
Weather | WX |
Weight | WT |
West north-west | WNW |
West or west longitude | W |
West south-west | WSW |
White | W |
Widespread | WID |
Wind direction indicator | WDI |
Wind shear | WS |
With effect from, or effective from | WEF |
Within | WI |
With immediate effect, or effective immediately | WIE |
Without | WO |
Work in progress | WIP |
World Aeronautical Chart (1:1,000,000) | WAC |
Yards | YD |
Yellow caution zone (runway lighting) | YCZ |
Yes, or affirm, or affirmative, or that is correct | AFM |
Yours | YR |
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10.6.1.1 The aerodrome operator must appoint suitably trained person(s) as the nominated reporting officer(s). The nomination(s) must be notified in writing, to the NOTAM office and the relevant CASA Office which has surveillance responsibility for the aerodrome.
10.6.1.2 Persons other than employees of the aerodrome operator may, with appropriate training and experience, also be appointed as aerodrome reporting officers.
10.6.2.1 Aerodrome operators must ensure that any person carrying out the reporting function has been suitably trained and has the following attributes:
(a) a sound knowledge of the physical characteristics of the aerodrome movement area, the aerodrome obstacle limitation surfaces, aerodrome markings, lighting and ground signals and essential aerodrome safety equipment;
(b) an understanding of the aerodrome information included in ERSA;
(c) the ability to carry out a serviceability inspection of the aerodrome;
(d) a knowledge of the aerodrome emergency procedures; and
(e) a knowledge of the NOTAM system and the ability to carry out aerodrome reporting procedures.
10.6.3.1 Aerodrome operators must advise the Australian NOTAM Office of the following occurrences:
(a) changes (temporary or permanent) in the published runway information including further changes to information contained in current permanent NOTAMs;
(b) aerodrome works affecting runways or the obstacle limitation surfaces, including time-limited works that require more than 10 minutes to restore normal safety standards;
(c) outage of aerodrome lighting or obstacle lighting beyond specified limits;
(d) temporary obstacles to aircraft operations;
(e) a significant increase in, or concentration of birds or animals on or near the aerodrome which is a danger to aircraft;
(f) changes in excess of 0.05% of the published gradient data;
(g) emergence of new obstacles;
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(h) when a radio navigation aid owned by the aerodrome operator, or landing aid is unserviceable or returned to service;
(i) when an Aerodrome Frequency Response Unit (AFRU) owned by the aerodrome operator is unserviceable or returned to service; or
(j) any other event which affects the safety of aircraft using the aerodrome.
10.6.3.2 Reporting must be carried out as soon as possible after a reportable occurrence is observed, giving as much detail as is available. Where necessary, subsequent additional detail can be reported as it becomes available for further NOTAM to be issued. Where applicable, ATC must be advised of the unserviceability and the intention to initiate a NOTAM.
10.6.3.3 Aerodrome operators must provide as much notice as possible of aerodrome works which will affect airline schedules.
10.6.4.1 The reporting function must also include monitoring activities outside but in the vicinity of the aerodrome which may result in hazards to aircraft operations. This includes:
(a) developments which may become obstacles;
(b) land planning and use which may attract birds; and
(c) installation of lighting systems which may create confusion to pilots at night.
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10.7.1.1 The aerodrome operator must establish and chair an Aerodrome Emergency Committee (AEC), including agencies on and off the aerodrome that could assist in an emergency. The AEC must develop the Aerodrome Emergency Plan (AEP), including procedures for coordinating the responses of assisting agencies.
10.7.1.2 Currency and adequacy of the AEP must be reviewed at least once every twelve months.
10.7.1.3 Emergency exercises must be carried out at least once every two years, commensurate with the size and scale of operations at the airport, unless the emergency plan was activated in a real emergency within the two-year period.
10.7.1.4 AEP must include organisational and procedural arrangements for responding to at least the following emergencies:
(a) aircraft crash;
(b) local standby and full emergency;
(c) bomb scare;
(d) disabled aircraft;
(e) hazardous material incident;
(f) fire and natural disaster; or
(g) medical emergency.
10.7.1.5 The AEP must clearly define the activation sequence including call out arrangements for Local Standby and Full Emergency. For instance, Local Standby does not require a response from off-aerodrome agencies whereas a Full Emergency does. The activation plan will detail the Action Required for each type of emergency.
10.7.1.6 The aerodrome operator must produce a grid map (or maps) of the aerodrome and its immediate vicinity, to include detailed location of primary and secondary access gates; this information to be made available to all responding agencies.
10.7.1.7 CASA does not regulate AEP responding agencies and how they conduct their functions. It is the responsibility of the AEC to ensure that the level and availability of emergency equipment and services are adequate for the aerodrome.
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10.7.1.8 At those aerodromes located near water, the AEP must include as far as practicable, arrangements for water rescue.
Note: See Section 10.8 for content guidelines for AEP.
10.7.2.1 Records of reviews and exercises including real emergencies must be kept and retained for at least 3 years.
10.7.3.1 The Disabled Aircraft Removal Plan (DARP) must include a list of equipment and personnel that would be available for timely aircraft recovery and removal.
10.7.3.2 The Plan must identify a coordinator designated to implement the DARP, when necessary.
10.7.3.3 The Plan must be based on the characteristics of the aircraft that may normally be expected to operate at the aerodrome.
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10.8.1.1 Aerodrome emergency planning is the process of preparing an aerodrome to cope with an emergency occurring at the aerodrome or in its vicinity. The objective of the planning is to ensure a timely and effective response to an emergency, particularly in respect of saving lives and maintaining aircraft operations.
10.8.1.2 Examples of aerodrome emergencies are: crash (aircraft accident), bomb scare, disabled aircraft, spillage of hazardous material, fire and natural disaster.
10.8.1.3 The aerodrome emergency plan should be commensurate with the scale and type of aircraft operations, the surrounding geography and other activities conducted at the aerodrome. With the assistance of the Aerodrome Emergency Committee, the aerodrome licence holder should plan for the worse type of emergency situations that might conceivably occur with respect to size, location, timing and weather.
10.8.1.4 Examples of agencies that could be of assistance in responding to aerodrome emergencies are:
(a) on-aerodrome agencies: air traffic services units, rescue and fire fighting units, airport administration, aircraft operators, security services; and
(b) off-aerodrome agencies: fire brigades, police, medical and ambulance services, hospitals, defence forces, Australian Transport Safety Bureau (ATSB), State emergency services, transport authorities, volunteer rescue services, welfare agencies, Government authorities (Customs, Health, Immigration, etc), maritime services and refuelling agents.
10.8.1.5 The off-aerodrome responding agencies will have been established to deal with most, if not all, emergency situations occurring in the community. Therefore the aerodrome emergency procedures should have the highest degree of similarity with the procedures used in the community generally.
10.8.1.6 The best understanding of the procedures is achieved through taking part in the planning process and the most workable procedures are the ones derived by those who have to carry them out. Therefore in the development of the procedures, licence holders should seek the maximum possible involvement of responding agencies and obtain their endorsement of the procedures so developed.
10.8.2.1 On larger aerodromes it is usual to delegate the preparation of the medical plan to a sub-committee. When established, the medical sub-committee should:
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(a) plan the deployment of medical personnel called to an aircraft emergency;
(b) develop procedures for triage, emergency treatment and movement of casualties; and
(c) nominate a co-ordinator of crash site medical resources.
10.8.3.1 Facilities used in the responses by the various agencies including communications systems should be tested at intervals not exceeding one year.
10.8.3.2 Individual participants in the aerodrome emergency plan should be encouraged to continuously review their roles (for example on a particular day each month) to ensure that they know their responsibilities and that all the information in the plan is current. It is important that all personnel who may be required to act in an emergency should develop the correct mental attitude to aerodrome emergency planning. To that end and in spite of their self-evident nature, it is worthwhile noting that the salient lessons to be gained from those who have experienced an airport emergency are that:
(a) people do best in an emergency what they have been trained to do;
(b) emergencies happen with little or no warning; and
(c) emergencies happen to anybody.
10.8.4.1 The minimum frequency of full-scale aerodrome emergency exercises of two years has been set after considering international practice and the cost of mounting such exercises. However, such exercises should be held annually.
10.8.4.2 Speciality emergency exercises aimed at testing and reviewing the response of individual responding agencies, such as rescue and fire fighting services, as well as parts of the emergency plan, such as the communications system, should be held at more frequent intervals than the full-scale exercise.
10.8.4.3 Aerodrome licence holders should conduct ‘table-top’ exercises involving the Aerodrome Emergency Committee annually or whenever there is a change of major participants, provided such exercises do not conflict with the full- scale or speciality exercises.
10.8.4.4 Experience to be gained from exercises should be shared by inviting other aerodrome licence holders to attend as observers. Operators of major aerodromes should notify the relevant pilot and cabin attendant staff associations of each planned emergency exercise to enable representatives of those organisations to observe the exercise and participate in the review should they so desire.
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10.8.5.1 A fixed emergency operations centre and a forward mobile command post should be available for use in an emergency. The fixed emergency operations centre should be a part of the aerodrome facilities and be used to co-ordinate and direct the overall response to the emergency. The location of the emergency operations centre should be clearly identified in the plan. The forward mobile command post should be an easily recognisable structure capable of being moved rapidly to the scene of an emergency, when required, and should be used to control the on-scene agencies responding to the emergency.
10.8.5.2 The aerodrome emergency plan should clearly set out the discrete roles of the emergency operations centre and the forward command post, highlighting the physical location of the police co-ordinator.
10.8.6.1 The definitions of ‘command’, ‘control’, and ‘co-ordination’ which have been adopted by the Australian Emergency Management Committee and which should be used in the context of aerodrome emergency planning are given below.
10.8.6.2 Command. ‘Command’ is the direction of members and resources of an organisation in the performance of the organisation’s role and tasks. Authority to command is established in legislation or by agreement with an organisation. Command relates to organisations and operates vertically within organisations.
10.8.6.3 Control. ‘Control’ is the overall direction of activities. Authority for control is established in legislation or in an emergency plan and carries with it the responsibility for tasking and co-ordinating other organisations in accordance with the needs of the situation. In this context, tasking means telling people what to do, but not how to do it. Control relates to situations and operates horizontally across organisations.
10.8.6.4 Coordination. ‘Coordination’ is the bringing together of organisations and elements to ensure effective counter-emergency responses, and is primarily concerned with the systematic acquisition and application of resources (organisation, manpower and equipment) in accordance with the requirements imposed by the threat or impact of an emergency. Co- ordination relates primarily to resources and operates:
(a) vertically within an organisation as a function of the authority to command; and
(b) horizontally across organisations as a function of the authority to control.
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10.8.7.1 As soon as any police presence is established at the scene of an aerodrome emergency or exercise, the senior police officer is required to assume overall co-ordination of the agencies responding to the emergency. The person who initially assumes control of the situation should hand over control when police arrive.
10.8.7.2 The police represent the Coroner at a crash site and may be authorised to direct the custody, transport and storage of deceased persons. The Coroner is responsible for determining cause of death and in the case of aviation casualties draws on the specialised skills of the CASA Operational and Flight Crew Licensing Standards Branch and the ATSB.
10.8.7.3 The police are required to account for all people on board a crashed aircraft. In discharging this function it will normally be necessary to secure the crash site area and impose control over persons entering and leaving the site.
10.8.7.4 The police may also be given the responsibility of guarding any aircraft wreckage on behalf of ATSB.
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10.9.1.1 Particulars of the procedures for preventing unauthorised entry into the movement area, including the arrangements for controlling airside access, and airside vehicle control, are to be included in the aerodrome manual.
10.9.1.2 At aerodromes catering for air transport operations by aircraft of more than 30 passenger seats, a fence or other suitable barrier must be provided where practicable, around the movement area of the aerodrome.
10.9.2.1 Vehicles and ground equipment operated airside must be maintained in a sound mechanical and roadworthy condition, so as to prevent avoidable breakdowns and spillage of fuels, lubricants and hydraulic fluids.
10.9.2.2 In the case of major capital city aerodromes, or aerodromes with significant levels of vehicular traffic, the aerodrome operator must introduce and maintain a permit system for airside operations approval.
10.9.2.3 In the case of major capital city aerodromes, or aerodromes with significant levels of vehicular traffic, the aerodrome operator must establish speed limits for vehicles on the movement area and a regime to enforce them.
10.9.2.4 Vehicles must not be driven under an aircraft or within 3 m of any part of an aircraft except when required for the servicing of aircraft.
