refresher training guide for aro and/or wso 1refresher training guide for aro and/or wso 8 1.2 casa...

Refresher training guide for ARO and/or WSO 1


Refresher training module for Aerodrome Reporting

Officers/Works Safety Officers

1 Introduction ....................................................................................................... 7 1.1 Definitions ...................................................................................................... 7

1.1a ...................................................................................................................... 7 1.2 CASA Rules for ARO/WSO ........................................................................... 8

1.2.1 General ....................................................................................................... 8

1.2.1a ................................................................................................................... 8

1.2.2 Reporting Officer Qualifications .................................................................. 8

1.2.3 What to Report to the NOTAM Office ......................................................... 9

2 Functions of Aerodrome Reporting Officers and Works Safety Officers ........ 10 2.1 Aerodrome Reporting Officer (ARO) ........................................................... 10

2.1.1 ARO Roles & Responsibilities .................................................................. 10 2.2 Works Safety Officer (WSO) ....................................................................... 11

2.2.1 The Functions of a Works Safety Officer .................................................. 11

2.2.1a ................................................................................................................. 11

2.2.1b ................................................................................................................. 12 2.3 Log Book ..................................................................................................... 12

2.3.1 Other Information ...................................................................................... 13

3 Documentation ............................................................................................... 14 3.1 Regulatory Documents ................................................................................ 14

3.1.1 The Civil Aviation Act 1988 ....................................................................... 14

3.1.2 Civil Aviation Safety Regulations (CASR) ................................................. 14

3.1.3 Civil Aviation Orders (CAO) ...................................................................... 14

3.1.4 Civil Aviation Advisory Publications (CAAP) & Aviation Circulars (AC) .... 14

3.1.5 Aeronautical Information Publications (AIP) ............................................. 14

3.1.6 Manual of Standards Part 139 (MOS) ...................................................... 15 3.2 Non-Regulatory Documents ........................................................................ 15

3.2.1 Aerodrome Manual ................................................................................... 15

3.2.2 The Aerodrome Logbook .......................................................................... 16

3.2.3 The Aerodrome Technical Logbook .......................................................... 16

4 Radiotelephony ............................................................................................... 17 4.1 About Your Radio ........................................................................................ 17

4.1.1 Line of Sight .............................................................................................. 17

4.1.2 Power Output ............................................................................................ 17 4.2 Using the Radio ........................................................................................... 18

4.2.1 Your Responsibility ................................................................................... 18

4.2.1a ................................................................................................................. 18 4.3 Frequency Confirmation Systems ............................................................... 18

4.3.1 AFRU ........................................................................................................ 19

4.3.1.1 AFRU with PAL Features ....................................................................... 19


4.3.1.2 Maintenance of the AFRU (AFRU + PAL) ............................................. 19

4.3.1.3 AFRU+PAL Commissioning Flight Test ................................................ 19

4.3.1.4 AFRU Unserviceability ........................................................................... 19

5 Aerodrome inspections .................................................................................. 20 5.1 Introduction ................................................................................................. 20 5.2 Aerodrome Serviceability Inspections ......................................................... 20

5.2a .................................................................................................................... 20

5.2.1 When to Inspect ........................................................................................ 20

5.2.1a ................................................................................................................. 21

5.2.2 Inspection Coverage ................................................................................. 21

5.2.3 What to Inspect for ................................................................................... 21

5.2.3.1 NOTAM CHECKS .................................................................................. 22

5.2.3.2 SURFACE CONDITION ........................................................................ 22

5.2.3.3 GROUND AID SERVICEABILITY AND CORRECTNESS ................... 22

5.2.3.4 LIGHTING FACILITIES ....................................................................... 22

5.2.3.5 MOVEMENT AREA CLEANLINESS ..................................................... 23

5.2.3.6 OBSTACLE LIMITATION SURFACE ASSESSMENT .......................... 23

5.2.3.7 FAUNA .................................................................................................. 23

5.2.3.8 BOUNDARY FENCE SERVICEABILITY ............................................... 23

5.2.4 Inspection Technique ............................................................................... 23 5.3 Aerodrome Technical Inspections .............................................................. 24

5.3.1 When to Inspect ........................................................................................ 24

5.3.2 Who Inspects ............................................................................................ 24 5.4 Aerodrome Safety Inspections .................................................................... 24

5.4.1 When to Inspect ........................................................................................ 24

5.4.2 Who Inspects ............................................................................................ 24

6 Animal Hazard Management .......................................................................... 25 6.1 Attractions ................................................................................................... 25 6.2 Aerodrome Management Responsibility ..................................................... 25

6.2.1 Methods of Control ................................................................................... 26

6.2.2 Reporting .................................................................................................. 26 6.3 The Use of Firearms ................................................................................... 26

6.3.1 Control Measures ..................................................................................... 26

7 Aerodrome Works .......................................................................................... 27 7.1 Introduction ................................................................................................. 27 7.2 Types of Aerodrome Works ........................................................................ 27

7.2.1 Time Limited Works .................................................................................. 27

7.2.1a ................................................................................................................. 27

7.2.1b ................................................................................................................. 28

7.2.1c ................................................................................................................. 28

7.2.2 Aerodrome Works on a Closed Aerodrome ............................................. 28

7.2.2a Urgent Repair Works .............................................................................. 28


7.2.2b Urgent Repair Works .............................................................................. 28

7.2.3 Method of Working Plans (MOWP) ........................................................... 29

7.2.3.1 What is an MOWP ................................................................................. 29

7.2.3.2 Who produces the MOWP? ................................................................... 29

7.2.3.3 When Are MOWPs Published ................................................................ 29

7.2.3.4 Who issues the NOTAMs contained in the MOWP? ............................. 29

8 Aerodrome Reporting ..................................................................................... 30 8.1 NOTAMs ...................................................................................................... 30

8.1a .................................................................................................................... 30

8.1b .................................................................................................................... 30

8.1.1 Originating/Issuing Authority ..................................................................... 31

8.1.2 Notification Times ..................................................................................... 31 8.2 NOTAM Composition .................................................................................. 31

8.2.1 Format ....................................................................................................... 31

8.2.1a ................................................................................................................. 32

8.2.1b ................................................................................................................. 32

8.2.2 Examples of NOTAMs .............................................................................. 33

9 Obstacle Control ............................................................................................. 35 9.1 Introduction .................................................................................................. 35 9.2 Obstacle Limitation Surfaces (OLS) ............................................................ 35

9.2.1 Approach Surface ..................................................................................... 35

9.2.2 Take-Off Surface ....................................................................................... 36

9.2.3 Transitional Surface .................................................................................. 37

9.2.4 Inner Horizontal Surface ........................................................................... 37

9.2.5 Conical Surface ......................................................................................... 37

9.2.6 Horizontal Surface .................................................................................... 37 9.3 PANS-OPS Surfaces................................................................................... 38 9.4 Obstacles outside the Aerodrome Environment .......................................... 38

9.5a .................................................................................................................... 38 9.5 OLS Surveys ............................................................................................... 39

9.6a .................................................................................................................... 39

10 Visual Ground Aids ......................................................................................... 40 10.1 What are Visual Ground Aids? .................................................................... 40 10.2 Markings and Markers ................................................................................. 40

10.2.1 Day Runway Markings and Markers ....................................................... 41

10.2.2 Taxiway and Apron Markings and Markers ............................................ 42

10.2.3 Holding Points ......................................................................................... 42 10.3 Lighting ........................................................................................................ 42

10.3.1 Runway Lighting ..................................................................................... 42

10.3a .................................................................................................................. 43

10.3.2 Taxiway and Apron Lighting ................................................................... 43

10.3.2.1 Taxiways .............................................................................................. 43


10.3.2.1a ............................................................................................................ 43

10.3.2.2 Aprons ................................................................................................. 43

10.3.3 Emergency Portable Lighting ................................................................. 43

10.3.3a ............................................................................................................... 44

10.3.3b ............................................................................................................... 44

10.3.3c ............................................................................................................... 44

10.3.4 Pilot Activated Lighting (PAL) ................................................................. 44

10.3.4.1 Operation of the VHF PAL Unit ........................................................... 45

10.3.4.2 Operation of the VHF with combined PAL and AFRU Units (AFRU+PAL) ...................................................................................................... 45

10.3.4 Pilot Approach Path Indicators (PAPI) ................................................... 46 10.4 Marking Unserviceable Areas ..................................................................... 46 10.5 Wind Direction Indicators (Windsocks) ....................................................... 46

10.5.1 Primary Wind Indicator ........................................................................... 47

10.5.2 Secondary Wind Indicators..................................................................... 47 10.6 Signal Area (signal circle) ........................................................................... 48

10.6.1 Construction ........................................................................................... 48

10.6.2 Signals .................................................................................................... 48

10.6.2a ............................................................................................................... 49

10.6.2b ............................................................................................................... 49

11 Airside Vehicle Control ................................................................................... 49 11.1 Driver Requirements ................................................................................... 50 11.2 Vehicle Requirements ................................................................................. 50 11.3 Safety Regulations ...................................................................................... 50

11.3a .................................................................................................................. 50

11.3b .................................................................................................................. 51

11.3c .................................................................................................................. 51

11.3d .................................................................................................................. 51 11.4 Driver/Operator Responsibility .................................................................... 51

11.4a .................................................................................................................. 52

12 Temporary displaced thresholds .................................................................... 53 12.1 What Are Temporary Displaced Thresholds? ............................................. 53

12.1a .................................................................................................................. 53 12.2 Temporary Displaced Threshold Calculations ............................................ 53

12.2.1 To Calculate A Temporary Displaced Threshold .................................... 53

12.2.1a ............................................................................................................... 54

12.2.2 To Calculate A New Runway End .......................................................... 54

12.2.3 Considerations ........................................................................................ 55

12.2.4 Markers ................................................................................................... 55 12.3 Terminology ................................................................................................ 57

12.3.1 Stopway .................................................................................................. 57

12.3.2 Clearway ................................................................................................. 57


13 Aerodrome Emergency Plans ......................................................................... 58 13.1 Aviation accident or incident notification ..................................................... 58

13.1a .................................................................................................................. 58

13.1b .................................................................................................................. 58

13.1c .................................................................................................................. 59 13.2 Emergency Committees (AEC) ................................................................... 59

13.2.1 Role ......................................................................................................... 59

13.2.2 Composition ............................................................................................ 59

13.2.2a ............................................................................................................... 59 13.3 Types of Emergency ................................................................................... 60 13.4 ARO/WSO Responsibilities ......................................................................... 60

13.4a .................................................................................................................. 60

13.4b .................................................................................................................. 61 13.5 Incident Site Layout ..................................................................................... 61

Appendix B ......................................................................................................... 62

14 Abbreviations .................................................................................................. 65

15 Definitions ....................................................................................................... 70

16 Useful Numbers .............................................................................................. 72


Welcome

Welcome to this online ARO refresher training. CASA requires that all Aerodrome Reporting Officers (AROs) and Works Safety Officers (WSOs) undergo refresher training every 5 years and recommends that refresher training every 2 years. This training is designed to meet CASA requirements and recommendations.

1 Introduction

1.1 Definitions

For the purpose of this document:

Civil Aviation Safety Authority (CASA): The Commonwealth regulator with the primary responsibility for aviation safety, including the operation of airports.

The Aerodrome Management Team: Comprises the Aerodrome Operator, Aerodrome Manager, and the Aerodrome Reporting/Safety Officer. This team ensures that a safe environment continually exists for all aerodrome users. It is necessary for all members of the management team to play their part in implementing the necessary requirements and standards.

1.1a

The Aerodrome Manager: The Aerodrome Manager is responsible for the day-to-day operation of the aerodrome. The Aerodrome Manager ensures that the aerodrome is operated in accordance with the regulatory and operational documents appropriate to the aerodrome.

Aerodrome Reporting Officer (ARO): An aerodrome employee, including a contractor, who has successfully completed an Aerodrome Operations training course and/or has demonstrated an understanding of and the ability to safely undertake the tasks of an ARO.

Works Safety Officer (WSO): An aerodrome employee, including a contractor, who has successfully completed an Aerodrome Operations training course and/or has demonstrated an understanding and ability to safely undertake the tasks of a WSO.


1.2 CASA Rules for ARO/WSO

1.2.1 General

As identified in CASR 139.125 & 139.300 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.

The ARO’s role is to conduct Aerodrome Serviceability Inspections (ASI) and report aerodrome conditional changes as specified in CASR 139.220 and in MOS 139 Chapter 10. The person(s) nominated to carry out these inspections and reporting functions need to be appropriated trained.

CASR 139.130 and 139.135 require that, if aerodrome works (or other time limited works) are being carried out at a certified aerodrome, the operator of the aerodrome must appoint one or more persons as WSOs for the aerodrome works. The WSO is to ensure aerodrome safety while aerodrome works are being carried out. The aerodrome operator must not appoint a person as a WSO for the aerodrome works if the person has not been appropriately trained to perform the WSOs function.

1.2.1a

MOS Part 139 Aerodromes Chapter 12 Operating Standards for Registered Aerodromes requires a WSO to be present when aerodrome works are carried out on a registered aerodrome open to aircraft operations. There is no requirement for a WSO to be present if the registered aerodrome has been closed in order for works to be carried out, however if possible a WSO should be present to monitor the aerodrome operations.

The MOS Part 139 Aerodromes Paragraph 10.10.7.3 states that before appointing a person as a WSO, the aerodrome operator must be satisfied that the person is able to perform the functions of a WSO as set out in the MOS Part 139 Aerodromes Section 10.12.

After initial training, Advisory Circular 139-13(0) recommends that recurrent or ‘refresher’ training should be considered every two years, but should not exceed five years, from the date of the initial training. This training should be specifically designed to refresh knowledge and update employees on technical, regulatory or procedural changes since the employee was last trained.

1.2.2 Reporting Officer Qualifications

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.


1.2.3 What to Report to the NOTAM Office

Aerodrome operators must advise the Australian NOTAM Office of the following occurrences:

• changes (temporary or permanent) in the published runway information including further changes to information contained in current permanent NOTAMs;

• aerodrome works affecting runways or the obstacle limitation surfaces, including time-limited works that require more than 10 minutes to restore normal safety standards;

• outage of aerodrome lighting or obstacle lighting beyond specified limits;

• temporary obstacles to aircraft operations;

• a significant increase in, or concentration of birds or animals on or near the aerodrome which is a danger to aircraft;

• changes in excess of 0.05% of the published gradient data;

• emergence of new obstacles;

• when a radio navigation aid owned by the aerodrome operator, or landing aid is unserviceable or returned to service;

• when an Aerodrome Frequency Response Unit (AFRU) owned by the aerodrome operator is unserviceable or returned to service; or

• any other event which affects the safety of aircraft using the aerodrome.


2 Functions of Aerodrome Reporting Officers and

Works Safety Officers

2.1 Aerodrome Reporting Officer (ARO)

Serviceability inspections and the reporting of changes in aerodrome conditions are often related functions. For the purpose of this publication, an ARO is deemed to be a person who performs both the inspection and reporting functions.

Depending on the size of the aerodrome, the serviceability inspections and reporting functions may be assigned to different persons. At a small aerodrome, the same person may have to carry out all the functions. At larger aerodrome, the serviceability inspections and the reporting functions become more complex, often involving more people.

2.1.1 ARO Roles & Responsibilities

The ARO roles include inspecting, reporting and managing aerodrome works safety may be undertaken by the same person and would typically cover:

• An inspection of the movement area to check its surface condition (including the presence of foreign objects)

• An inspection of the movement markers and markings, lighting, wind indicators and ground signals;

• A visual inspection of the obstacle limitation surfaces (OLS) which includes the take-off, approach areas, transitional and horizontal surfaces. Approach and transitional surfaces;

• An inspection for any birds or animals on or near the movement areas;

• An inspection of any measures to control the inadvertent entry of persons or animals into the movement area (including aerodrome fencing);

• An empirical assessment of the bearing strength of unrated runway pavements;

• An empirical assessment of the runway strip or each runway strip where the runway concerned is not marked and the whole runway strip may be used for aircraft operations;

• A check of the aerodrome’s frequency confirmation system (if any);

• A check of whether any NOTAMs for the aerodrome are current and accurate.

Each of these functions will potentially vary in complexity from aerodrome to aerodrome, and not always in direct relationship with the aerodrome size and traffic.


2.2 Works Safety Officer (WSO)

Before appointing a person as a WSO, an aerodrome operator must (in accordance with CASR 139.130 and 139.135) be satisfied that the person nominated is able to perform the functions of a WSO, which are summaries below. Not all aerodrome works require a formal Method of Working Plan (MOWP) however elements of the functions listed below will still apply.