10.9.2.5 Vehicles operating on the manoeuvring area by day must be marked in accordance with 8.10.4.
10.9.2.6 Vehicles operating on the manoeuvring area at night or in conditions of poor visibility, must display dipped headlights and must be lit in accordance with 9.19.1, unless accompanied by a vehicle that is so equipped.
10.9.3.1 Drivers operating vehicles on the airside must be trained and competent to do so.
10.9.3.2 Any person operating vehicles and ground equipment, must:
(a) hold an appropriate licence to operate,
(b) know the terminology used to describe, and be familiar with airside areas,
(c) understand the significance of aerodrome signs and markings, and
(d) where appropriate, be competent in the use of radio communications equipment, and understand radio instructions.
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10.10.1.1 The operator of a certified aerodrome must arrange aerodrome works so as not to create any hazard to aircraft or confusion to pilots. The aerodrome manual must include particulars of the procedures for planning and safely carrying out aerodrome works.
10.10.1.2 Aerodrome works may be carried out without the closure of the aerodrome, provided safety precautions are adhered to.
10.10.1.3 Aerodrome works may be carried out in the following manner:
(a) where the works are of a nature that they will disrupt aircraft operations, they must be carried out under a proper plan called the method of working plan; and
(b) where works are of a maintenance nature they must be carried out as time-limited works.
10.10.1.4 Where a threshold is required to be temporarily displaced for more than 300 m, due to aerodrome works, the matter must be referred to the relevant CASA office to assess the operational significance of that displacement.
10.10.2.1 At an aerodrome used by aircraft of more than 5,700 kg maximum take-off weight, unless the aerodrome is closed during aerodrome works, or the work is of an emergency nature, the aerodrome operator must not carry out aerodrome works, other than time-limited works, without a Method of Working Plan (MOWP) prepared for those works.
10.10.2.2 The MOWP must set out the arrangements for carrying out those works.
10.10.2.3 An MOWP must be prepared in accordance with Section 10.11 to this Chapter.
10.10.2.4 When preparing a MOWP, an aerodrome operator must consult:
(a) commercial air transport operators using the aerodrome;
(b) Air Traffic Control; and
(c) if the MOWP may affect its operations, the Rescue and Fire Fighting Service unit at the aerodrome;
so as to ensure the safety of aircraft operations at the aerodrome.
10.10.2.5 The aerodrome operator must give a copy of the MOWP, and any alteration thereof, to the relevant CASA aerodrome inspector, as soon as possible after the Plan is prepared or altered.
10.10.2.6 Aerodrome works, for which a MOWP is required, must be carried out in accordance with the arrangements set out in the MOWP and any subsequent alteration.
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10.10.2.7 An MOWP is not required, if the aerodrome operator closes the aerodrome to aircraft operations while aerodrome works are being carried out. CASA aerodrome inspectors, commercial air transport operators and all organisations and persons likely to be affected by the closure, must be given reasonable notice of intention to close the aerodrome.
10.10.2.8 The operator must not close the aerodrome to aircraft operations due to aerodrome works, unless a NOTAM giving notice of the closure has been issued not less than 14 days before closure takes place.
10.10.2.9 An MOWP is not required for emergency aerodrome works carried out to repair unforeseen damage to part of the manoeuvring area, or to remove an obstacle, or if the works do not require any restrictions to aircraft operations. Where practicable, a NOTAM, giving the time and date of the commencement of the works must be issued, as early as possible, but preferably not less than 48 hours before commencement of the works.
10.10.3.1 Aerodrome works may be carried out as time-limited works if normal aircraft operations are not disrupted, the movement area can be restored to normal safety standards and any obstacle created by those works removed in not more than 30 minutes.
10.10.3.2 Time-limited works include the following works:
(a) maintenance of markings and lights;
(b) grass mowing;
(c) rolling surfaces;
(d) sweeping pavements;
(e) minor repairs to pavements; and
(f) surveys and inspections.
10.10.3.3 A person must not commence time-limited works that require more than 10 minutes to restore normal safety standards to the movement area and remove obstacles, unless a NOTAM has been issued not less than 24 hours before the commencement, giving the date and time of commencement and the time required to restore normal safety standards.
10.10.4.1 Subject to paragraph 10.10.4.2 time-limited works must not be carried out at night or if visibility is less than 5 kilometres.
10.10.4.2 Paragraph 10.10.4.1 does not apply if it is authorised by Air Traffic Control at a controlled aerodrome or in other cases if normal safety standards can be promptly restored so as to allow an aircraft operation to take place without delay.
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10.10.5.1 Time-limited works must be stopped and normal safety standards restored, when required to allow an aircraft operation to take place.
10.10.5.2 All reasonable measures must be taken to complete the restoration of normal safety standards not less than 5 minutes before the scheduled or notified time of an aircraft operation.
10.10.6.1 At an uncontrolled aerodrome, works that have been stopped to allow the restoration of normal safety standards may be resumed:
(a) if stopped for an aircraft arrival, immediately after the arrival, if the safety of the aircraft is not endangered by the resumption; or
(b) if stopped for an aircraft departure, 15 minutes after the departure has taken place; or
(c) if stopped for an aircraft arrival that does not take place; 30 minutes after the time scheduled or notified for the arrival (when a new ETA is established).
10.10.6.2 At a controlled aerodrome, Air Traffic Control may, at the request of the aerodrome operator, vary the time limits set out in paragraph 10.10.6.1 for restoring normal safety standards or resuming aerodrome works. A variation under this paragraph is subject to such conditions as Air Traffic Control may impose.
10.10.7.1 An aerodrome operator must ensure that aerodrome works are carried out in accordance with the standards in this Chapter.
10.10.7.2 An aerodrome operator must appoint a person in writing as a works safety officer for the purpose of ensuring the safe conduct of aerodrome works.
10.10.7.3 Before appointing a person as a works safety officer, the aerodrome operator must be satisfied that the person is able to perform the functions of a works safety officer set out in Section 10.12.
10.10.7.4 A works safety officer must be present at all times if aerodrome works, other than time-limited works, are being carried out and the aerodrome is open to aircraft operations.
10.10.7.5 An aerodrome operator must take all reasonable measures to ensure that the works organisation carries out aerodrome works in a manner that will ensure the safety of aircraft operations.
10.10.7.6 Persons, vehicles, plant and equipment required for carrying out aerodrome works, must not be permitted to enter the movement area or remain on it, except for the purpose of carrying out those works.
10.10.7.7 Procedures for entering works areas must be stated in the MOWP.
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10.10.7.8 The operator must allow access to works areas only along routes shown in the MOWP.
10.10.8.1 Aerodrome markers, markings and lights required for, or affected by, aerodrome works must be installed, altered or removed in accordance with the appropriate standards.
10.10.8.2 Parts of the movement area that are unserviceable as a result of aerodrome works being carried out must be marked and lit in accordance with the appropriate standards.
10.10.8.3 All obstacles created as a result of aerodrome works being carried out must be marked and lit in accordance the appropriate standards in Chapter 8.
10.10.8.4 Vehicles and plant used in carrying out aerodrome works must be marked in accordance with paragraph 8.10.4.
10.10.8.5 In addition to paragraph 10.10.8.4 requirements, vehicles and plant used in carrying out aerodrome works at night must be lit in accordance with paragraph 9.19.1.
10.10.9.1 At a controlled aerodrome, a vehicle used by a works safety officer while supervising aerodrome works must be equipped with a radio for two-way communication with Air Traffic Control.
10.10.9.2 For the purpose of communication with Air Traffic Control, each vehicle used by a works safety officer must be given a call sign.
10.10.9.3 Any vehicle or plant that is not:
(a) marked or lit in accordance with Paragraph 10.10.8; or
(b) if applicable, equipped with a two-way radio;
may only be used in carrying out aerodrome works if it is:
(i) used under the direct supervision of the works safety officer; or
(ii) used only within the limits of appropriately marked and lit works areas.
10.10.10.1 On the completion of aerodrome works and the restoration of normal safety standards to the movement area, the aerodrome operator must cancel any NOTAM issued to advise of those works.
10.10.11.1 At the end of an overlay work session, when the runway is to be returned to an operational status, the new and old runway surfaces must not be left with an abrupt vertical surface of more than 25 mm. This will normally require the provision of a temporary ramp between the new and the old surfaces.
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10.10.11.2 The longitudinal slope of the temporary ramp described in paragraph 10.10.11.1, measured with reference to the existing runway surface or previous overlay course, must be:
(a) 0.5 to 1.0 per cent for overlays up to and including 5 cm in thickness; and
(b) not more than 0.5 per cent for overlays more than 5 cm in thickness.
10.10.11.3 Where practicable, the direction of pavement overlay must proceed from one end of the runway toward the other end so that based on runway utilisation most aircraft operations will experience a down ramp.
10.10.11.4 Where practicable, the entire width of the runway must be overlaid during each work session. Where the entire width of the runway cannot be overlaid during a work session, then at least the central two-third width of the runway is to be overlaid. In this case, a temporary transverse ramp of between 0.8 and 1.0 per cent must be provided between the edge of the new overlay surface and the existing runway surface or previous overlay course; when the difference in level exceeds 25 mm.
10.10.12.1 Works on runway strips must be carried out in the shortest possible time, and where undertaken within 23 m of the edge of the runway or runway shoulder:
(a) works must only be undertaken on one side of the runway at any one time;
(b) the works area at any one time must not exceed 9 square metres, except for machine cut trenches, not exceeding a width of 100 mm and length of 280 m;
(c) materials such as gravel, signs and lights, etc left within this part of the runway strip, must not exceed one metre in height above ground. Any material likely to be affected by propeller wash or jet blast, must be removed; and
(d) plant and vehicles must vacate this area when the runway is in use.
10.10.12.2 Where works are undertaken on a runway strip between 23 m from the edge of the runway or runway shoulder and the edge of the graded runway strip, similar restriction must be applied within this area of the runway strip, as for paragraph 10.10.12.1 above, except that the works area may extend up to an area of 18 square metres at any one time, and the height of materials may extend up to two metres.
10.10.12.3 Where works are to be undertaken in the vicinity of navigational or landing aids located within the runway strips, care must be taken to ensure that neither the works nor vehicles or plant associated with the works, may affect the performance of the aids.
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10.11.1.1 The MOWP must be presented in sections in the following sequence:
(a) title page
(b) works information
(c) restrictions to aircraft operations
(d) restrictions to works organisation
(e) administration
(f) authority
(g) drawings
(h) distribution list.
10.11.2.1 Each MOWP must be given a reference number, consisting of the code used to identify the aerodrome in the En Route Supplement Australia, the last two digits of the year and the number given to the MOWP by the aerodrome operator.
10.11.2.2 MOWPs issued in relation to the same aerodrome must be numbered consecutively in the order of their issue.
10.11.2.3 The MOWP number, the date of issue, and the date and number of any amendment are to be set out in the top right hand corner of the title page.
10.11.2.4 The title must indicate the location of the work and give a short description of the project, for instance “[name of aerodrome]: runway 07/25 repairs”.
10.11.2.5 The date of approval of the MOWP, the date of commencement and the date of expiry of the MOWP, and the date of completion of the works are to be set out on the title page.
10.11.2.6 The title page must include a list of the sections of the MOWP.
10.11.3.1 The MOWP must:
(a) include an outline of the full scope of the works and state which aerodrome facilities are affected.
(b) provide the planned date and time of commencement, the duration of each stage and the time of completion.
(c) contain the following sentence:
“The actual date and time of commencement will be advised by a NOTAM, to be issued not less than 48 hours before work commences”.
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10.11.4.1 This section of the MOWP must 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.
10.11.4.2 This section of the MOWP must state each restriction and each aircraft type affected by that restriction.
10.11.5.1 Any restrictions to aircraft operations on the manoeuvring area, or in the approach and take-off areas must be listed and shown on drawings of each stage of the works.
10.11.5.2 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 must be included.
10.11.5.3 The table must 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 NOTAMs for the information of a pilot before a flight.
10.11.6.1 The MOWP must outline details, if any, of special arrangements to be made during works if emergencies or adverse weather conditions occur.
10.11.7.1 The full text of all planned NOTAMs associated with the aerodrome works must be included.
10.11.8.1 The MOWP must provide any restrictions on the organisation carrying out of aerodrome works and requirements for the restoration of normal safety standards.
10.11.9.1 When personnel and equipment are required to vacate the movement area for certain operations, specific mention of this fact must be made, for example: “All personnel and equipment will clear runway strip 11/29 for RPT operations”.
10.11.10.1 The MOWP must identify the routes to and from the works area and the procedures for entering the works areas within the movement area.
10.11.10.2 Particulars of routes to and from the works area must be shown in drawings attached to the MOWP.
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10.11.11.1 Details of arrangements for the installation, alteration and removal of aerodrome markers, markings and lights in the work areas and other areas affected by the aerodrome works must be shown in drawings attached to the MOWP.
10.11.12.1 The MOWP must set out procedures for ensuring that electrical services and control cables are not damaged.
10.11.13.1 The MOWP must provide details of any special requirements arising during or on completion of aerodrome works, for example, arrangements for leaving pavement surfaces swept and clean before evacuation of the works area.
10.11.14.1 The MOWP must provide the name of the project manager appointed by the aerodrome operator and the means of contact, including the means outside normal working hours.
10.11.14.2 The MOWP must provide the names of the works safety officer or officers appointed by the aerodrome operator and the means of contact, including the means outside normal working hours.
10.11.14.3 The MOWP must provide the name of the works organiser (where appropriate) and the means of contact, including the means outside working hours.
10.11.15.1 Each MOWP must contain the following statement: “All works will be carried out in accordance with the MOWP”.
10.11.15.2 Each MOWP must set out its expiry date, and any alteration of that date.
10.11.15.3 Each MOWP must be signed, immediately after paragraph 10.11.15 (this paragraph), by the aerodrome operator or the project manager.
10.11.16.1 Drawings must be attached, which provide a visual reference for each stage of the works. The drawings must contain specific details such as works area, restrictions to aircraft, location of radio navigational aids, exact location of visual ground 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 electrical services and control cables which may be disturbed during the works.
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10.11.17.1 The distribution list of the MOWP must include at least the following persons and organisations:
(a) the project manager,
(b) the works safety officer;
(c) the aerodrome security manager, if any;
(d) the works organiser;
(e) the CASA aerodrome inspector;
(f) ATC and the Rescue and Fire Fighting Service Unit for the aerodrome;
(g) the air transport aircraft operators using the aerodrome at which the aerodrome works are to be carried out; and
(h) fixed-base operators using the aerodrome at which the aerodrome works are to be carried out.
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10.12.1.1 The Works Safety Officer performs the following responsibilities.
(a) Ensure the safety of aircraft operations in accordance with the standards for aerodrome works and the applicable MOWP;
(b) Ensure that, where applicable, the aerodrome works are notified by issue of a NOTAM and that the text of each NOTAM is exactly as set out in the applicable MOWP;
(c) Supply the air-traffic controller, on a daily basis, with whatever information is necessary to ensure the safety of aircraft operations;
(d) Discuss with the works organisation, on a daily basis, any matters necessary to ensure the safety of aircraft operations;
(e) 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 Paragraph 10.10.8, and the applicable MOWP;
(f) Ensure that the 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 works area;
(g) Ensure that all other requirements of the directions and MOWP relating to vehicles, plant, equipment and materials are complied with;
(h) Ensure that access routes to work areas are in accordance with the applicable MOWP and clearly identified and that access is restricted to these routes;
(i) Ensure that excavation is carried out in accordance with the MOWP and, in particular, so as to avoid damage or loss of calibration to any underground power or control cable associated with a precision approach and landing system or any other navigational aid;
(j) Report immediately to the air-traffic controller and the aerodrome operator any incident, or damage to facilities, likely to affect air-traffic control services or the safety of aircraft;
(k) Remain on duty at the works area while work is in progress and the aerodrome is open to aircraft operations;
(l) Ensure that the air-traffic controller is kept informed of the radio call signs of the vehicles used by the works safety officer;
(m) Require the immediate removal of vehicles, plant and personnel from the movement area where necessary to ensure the safety of aircraft operations;
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(n) Ensure that the movement area is safe for normal aircraft operations following removal of vehicles, plant, equipment and personnel from the works area;
(o) In the case of time-limited works, ensure that the works area is restored to normal safety standards not less than 5 minutes before the time scheduled or notified for an aircraft movement; and
(p) Ensure that floodlighting or any other lighting required for carrying out aerodrome works is shielded so as not to represent a hazard to aircraft operations.
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10.13.1.1 This Section is applicable only at aerodromes where apron congestion is a problem.
10.13.1.2 The aerodrome operator must include in the aerodrome manual particulars of the procedures for aircraft parking control, on those aprons, to ensure the safety of aircraft during ground manoeuvring.
10.13.2.1 Appropriate apron safety procedures must be developed by the aerodrome operator in conjunction with relevant organisations such as the airlines, ground handlers and caterers; and monitored for compliance, on a regular basis. Written agreements and contracts are useful components of congestion mitigation measures.
10.13.3.1 Aerodrome operators must ensure that, irrespective of who is responsible for aircraft parking, procedures are in place and documented for aircraft docking, ground servicing, engine start and push back operations.
10.13.3.2 Apron safety management procedures must:
(a) ensure that people involved are appropriately trained and experienced; and
(b) ensure that people engaged in these activities are provided with appropriate equipment such as communications, high visibility garments and fire extinguishing equipment suitable for at least initial intervention in the event of a fuel fire.
10.13.3.3 If apron operational activities are undertaken by organisation(s) other than the aerodrome operator, then the aerodrome operator must ensure the apron safety management procedures are followed.
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10.14.1.1 The aerodrome operator must monitor and record, on a regular basis, the presence of birds or animals on or in the vicinity of the aerodrome. Monitoring personnel must be suitably trained for this purpose.
10.14.1.2 Where regular monitoring confirms existence of a bird or animal hazard to aircraft operations, or when CASA so directs, the aerodrome operator must produce a bird or animal hazard management plan, which would be included as part of the Aerodrome Manual.
10.14.1.3 The management plan must be prepared by a suitably qualified person such as an ornithologist or a biologist, etc.
10.14.1.4 The management plan must address:
(a) hazard assessment, including monitoring action and analysis;
(b) pilot notification;
(c) liaison and working relationships with land use planning authorities;
(d) on-airport bird and animal attractors which provide food, water or shelter;
(e) suitable harassment methods; and
(f) an ongoing strategy for bird and animal hazard reduction, including provision of appropriate fencing.
10.14.1.5 The bird and animal hazard management plan must be reviewed for effectiveness, on a regular basis, at least as part of each technical inspection.
10.14.1.6 Where the presence of birds or animals is assessed as constituting an ongoing hazard to aircraft, the aerodrome operator must notify the AIS in writing, to include an appropriate warning notice in the ERSA.
10.14.1.7 Where a bird or animal hazard is assessed as acute, of short term or seasonal nature, additional warning must be given to pilots by NOTAM.
Note: Aerodrome operators are encouraged to provide bird strike incident information to the Australian Transport Safety Bureau (ATSB).
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10.15.1.1 All paved runway, taxiway and apron surfaces must be kept clear of foreign objects or debris that may cause damage to aircraft.
10.15.1.2 All runways, taxiways and apron pavement used by air transport jet aircraft with reference code numbers 3 or 4, must be cleaned of foreign objects on a regular basis.
10.15.2.1 The aerodrome operator must maintain runways with sealed, asphalt or concrete surfaces, in accordance with the surface texture standards specified in Chapter 6.
10.15.2.2 The Aerodrome Technical Inspection of runway surfaces must confirm that the texture standard is being met.
Note: CASA may require testing of part or whole of the runway surface to validate the technical inspection report, including use of continuous friction measuring equipment.
10.15.2.3 From January 2006, designated international aerodromes with runways serving code 4 jet aeroplanes, conducting international air transport operations, will be required to use an ICAO accepted continuous friction measuring device with self-wetting features to measure the friction level of the runway.
10.15.2.4 Runways must be evaluated when first constructed or after resurfacing to determine the wet runway surface friction characteristics.
10.15.2.5 Friction measurements must be taken at intervals that will ensure identification of runways in need of maintenance or special surface treatment before the surface conditions deteriorate further. The time interval between measurements will depend on factors such as: aircraft type and frequency of usage, climatic conditions, pavement type, and maintenance requirements.
10.15.2.6 When conducting friction tests on wet runways there is a drop in friction with an increase in speed. However, as the speed increases, the rate at which the friction is reduced becomes less. The macro texture of the surface affects the relationship between friction and speed. Therefore a speed high enough to reveal these friction/speed variations should be used. It is desirable, but not mandatory, to test the friction characteristics of a paved runway at more than one speed.
10.15.2.7 The results of measurements will be used as follows:
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(a) to verify the friction characteristics of new or resurfaced sealed, asphalt or concrete surfaced runways, using the Design objective for new surface values in Table 10.15-1.
(b) if the measured friction level falls below the relevant Maintenance planning level values in Table 10.15-1, the aerodrome operator must initiate appropriate corrective maintenance action to improve the friction.
(c) if the measured friction level falls below the relevant Minimum friction level values in Table 10.15-1, the aerodrome operator must promulgate by NOTAM, that the runway pavement falls below minimum friction level when wet. Additionally, corrective maintenance action must be taken without delay. This requirement applies when friction characteristics for either the entire runway or a portion thereof are below the minimum friction level.
Table 10.15-1: Friction Values for Continuous Friction Measuring Devices
Test Equipment | Test Tyre Tyre Pressure (kPa) | Test Speed (km/h) | Test Water Depth (mm) | Design Objective for New Surface | Maintenance Planning Level | Minimum Friction Level |
Mu-meter trailer | A 70 A 70 | 65 95 | 1.0 1.0 | 0.72 0.66 | 0.52 0.38 | 0.42 0.26 |
Skiddometer trailer | B 210 B 210 | 65 95 | 1.0 1.0 | 0.82 0.74 | 0.60 0.47 | 0.50 0.34 |
Surface friction tester vehicle | B 210 B 210 | 65 95 | 1.0 1.0 | 0.82 0.74 | 0.60 0.47 | 0.50 0.34 |
Runway friction tester vehicle | B 210 B 210 | 65 95 | 1.0 1.0 | 0.82 0.74 | 0.60 0.54 | 0.50 0.41 |
TATRA friction tester vehicle | B 210 B 210 | 65 95 | 1.0 1.0 | 0.76 0.67 | 0.57 0.52 | 0.48 0.42 |
GRIPTESTER trailer | C 140 C 140 | 65 95 | 1.0 1.0 | 0.74 0.64 | 0.53 0.36 | 0.43 0.24 |
10.15.3.1 When a runway pavement surface has been grooved, the aerodrome operator should periodically check the condition of the runway grooves in accordance with the US Federal Aviation Administration (FAA) advice set out in the FAA Advisory Circular AC 150/5320-12C. The Advisory Circular states that when 40 per cent of the grooves in the runway are equal to or less than 3mm in depth and/or width for a distance of 457m, the effectiveness of the grooves for preventing hydroplaning will have been considerably reduced. The aerodrome operator should take immediate corrective action to reinstate the 6 mm groove depth and/or width.
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10.15.4.1 Aerodrome operators must maintain the surface of paved runways in a condition such as to preclude excessive bouncing, pitching, vibration or other difficulties with control of aircraft.
Note: Reports of actual aircraft performance will be used to determine compliance.
10.15.4.2 Paved runway surfaces should be maintained so that standing water is neither formed nor retained. Birdbath depressions should be repaired at the earliest opportunity.
10.15.5.1 The surface of natural and gravel surface runways and runway strips must be maintained to the physical standards outlined in Chapter 13.
Note: A rough surface, in combination with a soft, wet surface, is particularly hazardous for aircraft operations.
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10.16.1.1 Aerodrome operators must document procedures for the maintenance of the areas around navigation aids serving the aerodrome. This would include navigational aids located on or off the aerodrome, either owned by the aerodrome operator or by other service providers.
10.16.1.2 The arrangements for ground maintenance around these installations must include details of consultation with the telecommunication service provider to avoid interference with operation of the aid.
10.16.1.3 Ground maintenance carried out around navigational aids must be in accordance with the agreement with the telecommunications service provider.
10.16.1.4 If there is no agreed specification with the telecommunications service provider, ground maintenance around new facilities is to be in accordance with manufacturers instructions, and for pre-existing facilities where manufacturers instructions are not available, in accordance with the following:
(a) elimination of grass at the base of towers, fence lines and foundation of buildings, for a distance of 500 mm;
(b) fenced areas to be kept free of grass, shrubs or other growth exceeding 300 mm in height; and
(c) within fenced areas, or at unfenced sites within the aerodrome boundary:
(i) VOR installations, the height of grass within a radius of 150 m from the antenna is not to exceed 600 mm;
(ii) ILS localiser with a 7-element antenna, the height of grass in the area of 90 m radius behind the antenna and the area 180 m by 90 m wide in front of the antenna is not to exceed 150 mm;
(iii) ILS localiser with a 12-element antenna, the height of grass in the rectangular area extending to 90 m either side of the antenna and from 30 m behind to 300 m in front of the antenna (or to the runway end if closer) is not to exceed 150 mm;
(iv) NDB or DME installations, the height of grass over the area covering the tower(s), the earth mat, buildings, and access road, together with a 5 m margin, is not to exceed 150 mm;
(d) The maintained areas described above must not be otherwise used or treated, for example by ploughing or cropping.