An important requirement is that a WSO must (in accordance with MOS Part 139 Aerodromes Chapters 10 and 12) be present “at all times” whilst the aerodrome is open to aircraft operations.

2.2.1 The Functions of a Works Safety Officer

The Works Safety Officer performs the following tasks and responsibilities:

Ensure the safety of aircraft operations in accordance with the standards for aerodrome works and the applicable MOWP;

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;

Supply the air-traffic controller, on a daily basis, with whatever information is necessary to ensure the safety of aircraft operations;

Discuss with the works organisation, on a daily basis, any matters necessary to ensure the safety of aircraft operations;

Ensure that unserviceable portions of the movement area, temporary obstructions, and the limits of the works area are correctly marked and lit in accordance the applicable MOWP;

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;

Ensure that all other requirements of the directions and MOWP relating to vehicles, plant, equipment and materials are complied with;

2.2.1a

• 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;

• 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;

• 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;


• Remain on duty at the works area while work is in progress and the aerodrome is open to aircraft operations;

• Ensure that the air-traffic controller is kept informed of the radio call signs of the vehicles used by the works safety officer;

• Require the immediate removal of vehicles, plant and personnel from the movement area where necessary to ensure the safety of aircraft operations;

• Ensure that the movement area is safe for normal aircraft operations following removal of vehicles, plant, equipment and personnel from the works area;

• 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

• 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.

2.2.1b

It is important to note that on large sites where two or more works areas are established, there needs to be a WSO appointed to each site. It is generally not possible, or safe, for a WSO to supervise two or more sites when those sites may be kilometers apart on an operational aerodrome.

Where proposed aerodrome works exceed the experience of the local WSO, the aerodrome operator should consider a temporary closure of the aerodrome, or the employment of a more experienced WSO for the duration of the works to assist the local WSO.

The above is not an exhaustive list of responsibilities, but it does illustrate the wide range of competencies of a person appointed as a WSO.

2.3 Log Book

The Log Book is a very important document that is used by the ARO/WSO to record significant events as well as routine inspection duties. It is also frequently used during investigation of aircraft incidents by the ATSB.

The Serviceability Inspection checklist forms part of the ARO/WSO Logbook. All items on this checklist are to be recorded diligently along with any corrective action that may be required for unserviceable facilities.


2.3.1 Other Information

Other information which must be recorded includes:

The time and location of any item that was picked up off the movement area.

The times of closure of any part of the movement area or unavailability of facilities.

Unusual occurrences such as bird strikes, unauthorised access, aircraft incidents or accidents.

Location and extent of any pavement failures and the reporting action taken.

Details of any NOTAM raised.

Brief details of any airside task undertaken by the ARO/WSO.


3 Documentation

The documentation used in the management of aerodromes falls into two basic categories:

Regulatory documents, and

Non-regulatory documents.

3.1 Regulatory Documents

There are a variety of regulatory documents used within the industry ranging from ICAO Annexes and publications to airline sponsored documents as well as Federal Government publications. The Australian Government publishes, generally through CASA or Airservices Australia, documents that either amplify existing international regulations or identify requirements peculiar to this country. Amongst other things, these documents define the aerodrome standards for facilities and the infrastructure that must be met by aerodrome operators for specific types of aircraft operation.

3.1.1 The Civil Aviation Act 1988

The main object of The Civil Aviation Act 1988 is to establish a regulatory framework for maintaining, enhancing and promoting the safety of civil aviation, with particular emphasis on preventing aviation accidents and incidents.

3.1.2 Civil Aviation Safety Regulations (CASR)

The Civil Aviation Safety Regulation defines standards for the provision of aviation services, including aircraft operations and aerodromes that establish the regulatory framework (Regulations) within which all service providers must operate.

3.1.3 Civil Aviation Orders (CAO)

The Civil Aviation Order details information relating to regulations that are specified in CASRs. These orders are commonly used in the implementation of standards.

3.1.4 Civil Aviation Advisory Publications (CAAP) & Aviation Circulars (AC)

These publications are advisory only. They give the preferred method for complying with the CASRs. ACs & CAAPs are intended to provide recommendations and guidance to illustrate a means, but not necessarily the only means of complying with the Regulations. ACs & CAAPs 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

3.1.5 Aeronautical Information Publications (AIP)

The Aeronautical Information Publication are a series of publications relating to the procedural issues associated with aircraft operations. The most common document used


by aerodrome management is the Enroute Supplement Australia (ERSA). This publication contains operational data on all certified and registered aerodromes and some non-licenced aerodromes.

3.1.6 Manual of Standards Part 139 (MOS)

The aerodrome standards are contained in the Manual of Standards (MOS) Part 139-Aerodromes and apply to the design and operation of aerodromes. The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. It is a publication that provides detail on all standards relating to the design, provision and maintenance of an aerodrome and any associated infrastructure.

3.2 Non-Regulatory Documents

3.2.1 Aerodrome Manual

The Aerodrome Manual is the definitive document for the certified aerodrome. All aerodrome practices and procedures are detailed in sections of this manual including the aerodrome emergency procedures. The sections include:

• Particulars of the Aerodrome Site including Title information.

• Aerodrome Emergency Plan

• Aerodrome Lighting

• Aerodrome Reporting

• Access to the Aerodrome

• Aerodrome Inspections

• Aerodrome Works Safety

• Aircraft Parking Control

• Airside Vehicle Control

• Bird Hazard Management

• Obstacle Control

• Disabled Aircraft Removal

• Handling of Hazardous Materials

• Protection of Radar & Navigation Aids

• Low Visibility Operations

• Pavement Concessions (optional)

The Aerodrome Manual is mandatory for certified aerodromes.


3.2.2 The Aerodrome Logbook

A journal incorporating an inspection checklist where all aerodrome occurrences are noted, and follow-up action or for historical recording. This is an extremely important document that is used to ensure the continued safe operation of the aerodrome.

3.2.3 The Aerodrome Technical Logbook

An additional logbook used by aerodrome management to record engineering, safety and technical inspections by authorised specialists (e.g. lighting electrician). This logbook may take the form of an exercise book, file or other type of management record.

All of these publications and documents are to be supplied by the aerodrome owner/operator and are to be available to any member of the aerodrome management team for perusal and action.


4 Radiotelephony

An integral part of safely operating on any aerodrome is the use of an appropriate aeronautical band radio. Correct use of the radio contributes to the safe operation of the aerodrome by:

• Removing any ambiguity.

• Ensuring standardization in phraseology and procedures.

• Minimising frequency congestion.

Whether you operate on an aerodrome that has Air Traffic Control or on one that is uncontrolled, always make sure that you maintain a listening watch on the relevant frequency

4.1 About Your Radio

The radio used for aeronautical purposes transmits on the Very High Frequency (VHF) air band. Under normal operating conditions, “line of sight” restrictions and power output, limit transmissions to and from these radios.

4.1.1 Line of Sight

This, simply put, means that you will not be able to receive or send transmissions to other stations (particularly aircraft) if an uninterrupted passage between you and the intended receiving station does not exist. The most common obstructions that cause loss of signal are terrain (tall hills) and buildings.

Line of sight being the main limitation for the VHF radio user.

4.1.2 Power Output

The range of any radio is affected by the power output available for the radio. Radios used on aerodromes are either handheld or vehicle mounted. Generally, handheld radios have the least amount of available power whereas vehicle mounted radios are comparable power wise with aircraft radios. In either case these radios have adequate coverage for at least 20NM (approx. 38 Km).

Because vehicle mounted radios are not as mobile as handheld radios, an external speaker is normally installed to allow operators who need to be outside the vehicle to monitor transmissions.


4.2 Using the Radio

4.2.1 Your Responsibility

As a radio operator you must ensure that:

a. Only licensed operators should use the radio – a certificate of proficiency issued by an approved delegate to CASA (usually a CFI of a flying training school) must be obtained before an operator is permitted to transmit on aeronautical frequencies.

b. The radio is in working order.

c. You know the procedures for the correct operation of the radio.

d. You maintain a continuous listening watch while on the movement area.

4.2.1a

When using the radio, all radio operators must remember that they are strictly prohibited from sending messages that:

a. Contain profane or obscene language.

b. Are of a deceptive or false nature.

c. Involve improper use of the callsign of another station.

d. Are not of an operational nature.

e. Are of a personal nature.

f. Radio operators should also be aware that message text is not to be divulged to other than incident or accident investigators, Police Officers or representatives of other relevant authorities.