10.16.1.5 Ground maintenance procedures around navigational aids must include the provision and enforcement of appropriate signage.
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10.17.1.1 At an aerodrome where low visibility operations are conducted, the aerodrome operator must establish procedures for the management of ground activities during low visibility operations.
Note: In Australia, ATC notify that low visibility operations are in progress at controlled aerodromes when the RVR is less than 800 m.
10.17.1.2 Aerodrome safety procedures must address the alerting procedure, and details of the ground operations procedure involving people, vehicles, removal of unnecessary people from airside, physical check of lighting installations and warning devices such as signage.
10.17.1.3 Where the visibility operations are determined by manual measurement of RVR, the aerodrome safety procedures must include:
(a) methods for the measurement and timely reporting of RVR;
(b) location of the runway observing positions; and
(c) requirements and training of personnel selected for RVR observer duties.
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10.18.1.1 Aerodrome technical inspections must be carried out in accordance with the requirements of the regulations.
10.18.1.2 Aerodrome technical inspections must be carried out at intervals of not more than 12 months and when required as a result of the findings of the aerodrome serviceability inspections.
10.18.1.3 Parts of an aerodrome technical inspection may be carried out at different times from the other parts. Each part of the technical inspection must be carried out at intervals of not more than 12 months.
10.18.1.4 The technical inspection should identify any shortcomings, or areas for improvement.
10.18.1.5 The technical inspection must include a plan(s) for corrective action.
10.18.1.6 CASA audit activity will include follow-up on the progress achieved on previous reports and plans for corrective action.
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11.1.1.1 This Chapter contains standards on aspects of aerodrome design and operations that are not covered elsewhere in this Manual.
11.1.2.1 Standards for designing, siting, constructing, equipping and maintaining air traffic control (ATC) facilities are contained in CASR Part 172.
11.1.3.1 Airways facilities at an airport permit the safe navigation of aircraft within the airspace of an airway, and include; navigation aids along the airway and for approach and landing at aerodromes, communication facilities, meteorological facilities and ATC facilities.
11.1.3.2 The airways facilities for the safe, efficient operation of aircraft in the terminal area surrounding an airport and on the airport manoeuvring area need, in most instances, to be located on or at the perimeter of the aerodrome. Some of these facilities, in particular the precision approach facilities, must be positioned in precise geometric relativity to runways or runway centreline extensions. Most facilities have associated site clearance areas surrounding the site location to ensure proper operation of the facility.
11.1.3.3 The standards herein set out:
(a) The general requirement for sites, and the specific site and clearance area dimensions (for those types of facilities for which it is possible to specify such), for existing facilities; and
(b) The responsibilities of the aerodrome operator for preservation of sites and their clearance areas for planned or existing facilities.
Note: Many of these facilities are provided and maintained by Airservices Australia. Aerodrome operators should also liaise with Airservices Australia on the technical requirements of individual airways facilities.
11.1.3.4 For new facilities follow the manufacturers instructions.
11.1.3.5 Airways facilities at an aerodrome may include any or all of the following:
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(a) navigation aid facilities
ILS
DME
VOR
NDB
(b) radar sensor sites
(c) air/ground and point-to-point communications systems including radio bearer systems and satellite communications sites
(d) air traffic services centres
(e) fire stations (and satellite fire station); and
(f) ATC towers.
11.1.4.1 The siting criteria define the minimum requirements for uncompromised performance of each facility. Non-compliance or infringement of the site criteria and associated clearance areas does not always result in a particular facility being unserviceable or unsafe, but the functions may be degraded. Such degradation may, however, necessitate the facilities removal from service in some instances. Any potential infringement by the aerodrome operator to the criteria for existing or planned facilities is to be referred to Airservices Australia by the aerodrome operator.
11.1.4.2 The general requirements for airways facilities are a finite site for their physical installation, i.e. shelters, foundations, towers, antennae plus a reasonable service area around the physical features. In many instances, there is also a requirement for a clearance zone around this space, in some instances relatively extensive, for the purposed of ensuring transmission of electromagnetic waves without interference from extraneous sources, or for the purpose of unimpeded vision in the cases of ATC towers or RFFS stations.
11.1.4.3 The responsibilities of the aerodrome operator in complying with the requirements of this standard include:
(a) the controls on the erection of structures, e.g. buildings, hangars, fences, roads within specified distances and height limitations, of existing or planned airways facilities;
(b) control on vehicles or aircraft entering, traversing or parking within specified clearance areas; and
(c) ensuring that Airservices Australia is consulted on the effect of proposed aerodrome works or developments on the airways facilities. Even temporary construction works such as stockpiling of materials may have an effect, particularly on precision approach aids.
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11.1.5.1 The location of the radio navigation aids is largely determined by the air route or approach path on which they are to be used; they cannot normally be moved without some consequential change to or restriction placed on the approach path or air route.
11.1.5.2 These facilities are not to be compared with radio, television or mobile radio facilities. Except for NDBs, radio navigation aids are more complex in terms of the transmitting equipment, the antenna design and the electromagnetic fields which are created about them. The accuracy of the paths defined by a particular navigation aid is determined not only by the transmitting facility but is largely dependent on the reflection of its signals from the objects about the facility; the terrain, vegetation, buildings, power lines, aircraft, other vehicles, fences, ditches, etc. In designing a facility, the position of these objects is taken into account. For example, sites are chosen so that these objects will provide least signal degradation; the vegetation is cleared, the ground levelled in key areas, and power lines may be moved or buried.
11.1.5.3 For the facility to remain a useful part of the airways system, these environmental characteristics have to be maintained and any proposals for change need to be carefully examined.
11.1.5.4 The development constraints set out herein provide guidance to activity and development restrictions in the vicinity of radio navigation aids. In cases where a proposed or planned development is of a significant size, unusual nature or exceeds these restrictions Airservices Australia is to be consulted and written approval obtained before the commencement of any such developments or activities.
11.1.6.1 Vehicle movements. Aerodrome roadways, taxiways, public roads, tramways and railways shall not be closer than a 300 m radius. Vehicles used by aerodrome maintenance staff are not to be parked within a 300 m radius.
11.1.6.2 Restricted area. All unauthorised personnel and vehicles must be kept clear of the facility within a 300 m radius. Wooden signs or wooden fencing only may be used to clearly define the restricted area. The movement of vehicles between the VOR building and VOR antenna is prohibited.
11.1.6.3 Site maintenance. Grass and scrub within 150 m of the site must be mown or cut regularly. Grass cutting equipment is not to be parked within a 300 m radius of the VOR building.
11.1.6.4 Services. All cables (e.g. power and telephone) are to be placed underground within 300 m radius of a VOR facility. Cables can be run above the ground from 300 m to 600 m radius from a VOR, if they are aligned radially to the VOR.
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11.1.6.5 Clearance zone. No structure, building, trees, fences, towers or power lines is permitted within 600 m radius of the VOR if they will extend above an elevation angle of one degree as seen from the VOR site.
11.1.7.1 Vehicle movements. No restriction.
11.1.7.2 Restricted area. No restricted areas.
11.1.7.3 Site maintenance. There is no requirement for grass or scrub clearing, however, trees within a radius of 300 m must not be allowed to grow above the height of the DME antenna mounting point on the DME mast.
11.1.7.4 Services. Overhead LV power and control lines are allowable in the vicinity of the DME site provided the clearance requirements of Paragraph 11.1.7.5 are met. Overhead 2 kV-22 kV HV lines must be at least 400 m distant, while HV lines in excess of 22 kV must be at least 1 km distant from the DME antenna system.
11.1.7.5 Clearance zone. Small structures, small buildings, overhead lines and fences are allowable adjacent to the DME antenna location within a 600 m radius, providing that they do not project above the mounting point of the DME antenna to the DME mast.
11.1.7.6 Larger obstructions such as multi-storey buildings, hangers, bridges, etc, may interfere with DME system performance and any proposal to erect large structures above a one degree elevation angle as seen from the DME antenna within a 5 km radius from the DME antenna location may affect the performance of the system.
11.1.8.1 General. There are several components on an instrument landing system: the localiser, glide path, inner, middle and outer markers, remote monitor and locator beacons. The component facilities perform specific functions and are separately located on the approach path to and alongside the runway they serve. Different siting requirements and restrictions to access and movement apply to each site.
11.1.8.2 Services. Within the site areas all power and control cables must be laid underground.
11.1.8.3 Construction. No construction or variation to access is permitted within the critical or sensitive areas without the prior approval of CASA.
11.1.8.4 Aircraft. Aircraft shall not enter or remain within a critical area whilst the ILS is in use. This condition may be varied if part of an approved procedure.
11.1.8.5 Vehicles and Plant. Vehicles and plant shall not enter nor remain within a critical or sensitive area whilst the ILS is in use.
11.1.8.6 Vehicles operating within the critical area may cause the equipment to automatically shut down. During activities which require access to the critical area, e.g. mowing, the ILS shall be removed from service.
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11.1.8.7 Road Use. Approval may be granted for the use of constructed roadways where the type and size of vehicle has been assessed and determined to be acceptable.
11.1.8.8 Access Control. Access to the critical area shall be controlled by the responsible ATC officer.
11.1.8.9 Signs. Signs shall be provided to delineate the boundaries of the critical area.
11.1.8.10 Critical/Sensitive Areas. The occurrence of interference to ILS signals is dependant on the total environment around the ILS antennas, and antenna characteristics. The environment, for the purpose of developing protective zoning criteria, can be divided into two types of area, the critical areas and the sensitive areas.
11.1.8.11 The critical area is an area of defined dimensions about the localiser and glide path where vehicles, including aircraft, will cause unacceptable disturbances to the ILS performance.
11.1.8.12 The sensitive area is an area extending beyond the critical area where the parking and/or movement of vehicles, including aircraft, may affect the ILS performance.
11.1.9.1 Site. The localiser antenna is located on the extended centreline of the runway typically 400 m from the stop-end.
11.1.9.2 The localiser shelter is generally located 90 m to the side of the antenna system.
11.1.9.3 Critical area. The critical area for a localiser extends 90 m either side of the runway centreline commencing from 10 m behind the localiser antenna and extending forward to a point of 360 m in front of the antenna (see Figure 11.1-1).
11.1.9.4 Sensitive area. The sensitive area commences at the localiser antenna origin and extends forward in a sector ±10 degrees of the runway centreline. Within this sector obstructions shall be less than 0.5 degrees elevation, when measured from ground level at the antenna base (see Figure 11.1-1).
11.1.9.5 Site preparation. The critical area shall be prepared to have a lateral gradient of not greater than ±1%, longitudinal gradient of not grater than ±1% and shall be graded smooth to within ±75 mm of design levels.
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Figure 11.1-1: ILS localizer site preparation and restrictions
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11.1.10.1 Site. Normal practice is to install the glide path system for a threshold crossing height of 15 m, with a path angle of 3 degrees. The glide path tower should be situated on the non-taxiway side of the runway approximately
300 m back set from the threshold and between 150 m to 175 m from the runway centreline.
11.1.10.2 The special earth mat laid between the glide path antenna and the monitor pick-ups must be inspected at regular intervals. Growth of grass is to be prevented by applying weed killer as necessary.
11.1.10.3 Critical area. The critical area for a glide path extends 700 m forward of the antenna and either side of a line, parallel to the runway centreline, which passes through the antenna tower (See Figure 11.1-2).
11.1.10.4 Sensitive area. The sensitive area includes the critical area plus an area bounded by lines at ±30 degrees to a ray commencing at the antenna and extending parallel to the runway centreline towards the threshold. An allowance of 0.5 degrees elevation is permitted for constructions outside the critical area (See Figure 11.1-1).
11.1.10.5 Remote monitors. Remote monitors are a non-executive monitor of the localiser located in the far field, typically in the area of the middle marker.
11.1.10.6 The sensitive area is detailed in Figure 11.1-3.
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Figure 11.1-2: ILS Glide path site preparation and restrictions
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SIDE ELEVATION
Figure 11.1-3: ILS Remote monitor antenna sensitive area
11.1.11.1 Inner marker. The inner marker should be located between 75 m and 450 m from the threshold and not more than 30 m from the extended centreline of the runway. Care must be taken in siting the inner marker to avoid interference between it and the middle marker.