4.3 Frequency Confirmation Systems

At all non-controlled aerodromes in CTAF areas which are used not less than 5 times per week by aircraft engaged in RPT or Charter Operations that have a maximum passenger seating capacity greater than nine, a ground based frequency confirmation system is required. The most common ground based confirmation system is an Aerodrome Frequency Response Unit (AFRU).


4.3.1 AFRU

The AFRU is an electronic, ground based, aviation safety enhancement device, intended for use on the CTAF 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 CTAF frequency. When triggered, an automatic transmission on the aerodrome frequency is activated 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) if the system has not been activated in the past 5 minutes, or a short tone burst (Beep) if the system received other calls within the preceding 5 minutes.

4.3.1.1 AFRU with PAL Features

If the AFRU has been fitted with the optional PAL controls then the voice message will include the status of the lights (e.g. “Lights On” or “Lights 10 minutes remaining”). The activation of lighting using the radio is discussed further in Section 10 under Lighting.

4.3.1.2 Maintenance of the AFRU (AFRU + PAL)

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; this normally requires a 12 monthly service.

4.3.1.3 AFRU+PAL Commissioning Flight Test

A flight check of the AFRU and the optional PAL function shall be to the satisfaction of a CASA inspector per MOS 139.14.3.8.1. 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.

4.3.1.4 AFRU Unserviceability

When an AFRU becomes unserviceable a NOTAM is to be issued indenting the unserviceability. The ARFU should then be repaired or replaced as soon as possible.


5 Aerodrome inspections

5.1 Introduction

Aerodrome/Airport operators are responsible for the periodic inspections of airside facilities and its surroundings to ensure aerodrome safety standards are being maintained. To achieve this three types of inspection are used:

• Aerodrome Serviceability Inspections,

• Aerodrome Technical Inspections, and

• Aerodrome Safety Inspections.

5.2 Aerodrome Serviceability Inspections

These inspections are normally performed by the Aerodrome Reporting Officer or Airport Safety Officer and include a visual check of the movement area and associated facilities as well as the surrounding environment to identify any potential obstructions. The serviceability inspections are a core function of the ARO.

Serviceability inspections and the reporting of changes in aerodrome conditions are often related functions. For the purpose of this training, an ARO is deemed to be the person who performs both the inspection and reporting functions.

5.2a

The ARO is responsible to ensure that, after finding any unserviceability on airside, they:

• MARK the unserviceability with approved and appropriate markers so that Pilots and other aerodrome users are immediately aware of the unserviceability,

• REPORT the nature of the unserviceability to the Aerodrome Manager as well as utilising the NOTAM or ADVICE system when appropriate,

• REPAIR or correct the unserviceability themselves or initiate repair action by a specialist or technical officer.

5.2.1 When to Inspect

The regulatory requirements regarding the frequency of inspections depend largely on the type of aircraft service operating at the aerodrome as well as the presence of support services such as ATC. At aerodromes with ATC, inspections are usually performed just after first light (daybreak) and just prior to last light (nightfall) as well as when requested by ATC. At aerodromes operating passenger transport services, inspections must be performed before the first day time passenger transport movement. For aerodromes servicing General Aviation activity the responsibility for determining the suitability of the aerodrome rests with the pilot however, aerodrome operators have a duty of care to ensure that serviceability of their facility is monitored regularly.


5.2.1a

Both from a regulatory and duty of care point of view Aerodrome Serviceability Inspections should be carried out:

• Daily, as early as possible, but not less than 30 minutes before the first day passenger transport movement,

• After significant weather such as strong winds, heavy rain or electrical storms,

• Before reopening a previously closed runway following works, incidents or accidents,

• When requested by a competent authority such as CASA or ATC,

• In accordance with any local instructions.

5.2.2 Inspection Coverage

Inspections are to be thorough and effective. ARO should identify anything that may affect the safe operation of the aerodrome as well as monitoring routine maintenance programs designed to ensure regulatory compliance.

5.2.3 What to Inspect for

The Aerodrome Logbook normally contains a checklist of areas and facilities that need to be assessed during the daily serviceability inspection. The areas that require particular attention are:

• Check of the AFRU

• Check PAL function

• Check whether any NOTAMs are current and accurate

• The surface condition of all movement areas,

• The inspection of aerodrome markers & markings

• Aerodrome lighting & wind indictors and signal areas

• Ground aid serviceability and correctness

• The cleanliness of the movement area

• Obstacle Limitation Surface assessment

• The presence of birds or animals on or near the movement areas

• The serviceability of the boundary & security fencing


5.2.3.1 NOTAM CHECKS

As part of the inspection process, inspecting officers should check the currency of any NOTAM that has been raised for the aerodrome.

5.2.3.2 SURFACE CONDITION

Check surface condition for roughness and excessive undulations (assessed at approx 75Km/h), presence of discontinuities particularly at joins between different surface types (> 25mm), pavement failures and cracks (> 40mm), and presence of standing water.

For gravel or natural surface assess softness after heavy rain. Any wheel ruts left by vehicles in soft ground will be difficult to remove when dry and may render a runway as unserviceable.

When in doubt inspect unsealed surfaces on foot.

As a guide, use the following grass heights when assessing runway serviceability:

Sparse growth – Maximum 450mm

Medium growth – Maximum 300mm

Dense growth – Maximum 150mm

5.2.3.3 GROUND AID SERVICEABILITY AND CORRECTNESS –

Ensure that cones, gable markers and lights are in good order, appropriate and correctly aligned. Check all markings (paint) for fading. Ensure that long grass or other objects do not obscure markers. Remember that these aids need to be clearly visible from the air as well on the ground.

5.2.3.4 LIGHTING FACILITIES

The below are the indicators for when NOTAM action is required for lighting unserviceability’s. However, any aerodrome light outage must be fixed as soon as practicable. These include:

• lights out of alignment,

• lights having an intensity <50% of normal,

• >15% of RWY LGTS U/S,

• 2 or more adjacent RWY LGTS U/S,

• if system has <4 lights then any 1 LGT U/S,

• if 4 to 5 LGTS then >1 U/S,

• if 6 to 13 LGTS then >2 U/S or 2 adjacent,

• PAPI – any LIGHT U/S or red filters cracked or missing.


5.2.3.5 MOVEMENT AREA CLEANLINESS

Check for excessively loose gravel or aggregate (sweep), and the presence of foreign objects (remove). Failure to rectify these problems can cause damage to aircraft that may result in engine failure or crashes.

5.2.3.6 OBSTACLE LIMITATION SURFACE ASSESSMENT

This assessment is an important part of the aerodrome serviceability inspection. The assessment involves the Identification of any obstacle that may infringe any of the obstacle surfaces visible from the ground. Particular attention should be paid to trees and temporary obstacles such as cranes. If you believe that an object may be an obstacle, establish its location and height so that it can be assessed.

5.2.3.7 FAUNA

Check for animal tracks, droppings or any other indication that fauna may be inside the aerodrome boundary. Use harassment programs to minimise animal hazards. Any animals found within the boundary are to be removed immediately.

5.2.3.8 BOUNDARY FENCE SERVICEABILITY

Check boundary fences for breakages, deterioration and adequacy to prevent unauthorised entry.

5.2.4 Inspection Technique

Inspecting officers should employ the following techniques in performing their serviceability inspection:

Where possible face the landing direction when conducting runway inspections,

Drive at approximately 40kph (or less) to ensure that areas are not missed,S

Always maintain a listening watch on the appropriate frequency when on the movement area,

Always ensure that other aerodrome users, particularly pilots, are aware of your location.

ALL SERVICEABILITY INSPECTIONS MUST BE LOGGED


5.3 Aerodrome Technical Inspections

Aerodrome Technical Inspections are carried out by specialist technical inspectors who carry out diagnostic checks on identified aerodrome facilities.


These inspections are defined by CASR 139 and occur normally on an annual basis, or on an “as required” basis resulting from:

• The findings of a serviceability inspection,

• The findings of an aerodrome safety audit,

• A Pilot report of an unserviceable facility, or

• A request by a competent authority (CASA, ATC etc)

5.3.2 Who Inspects

Technical inspections are carried out by qualified technical officers who have specialised knowledge of the facility or systems that they are inspecting, as approved by the CASR 139.

MMMMMMMALL TECHNICAL INSPECTIONS MUST BE LOGGEDMMMMMMM

5.4 Aerodrome Safety Inspections

The aerodrome safety inspection provides the aerodrome operator with an annual technical assessment of the safety condition of the aerodrome, covering:

• Published or reported aerodrome information;

• Adopted aerodrome operating procedures;

• Standards for aerodrome facilities and equipment.