11.1.11.2 Middle marker. The middle marker should be located 1050 ±150 m from the landing threshold at the approach end of the runway, and not more than
75 m from the extended centreline of the runway.
11.1.11.3 Outer marker. The outer marker should be located 3.9 nautical miles from the threshold of the runway. If this distance is unsuitable, it may be located between 3.5 and 6 nautical miles from the threshold. If the marker is situated off the extended runway centreline, it should be not more than 75 m from it.
11.1.11.4 Obstructions. Buildings, power or telephone lines, or clumps of trees should not extend above an elevation angle of 30 degrees from a point 1.5 m above ground level at the location of the marker beacon antenna.
11.1.11.5 Vehicular movement. No special requirements.
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11.1.11.6 Services. Within 15 m of the antenna, all power and telephone lines are to be laid underground. Beyond this distance any overhead construction should meet the obstruction limits as above.
11.1.11.7 Electrical interference. No requirements.
11.1.11.8 Restricted area. No special requirements.
11.1.11.9 Maintenance of site. Grass, shrubs, etc., should be kept cut to a reasonable level, e.g. less than 0.6 m. Trees on the site should not be allowed to infringe the obstruction limits as above.
11.1.12.1 All requirements as for non-directional beacons below.
11.1.13.1 Obstructions. The immediate surrounding area within a radius of 150 m of the antenna should be free of buildings exceeding 2.5 m in any dimension, vegetation should be kept below a height of 0.6 m. Small buildings of substantially non-metallic construction extending less than 2.5 m in any dimension may be erected no closer than 60 m to the antenna.
11.1.13.2 Overhead power and telephone lines serving the NDB should be kept at least 150 m clear of the antenna. Steel towers and masts should subtend elevation angles less than 3 degrees measured from ground level at the centre of the NDB antenna system.
11.1.13.3 Vehicular movements. With the exception of authorised vehicles no vehicle shall approach the antenna within a distance closer than 60 m.
11.1.13.4 Services. Power and telephone cables should be underground to a depth of
0.45 m within 150 m of the antenna.
11.1.13.5 Restricted area. No special requirements. Where necessary, fencing should be provided to keep cattle and horses clear of the earthmat area.
11.1.13.6 Site maintenance. No special requirement other than to keep undergrowth from exceeding a height of 0.6 m and to maintain a neat appearance of the site. Ploughing is not permitted over any portion of the earthmat area. Grazing of sheep is permissible but cattle and horses must be kept clear.
11.1.14.1 Site requirements. The site requirement for existing types of radar sensors is a rectangular area about 50 m by 40 m, including sufficient space for a crane to manoeuvre and an antenna maintenance pad.
11.1.14.2 For new sites, the above dimensions may be reduced, depending on whether or not standby power generation are co-located. However, the antenna maintenance space in which a crane can manoeuvre may be the limiting factor.
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11.1.14.3 Clearance requirements. Radar transmission clearance requirement are intended to prevent the following:
(a) Holes in the coverage by new constructions blocking line of sight between radar and aircraft. Any construction, which geometrically intrudes above the existing skyline as seen by the radar, will have an affect.
(b) Interference with near fields of the antenna, which may disturb the antenna pattern in the far field. This applies within 500 m of most radars.
(c) Diffraction and bending of signals by edges and thin objects which can cause incorrect radar determined location, loss or confusion of radar tracks etc. Likely hazards in this regard are poles such as lighting poles.
(d) Reflections of the radar signals from fixed or mobile surfaces. Reflections cause aircraft to appear on radar screens in more than one location.
11.1.14.4 The following clearance requirements are to be maintained:
(a) No intrusion within 1 km of the radar into a height surface 5 m below the bottom of the antenna. No intrusion between the radar and the possible location of any desired targets, i.e. roughly speaking above 0.5 degrees elevation at any distance.
(b) No metallic or other electrical reflective surfaces anywhere which subtend an angle of more than 0.5 degrees when viewed from the radar, eg. fences, power lines, tanks as well as many buildings. All overhead power lines within 1 km must be aligned radially from the radar or be located at least 10 degrees below horizontal from the antenna.
(c) No radio interference emitters within 2 km having any component of transmission in the radar bands, eg. welders and electrical transmission lines. No electrical transmission lines within following specified distances:
Table 11.1-1
Line capacity | Distance |
2 kV – 22 kV | 400 m |
22 kV – 110 kV | 1 km |
above 110 kV | 2 km |
(d) Other electronic equipment may be affected by the radar transmissions. Such equipment should not be located where the radars may interfere with their performance.
11.1.14.5 Precautions against Exposure of Personnel to Radio Frequency Radiation from Radar Systems. The primary surveillance radar transmitters on airports radiate high power beams of radio frequency energy. In close
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proximity to a surveillance radar antenna, the electromagnetic field strengths within the transmitted radar beam may be such that persons could be subjected to radiation exposure levels in excess of the safe limits specified in Australian Standard 2772. Airport staff is therefore to be cautioned against approaching any location within a 500 m radius of a primary radar antenna and which is between 5 m below and 50 m above the horizontal level of the bottom of the antenna.
11.1.15.1 Site requirements. The physical site requirements will vary significantly depending on the type of communications facility, and it is therefore not possible to specify a general requirement (other than for Satellite ground station sites).
11.1.15.2 Clearance requirements. Reliable VHF/UHF communications require a clear line-of-sight path between the base station and aircraft and vehicles using the facilities. The construction of buildings, towers, etc. may prevent reliable communications.
11.1.15.3 Satellite Ground Stations. The site requirement is a square area of dimension 25 m by 25 m. The clearances required around satellite ground stations are shown in Figure 11.1-4.
11.1.15.4 Rescue and Fire Stations. Location of airport fire stations (or satellite fire stations) involves compliance with MOS 139 subpart H requirements on RFFS response times, and therefore generally need to be reasonably centrally located with respect to runway configurations. See MOS 139H for details.
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Figure 11.1-4: Communications Satellite Ground Station Manned Centre Site
11.1.16.1 Where required, the provision of a ground earthing points must be made in agreement with the fuelling agent.
11.1.16.2 Where ground earthing points are provided, the resistance to earth must not exceed 10,000 ohms.
11.1.16.3 Where ground earthing points are provided, they must be maintained in accordance with the procedures set out in paragraphs 11.1.17.1 to 11.1.19.1.
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Note: Civil Aviation Order Section 20.9 titled ‘Air Service Operations - Precautions in Refuelling, Engine and Radar Ground Operations’ also contains information on ground earthing points.
11.1.17.1 Each ground earthing point must be tested for its electrical resistance, both as part of the initial installation (or any replacement), six months after the installation (or any replacement), and also thereafter as part of the Aerodrome Technical Inspection.
11.1.17.2 Where testing shows that the earthing points are sound, they must be marked with a 15 cm diameter circle, painted white.
11.1.18.1 The ground earthing points must be inspected as part of the quarterly technical inspection to ensure that:
(a) the ground earthing point is firmly connected to the earthing rod and seated on the pavement;
(b) the earthing rod is firmly embedded in the ground;
(c) the fins used for making electrical connections are free from dirt, grease paint, or any other substances; and
(d) no ground earthing points have been buried or removed.
11.1.19.1 When the resistance to earth exceeds 10,000 ohms and the ground earthing point cannot immediately be repaired or replaced, the head of the ground earthing point must either be removed or marked with a 15 cm diameter circle, painted red, to show it cannot be used.
11.1.20.1 Aircraft compass calibration may be conducted by using approved compass calibration equipment or by aligning an aircraft on known magnetic headings for the purpose of determining the degree of error in the magnetic compass, commonly referred to as ‘swinging the compass’. The latter method must only be conducted at a suitable compass swinging site.
Note: CAO 108.6 specifies the process control for the calibration of aircraft compasses.
11.1.20.2 Guidance information for the establishment of a compass swinging site is provided in the Advisory Circular (AC).
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11.1.21.1 Guidance information on the provision of automatic weather observing stations is provided in the Advisory Circular (AC).
11.1.22.1 Light aircraft tie-down facilities may be provided to secure aeroplanes against possible damage if they are blown off their apron parking position by strong winds.
11.1.22.2 Where provided, tie down facilities must be of adequate strength for the aircraft type being secured. The design of the tie-down facilities should be determined in consultation with an engineering consultant or manufacturer. The tie-down facilities should ideally be fixed to the ground using embedded anchors, and not left loose on the apron surface where they could create an FOD problem.
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12.1.1.1 Unlike a certified aerodrome where the aerodrome operating procedures are regulated through an aerodrome manual, the procedures for a registered aerodrome are simpler.
12.1.1.2 The operator of a registered aerodrome is required to:
(a) Ensure that the aerodrome operational information which he or she has provided and published in ERSA and RDS is current;
(b) When it is not, promptly advise pilots, through the NOTAM system. of changes which may affect aircraft operations; and
(c) Submit to CASA an aerodrome safety inspection report conducted by an approved person, annually or at a timing as agreed by CASA.
12.1.1.3 To ensure that the aerodrome information provided is current, means that the aerodrome facilities must be maintained to the standard when the aerodrome was registered or if a facility is upgraded to a new standard, to that standard.
12.1.1.4 To be able to promptly advise changes, operators of registered aerodromes need to have personnel and procedures to conduct timely serviceability inspections, identify changed circumstances and make reports.
12.1.1.5 Although formal documentation of all facets of aerodrome operations are not required, it is in the interest of the operator of a registered aerodrome 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.
12.1.1.6 If a registered aerodrome fails to meet safety requirements, CASA may suspend or cancel the registration. CASA Aerodrome Inspectors may conduct scheduled or unscheduled inspections of the aerodrome to assess whether a registered aerodrome is meeting safety requirements.
12.1.1.7 The standards and procedures of this Chapter are intended to assist operators of registered aerodromes to meet on-going aerodrome safety requirements.
12.1.2.1 The operator of a registered aerodrome must have in place, experienced or appropriately trained persons, known as reporting officers, to carry out the aerodrome safety functions. Attributes required include:
(a) Knowledge of the standards that the aerodrome has to be maintained to;
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(b) Mature self-starter who can be relied on to conduct regular serviceability inspections of the safety elements of the aerodrome;
(c) Having the written and oral communication skills to initiate NOTAM or to communicate aerodrome condition status to ATC, pilots and other aerodrome users.
12.1.2.2 Reporting officers are normally directly under the employ of the operator of the aerodrome. However, at an aerodrome where aerodrome operator’s employees may not be available at all times, other persons may be nominated as reporting 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 reporting function to a person, the aerodrome operator must ensure that the person is trained and has the appropriate attributes.
12.1.2.3 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.
12.1.3.1 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.
12.1.3.2 The checklist must encompass at least the follow areas:
(a) Surface condition of the movement area, including cleanliness
(b) Surface condition of the runway, particularly the usability of unsealed pavements in wet conditions;
(c) Markings, markers, wind direction indicators and aerodrome lighting systems;
(d) Any obstacle which may infringe the approach, take-off, transitional and inner-horizontal surfaces;
(e) Animal or bird activities on and in the vicinity of the aerodrome;
(f) Check fences or other devices that prevent persons and vehicles getting on the movement area;
(g) Check currency of any outstanding NOTAM initiated.
Note: Elements of matters to be checked for are similar to those detailed in Chapter 10: Section 10.2.
12.1.4.1 At an aerodrome with daily regular public transport operations, serviceability inspections must be carried out daily, preferably before the scheduled operations.
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12.1.4.2 Additional serviceability inspections must be conducted after significant weather phenomena such as strong wind gust or heavy rain.
12.1.4.3 At an aerodrome without daily regular public transport operations, serviceability inspections may be reduced to before each regular public transport operation or not less than 2 per week, whichever is more.
12.1.5.1 The operator of a registered aerodrome must maintain an inspection logbook to demonstrate that inspections have been carried out. Beside recording the inspections, the logbook should also record significant aerodrome upgrading or remedial works.
12.1.5.2 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 a CASA Aerodrome Inspector conducting inspection of the aerodrome and to the qualified person who conducts the annual or periodic safety inspection.
12.1.6.1 Where a change in the aerodrome conditions requires a NOTAM to be issued this must be done in accordance with Section 10.3.
Note: A copy of sample Aerodrome Report Form to the NOTAM Office is shown in Section 12.2.
12.1.6.2 Record of NOTAM initiated should be kept for at least a year or the agreed period of safety inspection, whichever is longer.
12.1.7.1 Aerodrome works must be arranged so as not to create any hazard to aircraft or confusion to pilots.
12.1.7.2 Aerodrome works may be carried out without closing the aerodrome provided safety precautions are adhered to.
12.1.7.3 Where aerodrome works are carried out without closing the aerodrome, the aerodrome works safety procedures specified in Chapter 10: Section 10.7 for certified aerodromes are equally applicable to registered aerodromes.
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12.1.8.1 CASR Part 139 requires a registered aerodrome used by aircraft, with more than 9 passenger seats, to prepare and submit to CASA annually, or at a periodicity as agreed by CASA, a safety inspection of the aerodrome. Matters to be addressed in the report are also prescribed in the regulations.
12.1.8.2 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 aerodrome operator must provide a statement of how the corrective action or improvements would be addressed.
12.1.8.3 For aerodromes used by aircraft with not more than 9 passenger seats, the approach and taker-off area would still need to be checked on a 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 the threshold location, the checking should be conducted by a person with appropriate technical expertise, such as an approved person.
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Aerodrome Report Form
Notification of Changes to Serviceability of a Certified Aerodrome | ||||
To Australian NOTAM Office Phone (07) 3866 3647 Fax (07) 38663553 AERODROME: ...................................... AVFAX Code No .................. ........... /...../ TIME (UTC preferred) UTC ❑ WST ❑ CST ❑ EST ❑ Other, please advise ❑ |
20 |
........ | ||
Purpose of Report | PROVIDE NEW INFORMATION DETAILED BELOW ❑ CANCEL PREVIOUS ADVICE (NOTAM No ................. ) ❑Date: .................... EXTEND PREVIOUS ADVICE (NOTAM No ................. ) ❑Date: .................... | |||
Period of Validity |
Permanent/Temporary NOTAM (Delete one)
FROM (date/time) ..................................
TO (date/time) ....................................... Estimated ❑(if finish time uncertain) (temporary NOTAM only) Note: If time estimated, contact NOTAM OFFICE at least 2 hours before estimated duration time and advise if NOTAM is to be extended or cancelled. Daily duration or time schedule (if applicable) FROM (date/time) .................................. TO (date/time) .............................. | |||
Text (For example of text see Section 10.5)
Please fax copy of NOTAM to originator Fax No. ................................ | ||||
This report confirms previous telephone advice. ❑ Contact Number Ph .............................. Fax ...............................
Signed .............................................................. Date/Time ..........................
Reporting Officer (Print Name) ................................................................... CASA Office advised by: Phone ❑Fax ❑E-mail ❑Not advised ❑ | ||||
For NOTAM Office only NOTAM No. C ........................................ |
Initials ................................ | |||
form 1122 08/2002 MOS—Part 139—aerodrome report form Page 1 of 1
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13.1.1.1 Pursuance to CASR Part 139, this Chapter sets out the standards for aerodromes used in CASR 121B operations. CASR 121B requires holders of Air Operator’s Certificates (AOCs) when conducting air transport operations in aeroplanes with maximum take-off weight not exceeding 5700 kg, to operate from an aerodrome which meets the standards of CASR Part 139.
13.1.1.2 Pursuance to CASR 121B, the responsibility of ensuring that an aerodrome is in compliance with CASR Part 139 standards rests with the holder of the AOC. This responsibility cannot be transferred even though some or all of the functions of the aerodrome may be delegated to another person, such as the owner or operator of the aerodrome.
13.1.1.3 Notwithstanding Paragraph 13.1.1.2, persons providing aerodrome facilities or services to aircraft operations have a duty of care to provide a safe facility or service. Unless an aerodrome is certified or registered, CASA does not regulate the operator of the aerodrome. However, activities of the aerodrome operator may be subject to CASA Inspector scrutiny as part of the audit of the AOC holder’s compliance with regulations.
13.1.2.1 The required physical dimensions and obstacle limitation surfaces (OLS) are set out in Table 13.1-1.
Figure 13.1-1: Obstacle limitation surfaces
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Table 13.1-1: Standards for physical dimensions and obstacle limitation surfaces
Runway and obstacle surfaces | All aeroplanes not exceeding 5,700 kg by night | Aeroplanes exceeding 2,000 kg but not exceeding 5,700 kg by day | Aeroplanes not exceeding 2,000 kg by day in crosswind not exceeding 5 knots—for occasional use only |
Runway and strip |
|
|
|
Runway width | 18 m | 15 m | 10 m |
Runway strip width - graded | 80 m | 60 m | 30 m |
Runway longitudinal slope | 2% | 2% | 2% |
Runway transverse slope | 2.5% | 2.5% | 2.5% |
Runway strip transverse slope | 2.5% | 2.5% | 2.5% |
Approach and take-off surfaces |
|
|
|
Length of inner edge | 80 m | 60 m | 30 m |
Distance of inner edge before threshold | 60 m | 30 m | 30 m |
Divergence, each side | 10% | 10% | 10% |
Length of surface | 2500 m | 1600 m | 900 m |
Slope | 4% | 5% | 5% |
Transitional surface |
|
|
|
Slope (to 45 m in height) | 20% | 20% | 20% |
Inner horizontal surface |
|
|
|
Height | 45 m | 45 m | 45 m |
Radius from runway strip | 2,500 m | 2,000 m | 2,000 m |
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Figure 13.1-2: OLS cross-section
13.1.2.2 Obstacles. Where an aeroplane operation is affected by the presence of obstacles, the matter needs to be brought to the attention of the relevant CASA office, which will determine obstacle marking and lighting requirements and any operational limitations.
13.1.2.3 Runway length. The runway length requirement varies depending on aircraft type and local geography. It is necessary to ensure that the runway length provided is adequate for the most demanding aeroplane (not necessarily operating to maximum take-off weight) that the aerodrome is intended to serve.
13.1.2.4 Clearways and stopways. If a clearway or stopway is provided to supplement the runway length, it must be provided in accordance with the standards for clearways and stopways specified in Chapter 6.
13.1.3.1 Aerodrome markings or markers must be provided. Sealed surfaces are normally marked by paint markings and unsealed surfaces by markers.
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Figure 13.1-3: Aerodrome markings
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13.1.3.2 For a sealed runway, the runway thresholds must be painted in accordance with Paragraph 8.3.8. A runway centreline marking is not required on runways which are 18 m wide or less. White painted runway side stripes,
0.3 m wide, should be provided if there is a lack of contrast between the runway surface and the surrounding area.
13.1.3.3 For an unsealed runway, the runway must be marked with edge markers, except that runway edge markers may be omitted if the full width of the runway strip is maintained suitable for aeroplane operations and the runway strip is marked using strip markers. Where the runway is not provided with edge markers, the threshold locations need to be marked using paint markings or white cones appropriately positioned in the shape of a └──┘.
13.1.3.4 For both sealed and unsealed runways, the runway strip should also be marked by using cones, gable markers, tyres, or 200 litre drums cut in half along their length and placed with the open side down, or something similar. These runway strip markers should be white in colour.
Note: Runway cone markers should have a 0.4 m base diameter and be
0.3 m in height. Runway strip cone markers should have a 0.75 m base diameter and be 0.5 m in height. Gable markers should be 3 m in length.
13.1.3.5 Cone or similar size markers need to be spaced not more than 90 m apart. Gable or similar size markers need to be spaced not more than 180 m apart.
13.1.4.1 Where a runway is intended for night operations, the runway must be provided with runway edge lighting, spaced laterally at 30-31 m apart, and longitudinally at approximately 90 m apart. The edge lights on each side must present two parallel straight rows equidistance from the runway centreline.
13.1.4.2 Where there is no permanent electricity supply, portable solar-charged battery lights of white colour may be used.
Figure 13.1-4: Aerodrome lighting
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13.1.5.1 The standard wind direction indicator is a tapering fabric sleeve (wind sock),
3.65 m long and white in colour. It must be located such that it is clearly visible from the air. It must also be located clear of the 1:5 (20%) transitional surface.
13.1.5.2 If the aerodrome is intended for night operations, the wind direction indicator must be provided with illumination.
13.1.5.3 To enhance sighting of the wind direction indicator from the air, the wind direction indicator must be located within a circular area 15 m in diameter, appropriately blackened or provided with a contrasting colour, and bounded by 15 equally spaced white markers.
13.1.6.1 A ground signal area, consisting of a circle, blackened or provided with contrasting colour of 9 m in diameter marked by 6 equally spaced white markers must be provided near the wind direction indicator for the purpose of displaying ground signals to pilots.
13.1.6.2 Marking of unserviceability of aerodrome. A white cross with each arm 6 m in length and 0.9 m in width must be displayed on the signal circle when the aerodrome is closed to aircraft operations.
Figure 13.1-5: Total unserviceability marking
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13.1.7.1 The surface of the runway and runway strip need to be maintained to minimise adverse effects on aeroplane operations, as follows:
Table 13.1-2
Surface | Runway | Runway strip |
Sealed surface | After compaction, the surface is to be swept clean of loose stones | N/A |
Height of grass |
|
|
| 450 mm | 600 mm |
| 300 mm | 450 mm |
| 150 mm | 300 mm |
Size of loose stones |
|
|
| 25 mm | 50 mm |
| 50 mm | 75 mm |
| 40 mm | 75 mm |
13.1.7.2 The surface of the unsealed runway must not have irregularities, which would adversely affect the take-off and landing of an aircraft.
Note: An empirical test for runway riding quality is to drive a stiffly sprung vehicle such as a medium size utility or unladen truck along the runway at not less than 65 kph. If the ride is uncomfortable, then the surface needs to be graded and levelled.
13.1.8.1 If the aerodrome is not provided with an Airservices Australia NOTAM service, the AOC holder needs to establish, in concert with the aerodrome operator, a reporting system such that the pilot can be notified of any changes to the aerodrome serviceability status, preferably before embarking on the journey.
13.1.8.2 The aerodrome operator has a duty of care to provide information that is as accurate as possible. This would require physical inspection of the aerodrome, ideally before the departure of the airline’s aeroplane from its base aerodrome, but always before the arrival of the aeroplane. To maintain the accuracy of the aerodrome serviceability status, it is essential that the aerodrome be inspected after strong wind or rain. The information provided should include:
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Standards for Aerodromes Intended for Small Aeroplanes Conducting Air Transport Operations Under CASR 121b
Aerodromes
(a) runway surface condition: dry, wet, soft, or slippery;
(b) runway strip condition: any obstruction, undue roughness, visibility of markers;
(c) wind direction indicator: if torn or obstructed;
(d) approach and take-off areas: if there are objects close to or above the obstacle surfaces;
(e) other hazardous condition or object known to the aerodrome operator,
e.g. animal or bird hazard.
13.1.8.3 If the aerodrome is not published in AIP-ERSA, the AOC holder’s Operations Manual should indicate clearly the aerodrome operator’s contact details for serviceability status reports.
Note: It is important that the person performing the inspection and reporting duties has a working knowledge of the aerodrome safety requirements and understands clearly his or her responsibilities.
13.1.8.4 For unsealed landing areas, serviceability is often affected by rain. Where the aerodrome is deemed too wet for aeroplane operations, the aerodrome operator needs to display the unserviceability signal, and notify the airlines accordingly. When in doubt, always err on the side of safety.
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13-8 Version 1.1: February 2003
14.1.1.1 Subpart F of CASR Part 139 prescribes the provision of certain types of radio communication facilities at particular aerodromes for the purpose of enhancing the safety of air navigation. The radio communication facility required may be either a Certified Air/Ground Radio Service or a Frequency Confirmation System.
14.1.1.2 This Chapter specifies the requirements and the standards for the provision of the above two types of radio communication services.
14.1.2.1 When the following terms or abbreviations are used in this Chapter, they have the meaning given:
AAIS: Automatic Aerodrome Information Service means a service that provides current, routine information to aircraft arriving at or departing from an aerodrome by means of repetitive broadcasts on a discrete frequency.
AFRU: Aerodrome Frequency Response Unit.
Certified Air/Ground Radio Operator (CA/GRO): A person certificated under regulation 139.430 as a CA/GRO.
CTAF: Common Traffic Advisory Frequency
Frequency Confirmation System means a ground radio system for an aerodrome that, if it receives a transmission from an aircraft on the MBZ frequency or the CTAF for the aerodrome, sends a signal or message to the aircraft confirming that the transmission has been received.
MBZ: Mandatory Broadcast Zone
Relevant Traffic: Aircraft that the CA/GRO knows to be operating within the MBZ and that may constitute a hazard to a broadcasting aircraft.
VHF: Very High Frequency
Version 1.0: September 2002 14-1
14-2 Version 1.0: September 2002
14.2.1.1 To perform the functions of a CA/GRO, the operator must hold a CA/GRO certificate issued by CASA (CASA Form 716).