• It gives the aerodrome operator an assurance that the more critical or significant aerodrome deficiencies will be detected. An integral part of the inspection is the production of an inspection report that is supplied to the aerodrome operator/owner and also forwarded to CASA.


Aerodrome Safety Inspections are conducted at Registered Aerodromes. The inspection is carried out prior to registration of an aerodrome and then annually. Non-registered aerodromes may conduct an Aerodrome Safety Inspection to satisfy a Duty of Care need.

5.4.2 Who Inspects

Qualified specialists, called “Approved Persons”, who have met specific CASA requirements perform aerodrome Safety Inspections. Generally, this means that the task is performed by a aerodrome consultant. A list of these people can be found on the CASA web site.


6 Animal Hazard Management

This section examines the procedures necessary to deal with the danger to aircraft operations caused by the presence of fauna, particularly birds. The

presence of animals within the aerodrome boundary and in the vicinity of the aerodrome can result in collision between aircraft and the animals. These collisions can cause:

• Severe damage to aircraft,

• Aircraft crashes,

• Injury or death to crew and passengers.

6.1 Attractions

There are many reasons why animals are attracted to the aerodrome or its environs. Some of the attractions are controlled by legislation or By-Laws while others can be avoided through proper planning and common sense. Some of these attractions are:

a. Garbage tips and waste disposal sites,

b. Shallow lakes and storm water ponding sites,

c. Grain growing, handling and storage,

d. Abattoirs, offal pits and associated stock yards,

e. Picnic areas, sports fields, food outlets and shops,

f. Sewerage treatment works and outflows.

All of these instances, and others, provide a source of food for animals, particularly birds, and are generally associated with the presence of people.

6.2 Aerodrome Management Responsibility

As part of the policy on animal management, the aerodrome manager normally delegates the ARO to:

a. Assess the degree of animal activity, particularly the presence of birds,

b. Perform harassment procedures in advance of aircraft movements. This normally takes the form of a combination of scaring using lights and noise and the use of firearms for scaring or culling.

c. Report excessive animal activity to aircraft operators or pilots,

d. Report birdstrikes for scientific analysis of animal habits.

e. Log any incidents or action taken to control animal activity.


6.2.1 Methods of Control

It is essential that appropriate action be taken to control the presence of fauna on an aerodrome. The measures listed below are generally performed by the ASO/ARO during daily serviceability inspections and general surveillance.

f. Ensure that the perimeter fence is serviceable,

g. Keep all access gates closed,

h. Regular performance of harassment programs,

i. Use of firearms with both cracker shot (birdfright) and live rounds,

j. Any other method that may be specified in the aerodrome manual.

6.2.2 Reporting

All incidents linked to animal activity are to be logged in the ASO/ARO logbook. Birdstrikes are to be reported to the Australian Transport Safety Bureau (ATSB) for analysis. This analysis is designed to identify patterns of behaviour and possibly reasons for that behaviour with a view to reducing the attractiveness of the environment and therefore reducing the risk to aircraft operations.

Birdstrike reporting is done by completed the Aviation accident & incident notification form located on the web at www.atsb.gov.au Aviation.

ATSB direct phone call free number is: 1 800 011 034

6.3 The Use of Firearms

Before firearms can be used on an aerodrome, the aerodrome operator must obtain a permit from National Parks and Wildlife. This permit allows control of hazardous situations caused by animal activity. In addition, all users of firearms must have a current firearm licence for the type of weapon being used. This license is issued by the respective State Government through their police departments.

6.3.1 Control Measures

Firearm users must always remember that any type of weapon is potentially lethal and that stringent precautions must be employed at all times.

• NEVER point or fire the weapon toward any populated area.

• NEVER have loaded weapons inside a vehicle.

• If the aerodrome has Air Traffic Control, always obtain permission from the Control Tower before firing.

• Be aware of aircraft location at all times whilst firing the weapon.

• Recover any used cartridges after firing.

• Remove any dead/injured animals or birds from the aerodrome – they are a food source.


7 Aerodrome Works

7.1 Introduction

This section looks at aerodrome works, either construction or maintenance, that are carried out at an aerodrome, on or adjacent to the movement area, that may create obstacles or may restrict the normal operation of aircraft.

7.2 Types of Aerodrome Works

There are three types of aerodrome works:

1. Time Limited Works,

2. Work on a closed aerodrome, and

3. Works performed under a Method of Working Plan (MOWP)

7.2.1 Time Limited Works

Time-limited works must not commence if the works require more than 10 minutes to restore the normal safety standards to the movement area, unless a NOTAM has been issued not less than 24 hours before commencement giving the date and time of commencement and the time required to restore normal safety standards.

7.2.1a

Time limited works include the following works:

• Maintenance of markings and lighting,

• Grass mowing,

• Rolling of surfaces,

• Sweeping pavements,

• Minor repairs to pavements, and

• Surveys and inspections.

A NOTAM MUST BE ISSUED FOR TIME LIMITED WORKS AT LEAST 24 HOURS IN ADVANCE UNLESS THE RESTORATION OF NORMAL SAFETY STANDARDS TO THE MOVEMENT AREA AND THE REMOVAL OF OBSTACLES CAN BE ACHIEVED WITHIN

10 MINUTES OF NOTIFICATION TO VACATE.


7.2.1b Time Limited Works NOTAMs are to contain the date and time of commencement of the work and the time required to restore normal safety standards.

• Time-limited works must be stopped and normal safety standards restored, when required to allow an aircraft operation to take place.

• All reasonable measures should be taken to complete restoration of these normal safety standards at least 5 minutes prior to the scheduled or notified time of an aircraft movement.

7.2.1c

At uncontrolled aerodromes works that have been stopped to allow the restoration of normal safety standards work may be resumed:

• If stopped for an aircraft arrival - immediately after the arrival, if the safety of the aircraft is not endangered by the resumption: or

• If stopped for an aircraft departure - 15 minutes after the departure has taken place;

• 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).

With the exception of serviceability inspections, Time Limited Works are not to be carried out at night or in conditions of poor visibility (less than 5km).

7.2.2 Aerodrome Works on a Closed Aerodrome

The closure of the aerodrome may be an option if it is deemed to be a practical alternative if the aircraft traffic is not unduly disrupted and the work warrants a full closure. This situation arises in a one runway aerodrome complex where urgent repairs are warranted. If possible this closure should be programmed around scheduled RPT traffic and know aircraft traffic, and if possible a NOTAM issued not less than 24 hours before commencement giving the date and time of commencement and the time required to restore normal safety standards.

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.

7.2.2a Urgent Repair Works

The operator must not close the aerodrome to aircraft operations due to programmed aerodrome works, unless a NOTAM giving notice of the closure has been issued not less than 14 days before closure takes place.

7.2.2b Urgent Repair Works

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.

7.2.3 Method of Working Plans (MOWP)

When aerodrome works will significantly affect aircraft operations, an aerodrome operator must prepare a MOWP setting out the arrangements for carrying out the work.

7.2.3.1 What is an MOWP

MOWPs are comprised of:

• Written plans identifying areas of the aerodrome that will be affected during each identified stage of work,

• Procedures that are to be used to ensure safety standards are maintained,

• Arrangements for notifying aircraft operators and other aerodrome users of the work arrangements,

• Contact details of the usual operators during and outside working hours,

• Arrangements for communication with ATC or aircraft during the carrying out of the works,

• Any arrangements for carrying out time limited works,

• The names, telephone numbers and role of persons and organisations responsible for planning and carrying out the works including Works Safety Officers (WSO) and any arrangements for contacting those persons or organisations at all times, and

The distribution list for the MOWP.

WORK CONDUCTED UNDER A MOWP IS SUBJECT TO NOTAM ACTION - APPROPRIATE NOTAMs FORM PART OF THE MOWP.

7.2.3.2 Who produces the MOWP?

The MOWP is normally produced through the Airport Manager by the specialist airport consultant. This is done on a consultative basis through airport manager, airlines, aerodrome staff include the ARO/WSO and aerodrome works contractors.

7.2.3.3 When Are MOWPs Published

Normally MOWPs are the result of long planning periods involving the aerodrome operator, contractors and any other interested party. Once all planning has been completed, the MOWP is promulgated. This should occur at least two (2) weeks before the commencement of work.

7.2.3.4 Who issues the NOTAMs contained in the MOWP?

The MOWP normally identifies the fact that the nominated ARO/WSO issues the pertinent NOTAMS contained in the MOWP. The names and contact details of the ARO/WSO are identified in the Administration Section of the MOWP. NOTAMs shall be issued as early as possible but preferably not less than 48 hours before the scheduled commencement of the


identified stage of works in the NOTAM. If the MOWP works involve the full closure of the aerodrome the NOTAM must be issued not less than 14 days before closure takes place.

8 Aerodrome Reporting

Part of the safety management system employed at aerodromes is a mechanism to advise aerodrome users of unserviceable facilities or unusual occurrences. The process used in providing this service depends on whether an aerodrome is either Certified/Registered or classified as “Other”. For Certified/Registered aerodromes the NOTAM system is used and for other aerodromes an AERODROME ADVICE system (Unofficial) is used. In both cases the system is designed to report changes in aerodrome state in advance of an event except in the case of an unserviceability that cannot be foreseen.

8.1 NOTAMs

NOTAMs (Notices to Airmen)

NOTA are used to notify:

(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;

8.1a

(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 (AFRU) 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.

8.1b

NOTAMs are not normally used to notify:

f. Routine maintenance when there is no effect on flight safety.

g. Time limited Works.


h. Lighting failures when no effect on aircraft safety exists.

A separate NOTAM is issued for each facility.

8.1.1 Originating/Issuing Authority

For all aerodromes the Aerodrome Manager or delegate (usually the Safety or Reporting Officer) for that aerodrome can originate a NOTAM. Aerodrome Managers are to register with the NOTAM Office, the names of those personnel who are authorised to originate NOTAMs on behalf of the aerodrome owner.

The issuing authority for all NOTAMs is the NOTAM Office (NOF). All originated NOTAMs are to be emailed to the NOF for compilation and issue. If an urgent situation arises contact the NOTAM Office direct by phone. The standard Airservices Australian NOTAM Request Form performa is shown at Appendix A to this section. NOTAM Office contact details are:

Australian NOTAM Office (Canberra) (02) 6268 5063 (Phone) (02) 6268 5044 (Fax) [email protected]

8.1.2 Notification Times

A NOTAM shall be issued, where practicable, with 48 hours’ notice in respect to scheduled maintenance or changes to a facility, service or aerodrome. This advance notice is required to allow operators sufficient time to make alternative arrangements. Obviously, if the NOTAM is of an urgent nature i.e. RUNWAY NOT AVAILABL DUE TO FLOODING or AERDROME NOT AVBL DUE URGENT MAINT. This NOTAM is to be issued immediately, ‘With Immediate Effect’ (WIE).

8.2 NOTAM Composition

NOTAMS are legal documents that require careful and accurate composition, and prepared on the standard Airservices Australian NOTAM Request Form.

8.2.1 Format

NOTAMs provide the following information:

• Serial Number - This is a sequential number issued by the NOF.

• NOTAM Indicator – The word NOTAM followed by the letter:

o N for NOTAMs containing NEW information

o R for NOTAMs that replace and cancel an existing NOTAM identified by the serial number immediately following the indicator.

o C for NOTAMs that cancel an existing NOTAM identified by the serial number immediately following the indicator.

• Aerodrome Identification – the name of the aerodrome in full.

• Subject Category – several categories exist however, most originators will only use the AD category for information relating to the aerodrome.


8.2.1a

• Time Conversion – Time in aviation is shown in Coordinated Universal Time (UTC), when promulgating NOTAMs UTC is normally used. Local time in Australia falls into three separate time zones (daylight saving excepted), Eastern standard Time which is UTC plus 10 hours (UTC+10), Central Standard Time which is UTC + 9.5 hours (UTC+9.5) and Western Standard Time which is UTC plus 8 hours (UTC+8).

To stop confusion with identifying what time convention is used, the top of the NOTAM Form has boxes which identify which date/time convention is being used:

Eastern Central Western UTC/Zulu Eastern Central

Standard Standard Standard Preferred Daylight Daylight

Note: UTC is the preferred date/time convention to be used

8.2.1b

• Issue Date/Time Group – the standard format used for date/time groups (DTG) is YY MM DD TTTT e.g. 1510230800 (23rd October 2015, 0800hrs UTC)

• Start Date/Time Group – the time the occurrence commences in the standard DTG format.

• Finish Date/Time Group – the DTG that the occurrence will cease. This may be the abbreviation PERM if the change or condition is permanent or it may be the DTG followed by the abbreviation EST if the finish time is estimated.

• Activity Times – a 4, 6, 8 or 10 figure DTG indicating the times of activity between the start and finish DTG.

• Explanation of the event or occurrence – a brief reason for the withdrawal of a facility or other occurrence.


8.2.2 Examples of NOTAMs 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.

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).

C0005/15 NOTAMN A) TOWNSVILLE C0005/15 (AD) 1501080600 B) 1501080600C) 1501081200 EST E) SDBY PWR NOT AVBL

C0008/15 NOTAMC C0005/15 A) TOWNSVILLE C0008/15 (AD) 1501080900 E) SDBY PWR AVBL


Appendix A NOTAM Performa


9 Obstacle Control

9.1 Introduction

This section addresses the procedures required to monitor obstacles on and in the vicinity of an aerodrome. It is the aerodrome owner/operator responsibility to determine whether there are infringements to the Obstacle Limitation Surfaces (OLS) and to take appropriate action to either remove or report/mark such infringements.

9.2 Obstacle Limitation Surfaces (OLS)

As far as practicable, defined surfaces around an aerodrome are to be kept free of obstacles to allow aircraft to operate normally during the approach and departures phases of flight. There are 6 surfaces that need to be assessed for obstacles:

• Approach surface,

• Take-off surface,

• Runway transitional surfaces,

• Inner horizontal surface,

• Conical surface, and

• Outer horizontal surface.

From a practical point of view only the approach/take-off surfaces, transitional surfaces and the inner horizontal surface can be assessed by the ASO/ARO.

9.2.1 Approach Surface

The approach surface is an inclined plane that originates from an inner edge located in line with the RWS end and beginning at ground level. The surface slopes upward at a specific rate out to a specified distance from the RWS end. The two sides of the surface diverge uniformly at 15%.

All dimensions for a variety of runway configurations can be sourced from MOS part 139 Chapter 7 Table 7.1-1. For a non-precision instrument approach runway, the following dimensions apply:

Code 1 & 2 Code 3 Code 4

Inner Edge 90m 150m 300m

Divergence (each Side)

15% 15% 15%

Slope 3.33% 3.33% 2%

Total Length 2.5 Km 15 Km 15 Km


9.2.2 Take-Off Surface

The take-off surface is an inclined plane that originates from an inner edge located in line with the RWS end and beginning at ground level. The surface slopes upward at a specific rate out to a specified distance from the RWS end. The two sides of the surface diverge uniformly at a specified rate

All dimensions for a variety of runway configurations can be sourced from MOS Part 139 Chapter 7 Table 7.1-2. The following dimensions apply to take-off runways:

Code 1 Code 2 Code 3 & 4

Inner Edge 60m 80m 180m

Divergence (each Side)

10% 10% 12.5%

Slope 5% 4% 2%

Total Length 1.6 Km 2.5 Km 15 Km


9.2.3 Transitional Surface

This surface commences at the RWS edge and proceeds outwards at an incline based on a gradient of 1 in 7 (14.3%) for code 3 and 4 runways and 1 in 5 (20%) for ALAs (Code 1 and 2). The surface ends when the incline reaches a point that is equal to 45m above the runway crown.

9.2.4 Inner Horizontal Surface

The Inner Horizontal Surface begins at the outer edge of the transitional surface. It expands outwards to 4km (Code 3 & 4) from the middle of the RWS ends and maintains a level plane of 45m above the runway crown.

9.2.5 Conical Surface

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.

The slope of the conical surface is to be measured in a vertical plane perpendicular to the periphery of the inner horizontal surface.

9.2.6 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).


9.3 PANS-OPS Surfaces

Besides monitoring applicable OLS surfaces it is a requirement to monitor areas outside the OLS, known as PANS-OPS surfaces which are used in the design of Non-Precision approach (NPA) procedures. To make it easier for aerodrome operators to carry out this task, Airservices Australia procedure designers have provided aerodrome operators drawings of the areas around the aerodrome that show the designed approach paths, the circling areas and locations of critical obstacles taken into account in the design. These drawings are normally located in the Obstacle Section of the Aerodrome Manual.

The Airservices Australia procedure designer must be advised of any changes of the existing critical obstacles and any proposed development that is likely to be higher than the critical obstacles within the depicted areas.