14.2.2.1 The primary purpose of a CA/GRS is to enhance the safety of air transport aircraft operations by the provision of relevant traffic information. This aspect of the service requires CA/GROs to have had specialised training and experience. Therefore, applicants for the issue of a CA/GRO Certificate must hold, or have held within the last ten years, an ICAO recognised Air Traffic Controller licence or an Australian Flight Service Officer licence.
14.2.2.2 The application form for a CA/GRO certificate is CASA Form 715. Completed application forms should be sent to the CASA Area Office (attention Licensing Officer) closest to the applicant’s place of residence.
14.2.2.3 After receiving an application, before issuing a CA/GRO certificate, CASA must:
(a) confirm the applicant’s identity; and
(b) confirm that the applicant meets the appropriate pre-requisite licence qualification.
14.2.2.4 If the applicant meets the licence qualification, CASA will issue the applicant with a Certified Air/Ground Radio Operator Certificate (CASA Form 716).
14.2.2.5 A CA/GRO Certificate is valid for 10 years from the date of issue.
14.2.3.1 A CA/GRS must provide the following services to aircraft within airspace designated as an MBZ area in which the aerodrome is located:
(a) advice of relevant air traffic in the MBZ airspace or on the aerodrome;
(b) aerodrome weather and operational information, including:
(i) wind speed and direction;
(ii) the runway preferred by wind or noise abatement requirements;
(iii) runway surface conditions;
(iv) QNH;
(v) temperature;
(vi) cloud base and visibility;
(vii) present weather;
(viii) other operational information;
Version 1.0: September 2002 14-3
(ix) for departing aircraft, a time check;
(x) call-out of the aerodrome emergency services;
(xi) provide aerodrome information to pilots who telephone the service.
14.2.3.2 A CA/GRO may also provide other information requested by pilots.
14.2.3.3 The decision to use, or not to use, information provided by a CA/GRO rests with the pilot in command.
14.2.3.4 A permanent CA/GRS must be provided with the following facilities and documentation:
(a) a suitable work area that provides the operator with a full view of the manoeuvring area and circuit area;
(b) two-way VHF radio communications;
(c) an AAIS;
(d) a telephone;
(e) a means of receiving NOTAM;
(f) instrumentation that meets Bureau of Meteorology and ICAO Annex 3 standards for aviation use, to provide the following meteorological information:
(i) wind direction and speed (2 minute averaging); Instrumentation measurement accuracy to be: Direction ±5 degrees; Speed ±1 kt up to 20 kt; = ±5% above 20 kt.
(ii) QNH (measured to within 0.1 hPa and rounded down to the next whole integer; eg 1010.9 hPa is reported as 1010 hPa;
(iii) air temperature (measured to within 0.5 degrees Celsius and rounded up to the next whole degree Celsius e.g. 12.5 degrees C is reported as 13 degrees C.
(g) current aeronautical documentation, NOTAM, and charts appropriate to IFR and VFR operations within the MBZ;
(h) the Aerodrome Emergency Plan (AEP) for the aerodrome.
14.2.3.5 A CA/GRO must use the standard aviation communication techniques and phraseology set out in AIP.
14.2.3.6 A CA/GRS call-sign will be the location name of the aerodrome followed by the word ‘Radio’.
14.2.3.7 The aerodrome operator must provide NOTAM advice to AIS of the establishment of, or any changes to, a CA/GRS.
14-4 Version 1.0: September 2002
14.2.4.1 Aerodrome Information must be broadcast on the AAIS in the following order:
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14-6 Version 1.0: September 2002
14.3.1.1 At all non-controlled aerodromes located in an MBZ, and at those
non-controlled aerodromes in CTAF areas which are used not less than 5 times per week by aircraft engaged in air transport operations that have a maximum passenger seating capacity greater than nine, a ground-based frequency confirmation system is required. This requirement may be practically satisfied by one of the following facilities:
(a) a certified air/ground radio service (CA/GRS); or
(b) an aerodrome frequency response unit (AFRU); or
(c) a Unicom service.
14.3.2.1 The AFRU is an electronic, ground based, aviation safety enhancement device, intended for use on the CTAF or MBZ frequency at non-controlled aerodromes. It is essentially an internally controlled VHF transceiver with a pre-recorded message transmission capability. AFRU transmissions are triggered when the AFRU receiver detects aircraft transmissions on the correct aerodrome frequency. This response capability is intended to reduce the incidence of incorrect VHF radio frequency channel selection by pilots. If the pilot is aware of the presence of an AFRU in a CTAF area or MBZ, the AFRU will assist in alerting pilots to these situations by providing an automatic transmission on the aerodrome frequency to confirm the receipt of a transmission by an aircraft within radio range. The confirming AFRU transmission will be either a short pre-recorded voice message (e.g. aerodrome name followed by MBZ or CTAF (as relevant), or a short (300 millisecond) tone burst, depending upon radio transmission activity by aircraft operating on that frequency in the preceding 5 minutes, and the form of the pilot’s transmission to the AFRU.
14.3.2.2 An AFRU may also have an optional facility incorporated to operate the runway lights during hours of reduced light and darkness.
14.3.3.1 The AFRU will be suitable for installation at non-controlled aerodromes. It may also be utilised at those aerodromes which are controlled during busier traffic hours, and which become an MBZ after hours during control tower closure. (In this latter role, the AFRU must only be activated during the hours when the tower is closed; for that purpose the AFRU must have a remote activation capability).
Version 1.0: September 2002 14-7
14.3.4.1 When an aircraft operating in radio range of the AFRU makes a transmission (radio broadcast or unmodulated carrier burst) on the aerodrome frequency, the AFRU must be able to detect the presence of aircraft VHF carrier transmissions of 2 seconds or more in duration, and, at the end of the aircraft transmission, it must automatically respond with either one of the following types of transmissions on that frequency:
(a) A pre-recorded short voice message, (normally taking the form of the aerodrome location) if there has been no other received aircraft transmissions in the previous 5 minutes; or
(b) A short (300 ms) tone burst if any aircraft transmissions have been received in the previous 5 minutes.
14.3.4.2 In addition, the AFRU must also be able to detect and respond to any aircraft transmissions which consist of three sequential carrier bursts over a five second period, with the pre-recorded voice message as at (a) above, regardless of radio transmission activity by aircraft in the last 5 minutes.
14.3.5.1 Australian Communications Authority (ACA) Type Approval: Units must meet the technical requirements of, and be certified as complying with, the Australian Communications Authority Equipment Compliance Requirement ECR 203A for Amplitude Modulated Transmitter/Receivers (Base and Mobile) for 25 kHz Carrier Frequency Separation in the Aeronautical Frequency Band 118 - 137 MHz.
14.3.5.2 Frequency Coverage: 118.000 – 136.975 MHz
14.3.5.3 Frequency Selection: Front panel pre-selectable channels for receiver and transmitter with frequency readout of each channel. All frequencies in the range to be selectable in 25 kHz steps.
14.3.5.4 Channel Separation: 25 kHz.
14.3.5.5 Modulation: Amplitude Modulation; depth of modulation to be set at 85% for voice transmissions; 10% for tone burst transmissions.
14.3.5.6 Operating Temperature Range: -10 to +65 degrees Centigrade.
14.3.5.7 Carrier Frequency Stability: Better than or equal to 0.002%.
14.3.5.8 Receiver Sensitivity: S/N ratio > 10 dB for input signal of 2 µV (-101 dBm). Receiver sensitivity to be adjustable between 2 µV and 5 µV.
14.3.5.9 Receiver Selectivity: Unit to operate satisfactorily for all received carrier frequencies within 0.005% of any selected frequency.
14.3.5.10 Transmitter Radiated Power Output: Minimum 2 watts ERP, adjustable to achieve 75 µV/m (-109 dBW/m2) field strength at the limit of the required coverage area (20 NM line of sight). Maximum power output shall not exceed 5 watts ERP.
14-8 Version 1.0: September 2002
14.3.5.11 RF Polarisation: Vertical.
14.3.5.12 Transmitter Recorded Voice Message: 8 seconds minimum capacity. Audio transmissions to be clear and intelligible. Length of carrier transmission not to exceed the recorded voice message time, i.e. carrier must not continue after the voice modulation ceases.
14.3.5.13 Annunciation Timing: The timing of the commencement of the transmitted recorded voice message or the tone burst is to be less than 0.5 second after the end of the aircraft transmission.
14.3.5.14 Transmitter Beepback Tone: 1000 Hz, 300 millisecond tone burst.
14.3.5.15 Power Supply: 220–240 V AC 50 Hz power source shall automatically changeover to internal or external battery stand-by power capable of operating the unit without interruption for 24 hours assuming the load is two voice responses per hour during the 24 hour period.
14.3.5.16 Fault Detection/Timeout and Alarm: In the event of an internal fault condition that results in continuous (jammed) transmission of the VHF carrier, the unit shall internally detect the continuous transmission within one minute and shut down or recycle the unit. Front-panel mounted alarm readout shall provide notification of this fault condition. Indication of the presence or failure of AC mains power, and changeover to operation on the stand-by battery, shall also be clearly provided by front panel indicators. (If an external power supply is used, the indication may be located on the power supply).
14.3.5.17 Remote Activation: The unit shall be capable of remote activation by an external control function such as a timing device. The external function shall be connected via socket connection. The stand-by batteries of the unit shall remain fully charged during the time that the unit remains remotely activated.
14.3.5.18 Reliability: Design reliability level of the unit shall be in keeping with its safety enhancement function. Design MTBF is to be a minimum of 10000 hours. The AFRU shall consist entirely of solid-state components, with the exception of switching relays (if any).
14.3.5.19 Maintainability: The unit shall be constructed so that fault restoration can be carried out in the field by module/circuit card replacement. Design MTTR shall be less than 72 hours.
14.3.5.20 Construction: Units shall be robustly constructed for either rack mounting, panel mounting or stand-alone bench mounting. All status indicators shall be front panel mounted. Controls, adjustments (other than pre-set adjustments), recording controls, frequency selectors, etc. shall be accessible. Frequency selectors shall clearly indicate the frequency selected and be set up so that it is not possible to inadvertently change frequency by a person brushing past the unit.
14.3.5.21 Mains Connection Approval: Units shall be approved for connection to single-phase 240 VAC power supply by an Australian electrical supply authority. (This does not apply if units are powered by DC sourced from a separate power supply).
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14.3.5.22 Installation, Operation and Maintenance Handbook: Each unit shall have an accompanying Handbook which provides clear instructions covering all aspects of the Installation, Operation, Routine Maintenance, and Fault Finding requirements. The Operation section of the handbook shall consist of step-by-step instructions.
14.3.5.23 Maintenance: Aerodrome operators are required to carry out routine maintenance of the AFRU in accordance with the maintenance instructions in the Installation, Operation and Maintenance Handbook.
14.3.6.1 Optional Additional AFRU Function - Pilot-Activated Lighting Control: Optional additional functionality may be provided with the AFRU unit to provide for aircraft actuated operation of the aerodrome lights at the aerodrome at which the AFRU is located, during night hours or other times of low natural light levels. This option shall emulate the function of the existing PAL circuitry, but permit operation on the CTAF or MBZ frequency.
14.3.6.2 The Pilot Activated Lighting (PAL) option includes a light sensor mounted remotely from the AFRU. During the time the light sensor detects that the natural light intensity is less than a preset level (adjustable on the AFRU unit), and on receipt of an aircraft transmission of three carrier bursts (three PTT clicks) over a five-second period, the AFRU will provide separate relay outputs to operate the airport lighting circuitry (runway lights and illumination of the wind indicator) at the aerodrome. The AFRU will then transmit the standard reply of the normal pre-recorded voice message (the aerodrome name and MBZ or CTAF), followed by the additional recorded voice message of “runway lights on”. The runway lights will operate for a period of either 30 minutes or 60 minutes. The operating period of either 30 minutes or 60 minutes will be preset within the unit. Ten (10) minutes prior to the end of the 30 or 60 minutes period, the windsock light will flash at 1 second intervals and the MBZ/CTAF response, followed by the announcement "runway lights 10 minutes remaining" will be broadcast. At any time during the period of time that the lights are operated, receipt of a further transmission of three carrier bursts shall reset the timing period back to either 30 or 60 minutes.
14.3.7.1 Fail-safe Relay Output Switching of Runway and Windsock: Fail-safe switching of runway and windsock outputs to be provided. Outputs to be relay controlled, +12 VDC, for driving remote lighting circuits. (Other configurations to match aerodrome lighting circuitry are permissible, but must be fail-safe, i.e. in the event of failure of the AFRU, the aerodrome lights will be actuated and remain actuated).