In addition, it is requested that a copy of the yearly OLS survey details be forwarded to the Airservices Australia procedure section to assist the review of Instrument Flight Procedures and aircraft minimum safe altitudes.

Airservices Australia Procedure Design Section GPO BOX 367 Canberra ACT 2601 Phone: 1800 026 147 Email: [email protected]

9.4 Obstacles outside the Aerodrome Environment

Obstacles greater than 110m in height found outside the aerodrome OLS are to be referred to CASA so that it can be determined whether the obstacle is a hazard to aircraft operations. While this assessment is being made, the object is to be regarded as an obstacle.

Action by Safety/Reporting Officers

As part of the daily serviceability inspection, the Aerodrome Reporting Officer carries out a visual check of the approach/take-off surfaces, the transitional surfaces and the inner horizontal surface & PANS-OPS surfaces. If a potential obstruction is identified, the ARO/ASO is to obtain the following information:

• The nature of the obstruction (eg. crane, trees, tower etc),

• The distance and magnetic bearing of the obstruction from the runway threshold and the runway strip end,

• The height of the obstruction above ground level, and

• Whether the obstacle is permanent or the time period applicable if the obstacle is temporary.

9.5a

Using this information, an assessment is made with respect to the OLS & PANS-OPS surfaces. If the obstacle is found to infringe the OLS then a NOTAM is to be raised and sent. This notification is to be actioned as soon as possible after assessment. If your aerodrome has ATC, then ASO/AROs are to advise ATC by voice as soon as an obstruction is detected.


9.5 OLS Surveys

An annual OLS survey is carried out normally during the annual Aerodrome Technical or Safety inspection. This survey is arranged normally by the Airport Manager who employees the CASA approved aerodrome consultant or surveyor to carry out this work. Once completed the OLS surveys information forms part of the Technical Inspection Report which is delivered to the Airport Manager for review. If changes are identified from the published AIP ERSA/RDS data, t5hese changes are sent Airservices Australia AIS for amendment of the operations data which includes the AIP ERSA/RDS and other AIP publications. If the changes as a result of the surveys require a permanent NOTAM this NOTAM is submitted by the aerodrome consultant to the NOTAM Office.

9.6a

Aerodrome publications, such as the Aerodrome Manual will need to be amended if changes are identified as a result of the surveys. These changes are carried out by the Aerodrome Manual Controller who amends the manual accordingly. It is normally good practices to send a copy of the OLS survey results to the RPT and/or major airline operators for their consideration. Their respective airline operational sections will normally amend their aircraft operating procedures as a result of changes to the runway declared distances and obstruction gradients. A copy of the survey results


10 Visual Ground Aids

10.1 What are Visual Ground Aids?

All aerodromes utilise visual ground aids to present pilots, vehicle drivers and pedestrians with appropriate aeronautical information concerning the movement area. These visual ground aids are essentially cues to safety and are made up of:

• Markings,

• Markers,

• Lights,

• Beacons,

• Wind Direction Indicators (windsocks), and

• Signal Areas

• Pavement Markings

Visual ground aids are displayed both during the day and at night. It must be remembered that all visual ground aids must be presented accurately and unambiguously.

10.2 Markings and Markers

Markings are used on sealed surface movement areas and manmade structures to convey aeronautical information. Markings are painted on these surfaces and must be clearly visible against the background upon which they are placed. The paint must be non-slip and must not result in any buildup on the surface.

Markers are used to mark ill-defined movement area boundaries on unsealed surfaces, unserviceable areas and temporary changes to permanent markings such as temporary displaced thresholds.


10.2.1 Day Runway Markings and Markers

Runway markings are used on all concrete, asphalt or sealed surface runways. All runway markings are coloured WHITE.

Runway markers are used on all gravel or natural surface runways as well as delineating the runway strip on all runways. All runway markers are coloured WHITE


10.2.2 Taxiway and Apron Markings and Markers

Taxiway and apron markings are used on all concrete, asphalt or sealed surface taxiways and aprons. Markers are used on gravel or natural surface taxiways and aprons.

All taxiway markings and markers are coloured YELLOW. Apron marking colour depends on the information being presented but are generally yellow.

Taxiway edge markings are double yellow solid lines. A single solid yellow line is provided for centerline guidance. On unsealed taxiways, edges are marked with yellow cones.

10.2.3 Holding Points

These are used to indicate, to all aerodrome movement area users, positions along taxiways at which they must temporarily hold their position when the runway ahead is occupied by an aircraft in the process of landing or taking off or when instructed by ATC to hold short of a runway. They are painted YELLOW on sealed surfaces in accordance with the following diagram.

Holding Point

10.3 Lighting

Aerodromes that service aircraft operations at night must have standard approved aerodrome lighting.

10.3.1 Runway Lighting

Runway lights, like markings and markers, are WHITE lights spaced evenly down each side of a runway normally between 60m and 90m apart and 1m outside the runway edge. These lights are omni-directional and may be installed with controls allowing from single stage intensity to six stages of intensity.

Apron Side

Runway Side


10.3a

At each threshold a series of lights are installed to indicate both the threshold to an approaching aircraft and the runway end to an aircraft departing or in its landing roll. These lights comprise:

• One raised omni-directional GREEN light located at each end of the runway in line with the runway edge lights, and

• Six sets of two uni-directional flush lights showing GREEN to approaching aircraft and RED to aircraft departing from the opposite end. These lights are spaced evenly across the runway end between the raised green lights. Some older aerodromes utilise raised bi-directional lights in lieu of the flush lights.

10.3.2 Taxiway and Apron Lighting

10.3.2.1 Taxiways

There are two alternate forms of lighting for taxiways:

• Taxiway edge lights - raised BLUE omni-directional lights normally located 1m outside the taxiway edge and spaced not more than 45m apart.

• Taxiway centreline lights – flush GREEN bi directional lights located on the taxiway centreline and spaced not more than 45m apart.

10.3.2.1a

A mixture of both types of lighting should not be used on the one aerodrome.

Taxiway holding points associated with blue edge lights are to be marked using one YELLOW raised omni-directional light on each side of the taxiway. When green centreline lighting is used, the holding point is to be marked with at least 3 yellow uni-directional flush lights located symmetrically about and at right angles to the taxiway lights seen by aircraft facing the runway.

10.3.2.2 Aprons

Aprons that are used for night operations are to be lit so as to provide for the safe movement and security of aircraft, passengers, service vehicles, freight and other persons engaged in aviation activities. This means that floodlighting is installed. These floodlights should be located and shielded so that there is as minimum of direct or reflected glare to pilots of aircraft in flight and on the ground, air traffic controllers and other personnel on the apron.

10.3.3 Emergency Portable Lighting

Emergency portable lighting is generally battery operated lighting with substantial omnidirectional light out put, that can be placed on the ground next to existing lighting (runway or taxiway) when that fixed lighting fails.


10.3.3a

If an aerodrome is notified in ERSA as having portable lighting, the following requirements apply:

• the portable lights must always be in a serviceable condition and a state of readiness, including clean glasses and either fuel tanks filled or fresh batteries available;

• appropriate persons must be trained to deploy the lights and put them into operation without delay when the need arises;

• due to the time required to deploy portable lights, the ERSA entry should include a notation that prior notice of operations is required.

10.3.3b

The portable lights must be:

• at the same spacing as permanently installed lights;

• level so that the vertical axis is true;

• deployed in such a way that an aircraft can land into the wind;

• to allow speedy deployment, the locations of the portable lights should be clearly parked, and the surface appropriately treated and maintained.

• For an aircraft arrival, the portable lights must be lit or switched on at least 30 minutes before the estimated time of arrival.

10.3.3c

For an aircraft departure, the portable lights must be:

• lit or switched on at least 10 minutes before the time of departure; and

• retained after take-off:

o for at least 30 minutes; or

o if no air-ground communication exists with the aircraft for at least 1 hour.

10.3.4 Pilot Activated Lighting (PAL)

As well as activation by a switch on the ground, aerodrome lighting can be activated by the pilot using a discrete radio frequency. When installed at an aerodrome a PAL allows the pilot to activate the runway, taxiway, apron and windsock lights by transmitting three carrier waves in a predetermined timed sequence. When activated the lighting will generally remain on for a period of 30 minutes (this time period can be up to 60 minutes depending on what has been set in the control unit). After 20 minutes the lights on the illuminated windsock will flash to indicate the lights will be turned off in 10 minutes. The timer can be reset by simply transmitting the carrier waves again. This sequence can only operate when the system is selected to “automatic”. As part of the daily inspection routine, ASO/AROs should ensure that the switch in the lighting cabinet associated with the PAL is always selected on the appropriate setting (auto).