14.3.7.2 Ambient Light Sensor: The ambient light sensor device is to be infinitely adjustable from full darkness to bright daylight. Preset control to be located in the AFRU unit, or in the sensor housing.
14-10 Version 1.0: September 2002
14.3.7.3 Operation: The PAL output will activate on receipt of 3 correct PTT bursts (as per standard AFRU). If ‘dark’ =< pre-set darkness level, the normal MBZ/CTAF response message will be transmitted, followed by one of two messages: “runway lights on" message if the lights are activated, or “no runway lights”, depending on whether or not lights have actually illuminated. This is to be sensed in the AFRU by a signal output by a current transducer in the lighting circuitry, and shall only confirm lights on if the runway lighting system is drawing current.
14.3.7.4 Timing: Timings shall emulate the existing PAL system in use, i.e. 30 or 60 minutes preset for lights on, windsock lighting flashes at 1 second rate for the last 10 minutes, and shall be microprocessor controlled within the AFRU unit. Timings to be internally preset. Timer countdown to recommence on receipt of further transmission of 3 PTT bursts during the period that the lights are in operation.
14.3.8.1 A flight check of the AFRU and the optional PAL function shall be to the satisfaction of a CASA inspector. The flight test will ensure the functionality of the AFRU and optional PAL at appropriate points on the aerodrome and out to the limits of the relevant CTAF area or MBZ area.
14.3.8.2 On the ground:
(a) check activation of AFRU and PAL from the parking apron(s) of the aerodrome.
(b) check all specified functionality of the AFRU and PAL option.
14.3.8.3 In the air:
(a) check proper performance of AFRU at line of sight distances out to
20 NM radius of the aerodrome at altitudes of 3,000 to 5,000 feet AGL.
(b) check that AFRU Receiver sensitivity and Transmitter power levels are adjusted to ensure that the AFRU does not activate, and does not transmit, beyond approx 30 NM radius.
(c) check that voice and tone responses are clear and legible. Check that three microphone clicks of 1 second ON, 1 second OFF within 5 second period will activate voice response. (Tolerance on 1 second ON or OFF is 0.5 seconds).
(d) ensure that the AFRU does not trigger falsely during aircraft transmissions. Ensure that no interruptions occur to aircraft transmissions by false triggering of the AFRU during the aircraft transmission.
Version 1.0: September 2002 14-11
(e) check and ensure proper operation of the PAL option as follows:
(i) ensure lights are activated by three microphone clicks at a radius of 15 NM in line-of-sight from the aerodrome, to altitudes of 3,000 to 5,000 feet AGL.
(ii) ensure that lights remain activated for either 30 minute or 60 minute preset period after activation.
(iii) ensure receipt of correct recorded voice responses after activation.
(iv) ensure that illuminated wind indicator flashes 10 minutes before the completion of the 30 or 60 minute period of operation of the lights.
(v) ensure that lights are reset for the preset 30 or 60 minutes period following an aircraft transmission of three microphone clicks at any time within the preset 30 or 60 minutes period.
14-12 Version 1.0: September 2002
14.4.1.1 Unicom (Universal Communications) services are non-ATS radio communication services provided on an MBZ frequency or CTAF to enhance the value of information normally available about a non-controlled aerodrome. A Unicom service is not a Certified Air/Ground Radio Service.
14.4.1.2 The primary function of the frequencies (MBZ/CTAF) used for Unicom services is to provide the means for pilots to exchange traffic information for separation purposes. Unicom services, being a secondary use of these frequencies, must not inhibit the exchange of aircraft to aircraft traffic information.
14.4.1.3 Participation in Unicom services by an aerodrome operator, whether for the purposes of a frequency confirmation system or otherwise, is to be limited to the exchange of radio messages concerning:
(a) confirmation of the CTAF/MBZ frequency selected by aircraft;
(b) general aerodrome weather reports;
(c) aerodrome information;
(d) estimated times of arrival and departure;
(e) passenger requirements;
(f) aircraft refuelling arrangements;
(g) maintenance and servicing of aircraft including the ordering of urgently required parts;
(h) unscheduled landings by aircraft.
14.4.1.4 General aerodrome weather reports provided by a Unicom operator are to be limited to simple, factual statements about the weather, unless the Unicom operator is authorised by CASA to make meteorological observations.
Version 1.0: September 2002 14-13
Aerodrome Operator
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14-14 Version 1.0: September 2002
Version | Date | Chapter/ Section/ Paragraph | Details |
1.1 | February 2003 | 1.1.1.2 | Paragraph amended and Note added |
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| Table 2.1-2 | Entries for Beechcraft 1900, Metro II, Metro III and |
|
|
| B737-800 amended |
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| 5.1.3.21 | Amendments to meanings of LIRL, MIRL and HIRL |
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| Table 6.2-1 | Additional Note added Paragraph amended Note added to each paragraph Diagram amended Table amended Diagrams amended |
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| 6.2.5.1(a) | |
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| 6.2.6.2; 6.2.6.6 | |
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| Figure 6.2-2 | |
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| Table 6.2-5 | |
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| Figure 6.2-3 | |
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| Figure 6.7-1 | |
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| Table 7.1-1 | Legend amended |
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| 8.1.1.1 | Paragraph amended |
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| 8.1.1.2 | New paragraph |
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| 8.2.1.1 | Paragraphs amended |
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| 8.2.1.4 |
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| 8.2.2.3 |
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| 8.2.3.1 |
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| 8.2.3.2 | New paragraph |
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| 8.2.4.2 | Paragraph amended |
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| 8.2.5 | New sub-section |
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| Figure 8.3-8 | Diagram amended |
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| 8.3.9.5 | Note added to paragraph |
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| 8.3.10.1 | Paragraphs amended |
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| 8.4.2.3 |
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| 8.4.6.1 | Paragraphs amended and diagrams added |
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| Figure 8.4-6 |
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| 8.4.7.2 |
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| Figure 8.4-7 |
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|
| 8.5.10.5 | Paragraphs amended |
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| 8.5.24.1 |
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| 8.5.24.2 |
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| 8.5.24.3 |
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| 8.5.24.4 | New paragraph and diagram |
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| Figure 8.5-18 |
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|
| 8.5.29.1 | Paragraph amended and diagram added |
|
| Figure 8.5-25 |
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Version 1.1: February 2003 RH-1
Version | Date | Chapter/ Section/ Paragraph | Details |
1.1 (cont.) | February 2003 | Figure 8.5-27 | Diagram amended |
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|
| (previously Figure 8.5-25) |
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| 8.5.32.1 | Paragraph amended |
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| 8.6.2 | New sub-section entitled “Naming of Taxiways” |
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| 8.6.2.1 | Previous paragraph 8.6.14.2 renumbered 8.6.2.1 |
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| 8.6.19.3 | Paragraph amended |
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| 8.7.2.4 | Note to paragraph amended |
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| 9.1.5.3 | Paragraphs amended |
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| 9.1.14.8 |
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| 9.1.14.10 | New paragraph |
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| 9.11.1.4 | Amended data against the Figure 9.11-9 entry |
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| 9.13.21 | Sub-section title amended |
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| 9.20.2.3 | Paragraph amended and Note added |
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| 10.1.3.3 | Paragraphs amended |
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| 10.3.1.1 |
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| 10.3.1.2 |
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| 10.3.2.4(c) |
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| 10.3.2.5 |
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| 10.3.7.1 |
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| 10.3.9.1 |
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| 10.5.2 | “General Aviation Airport Procedures” amended to |
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| “General Aviation Aerodrome Procedures” |
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| 10.9.3 | New sub-section entitled “Airside Drivers” with new |
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| paragraph 10.9.3.1 and paragraph 10.9.3.2 |
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| relocated from previous 10.9.2.2 (paragraphs in |
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| 10.9.2 renumbered) |
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| 10.10.2.4 | Paragraphs amended |
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| 10.10.2.6 |
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| 10.10.2.9 |
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| 10.10.3.1 |
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| 10.10.8.2 |
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| 10.10.8.3 |
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| 10.10.9.3 |
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| 10.11.2.4 |
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| 10.11.8.1 |
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| 10.12.1.1(e) |
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| Table 13.1-1 | Headings in columns 2 and 3 amended |
1.0 | September 2002 | All | First issue of MOS Part 139 |
RH-2 Version 1.1: February 2003
Particulars of the Applicant
2. Particulars of the Aerodrome Site
3. Is the Applicant the Owner of the Aerodrome Site?
4. Indicate the largest type of aircraft expected to use the aerodrome
5. Is the aerodrome to be used for air transport operations?
6. Details to be shown on the Aerodrome Certificate
INFORMATION:
Aerodrome Report Form
Notification of Changes to Serviceability of a Certified Aerodrome | ||||
To Australian NOTAM Office Phone (07) 3866 3647 Fax (07) 38663553 AERODROME: ...................................... AVFAX Code No ................... .......... /...../ TIME (UTC preferred) UTC ❑ WST ❑ CST ❑ EST ❑ Other, please advise ❑ |
20 |
......... | ||
Purpose of Report | PROVIDE NEW INFORMATION DETAILED BELOW ❑ CANCEL PREVIOUS ADVICE (NOTAM No ................. ) ❑Date: .................... EXTEND PREVIOUS ADVICE (NOTAM No ................. ) ❑Date: .................... | |||
Period of Validity | Permanent/Temporary NOTAM (Delete one) FROM (date/time) ..................................
TO (date/time) ....................................... Estimated ❑(if finish time uncertain) (temporary NOTAM only) Note: If time estimated, contact NOTAM OFFICE at least 2 hours before estimated duration time and advise if NOTAM is to be extended or cancelled. Daily duration or time schedule (if applicable) FROM (date/time) .................................. TO (date/time) ............................... | |||
Text (For example of text see Section 10.5)
Please fax copy of NOTAM to originator Fax No. ................................ | ||||
This report confirms previous telephone advice. ❑ Contact Number Ph ............................... Fax ...............................
Signed .............................................................. Date/Time ..........................
Reporting Officer (Print Name) ................................................................... CASA Office advised by: Phone ❑Fax ❑E-mail ❑Not advised ❑ | ||||
For NOTAM Office only NOTAM No. C ....................................... |
Initials ............................... | |||
Particulars of the Applicant
2. Particulars of the Aerodrome Site
3. Is the Applicant the Owner of the Aerodrome Site?
Note: The application must be accompanied by a report prepared by an approved person as prescribed in CASR 139, confirming that the information provided on this page is accurate and that the aerodrome meets the applicable safety standards.
4. AERODROME DATA: If not applicable, insert N/A (aerodrome data must be derived in accordance with Chapter 5 standards)
(a) Aerodrome diagram – Provide a diagram to depict the following:
(i) runway layout, their magnetic bearing and length in metres;
(ii) taxiways and aprons;
(iii) aerodrome reference point;
(iv) wind direction indicators, both lit and unlit;
(v) elevation of the aerodrome (the highest point on the landing surface);
(vi) for instrument runway, the elevation of the mid-point of each threshold;
(vii) magnetic bearing and distance to the nearest city, town or population centre.
(b) Aerodrome administration
Name of aerodrome operator: ............................................................................................................................
Address: .............................................................................................................................................................
...........................................................................................................................................................................
..................................................... Tel: .......................................(O/H)...................(A/H)
Is this aerodrome open to public? Y/N Landing Charges: Y/N If Yes, please specify: .......................
Aerodrome Reporting Officer(s) and telephone contact details
...........................................................................................................................................................................
...........................................................................................................................................................................
...........................................................................................................................................................................
(c) Runway details. For each runway, provide the following:
Runway designation:........................... Runway reference code ...........................
TORA........................... TODA ............... (…...%) ASDA .................... LDA ...........................
Runway width .............. Runway slope..................... Runway strip width ..............(graded)....(O/A)
STODA: .............................................................................................................................................................
........................................................................................................................................................................... Pavement......................................... (surface type) Rating: .........................................(ACN/PCN) or
..........................................................................................................(max aircraft weight and tyre pressure)
(d) Aerodrome lighting. For each runway equipped with lighting, provide the following:
Runway designation:........................... Runway edge lights:............................................................
Standby power: Y/N Portable lights: Y/N PAL: Y/N if yes PAL frequency: ......................................
Any other lighting, specify ................................................................................................................................
(e) Ground services: information on services available to visiting pilots:
Fuel type: ................... Supplier: ................................... Tel:.......................(A/H)
If more than one fuel supplier, detail:................................................................................................................
...........................................................................................................................................................................
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........................................................................................................................................................................... MET AWIB: ............................. Unicom: .............................. AFRU: ......................................
(f) Special procedures: ..............................................................................................................................................
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(g) Notices: .................................................................................................................................................................
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