10.3.4.1 Operation of the VHF PAL Unit

For the activation of PAL lighting using the VHF radio the following procedures are employed:

3 SEC 3 SEC 3 SEC

------------------------- -------------------------- ----------------------------

1 SEC 1 SEC

I. Transmit pulse must be between 1 and 5 seconds

II. Three pulses must be transmitted within 25 seconds and ensure that the third pulse ends before the 25th second.

III. Break between transmissions can be more or less than 1 second – there is no limit.

IV. When the runway lights are about to extinguish, the wind indicator lights will flash continuously for 10 minutes, the repeat the operating procedure.

10.3.4.2 Operation of the VHF with combined PAL and AFRU Units (AFRU+PAL)

For the activation of PAL lighting using the VHF radio with a combined AFRU+PAL unit the following procedures are employed:

I. PAL operation may be provided as an optional function of the AFRU on the associated aerodrome CTAF. Aerodrome lighting enabled by AFRU + PAL is available only during night hours or at other times of low natural light levels. During periods of daylight, when the light intensity is above a present level, the system will not activate the lights by use of a photo cell on the AFRU + PAL unit.

II. Where a discrete PAL frequency is also provided (separate to the CTAF frequency) activation of the aerodrome lights may be effected either by the using the PAL system on the PAL frequency or the AFRU + PAL system on the CTAF.

III. On receipt of the required radio transmission the AFRU will operate the aerodrome lights circuity (RWY and wind indictor lights). The AFRU will transmit the standard reply (the aerodrome name and CTAF) immediately followed by the additional confirmation message, “ RUNWAY LIGHTS ON”. If the lights do not illuminate, the AFRU message will transmit the message, “NO RUNWAY LIGHTS”. In this case, the transmission should be carried again or, alternatively change to the PAL frequency (if available) and operate the lights via the PAL.

IV. AFRU + PAL required transmission is:

1 SEC MAX 1 SEC MAX 1 SEC MAX ----------------------------- ---------------------------- ----------------------------

1 SEC MAX 1 SEC MAX

Note: Transmission is to be completed in 5 seconds. If unsuccessful repeat the transmission.

V. After activation, the aerodrome lights will remain illuminated for 30 minutes. After 20 minutes, the windsock lights will flash at 1 second intervals and the AFRU will transmit the message “RUNWAY LIGHTS 10 MINUTES REMAINING”.


10.3.4 Pilot Approach Path Indicators (PAPI)

a. The PAPI system consists of a wing bar of 4 (or paired single lamp)

b. Lights equally spaced located on the left hand side of the runway for domestic aircraft, unless it is physically impracticable to do so.For runway receiving international aircraft the PAPI system are located on either side of the runway.

c. The normal approach slope for aircraft PAPI systems is 3 degrees

d. The wing bar of a PAPI is arranged in such a manner that a pilot making an approach will:

I. When on the correct approach slope, see the two units nearest the runway as red and the furthest from the runway as white;

II. When above the approach slope, see the one unit nearest the runway as red three units farthest from the runway as white; and when further above the approach slope, see all the units as white; and

III. 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.

10.4 Marking Unserviceable Areas

To ensure aircraft and other movement area users are aware of unserviceable ground, appropriate markers, day and night, are to be displayed around the perimeter of the unserviceable area. For day markers a standard white cone with a RED painted band approximately half way up the cone is used. The equivalent night marker is a steady red light. As a guide, 4 cones/lights are used to close a taxiway because of unserviceable ground.

The marking of an unserviceable portion of runway is achieved by displaying a white cross on the runway within the portion of runway that is not serviceable. If only a portion of the runway is unserviceable then these markers are used in conjunction with other markers (see Temporary Displaced Thresholds). If the whole runway is closed then a number of crosses are to be used. Markings must be displayed at each end of the unserviceable runway, and also in the intermediate area, at intervals of not more than 300m.

10.5 Wind Direction Indicators (Windsocks)

Wind Direction Indicators, or Windsocks, provide pilots with an indication of wind direction and wind speed. Windsocks must be located so as to be visible from aircraft that are in flight or aircraft that are on the movement area as well as being free from the effect of air disturbance caused by buildings or other structures. If a straight in landing off an instrument approach is permitted at any runway, a wind direction indicator must be provided at the threshold of that runway. There are two types of windsock used on an aerodrome:

• Primary Wind Indicator

• Secondary Wind Indicator


10.5.1 Primary Wind Indicator

The fabric of the sleeve should be white and if the aerodrome is intended to be used at night, it is to be illuminated. To allow for easy identification from the air, the primary wind direction indicator must be located in the centre of a circle 15m in diameter, coloured black and bordered:

• by a white perimeter 1.2m wide; or

• by a ring of 15 equally spaced standard white cones.

The windsock circle should be located outside the transitional surface.

10.5.2 Secondary Wind Indicators

The fabric of the secondary wind direction indicator must be:

• if it is not intended to be illuminated at night — yellow; or

• if it is intended to be illuminated at night — either white or another colour that is clearly visible when illuminated.

Secondary windsocks are normally located next to the threshold of a runway within the same circle as for a primary windsock. Windsocks provided at the threshold of a runway must be located:

• Except if it is not practicable to do so, on the left hand side of the runway as seen from a landing aircraft; and

• Outside the runway strip; and

• Clear of the transitional surface.

• If it is practicable to do so, a wind direction indicator provided at the threshold of a runway must be located 100m upwind of the threshold.


10.6 Signal Area (signal circle)

Signal areas are used to convey to aircraft in flight the status of the manoeuvring area with the use of standard signs.

10.6.1 Construction

A signal area must be:

• 9m in diameter; and

• black; and

• bordered by:

• a white border 1m wide; or

• 6 equally spaced standard white cones; and

• not more than 15m from the primary wind direction indicator.

10.6.2 Signals

Only three signals are used in the signal area. These signals are:

A ‘Total Unserviceability’ signal must be displayed in a signal area when an aerodrome is closed to landing aircraft. A ‘total unserviceability’ signal consists of 2 white strips not less than 0.9m wide and 6m long bisecting each other at right angles.

The unserviceable portion of a runway is also achieved by displaying a white cross on the runway within the portion of runway that is not serviceable.

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.


10.6.2a

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) if there are no sealed runways, taxiways and aprons — the gravel runways, taxiways and aprons.

The ‘restricted operations’ signal consists of 2 white circles 1.5m in diameter, connected by a white cross bar 1.5m long and 0.4m wide.

10.6.2b

A ‘Glider Operations’ signal must be displayed in a signal area at an aerodrome when glider operations are taking place. A ‘glider operations’ signal consists of a white strip 5m long and 0.4m wide crossed at right angles by 2 strips 0.4m wide and 2.5m long, each being 1.05m from the closest end of the horizontal strip.

11 Airside Vehicle Control

A person shall not, without lawful authority or excuse, enter or remain within airside areas of the Aerodrome or operate any vehicle in these areas.

The Airport Manager, or his delegate, is responsible for authorising persons or vehicles to enter or operate on the aerodrome.

No persons shall enter on or operate a vehicle on Airside Areas without prior and specific authorisation from the Airport Manager or persons approved by him. Such authorised persons shall be required to operate in accordance with the Aerodrome Manual.

No type of motor vehicle or ground equipment shall be operated on Airside Areas without prior and specific authorisation from the Airport Manager or persons approved by him/her.


11.1 Driver Requirements

Any person operating a vehicle airside is to:

• Hold a current State Driver License;

• Understand the terminology used to describe the areas on the airside part of the aerodrome and be familiar with their location.

• Understand the significance of apron signs, aerodrome markers and pavement markings;

• Comply with any other requirements that may be imposed by the aerodrome operator. This may require drivers to pass an airside driving test.

It is important that drivers on airside areas exercise due caution in the course of their daily duties. Failure to observe these instructions could endanger their lives or the lives of others.

11.2 Vehicle Requirements

All motor vehicles and ground equipment operated on Airside Areas shall be in a roadworthy condition (registered vehicles to comply with relevant State Laws and regulations) and be maintained in a sound mechanical condition, so as to prevent avoidable breakdowns, or excessive leaking of fluids onto pavements.

Vehicles operating on the movement area must display an approved yellow rotating beacon on a high part of the vehicle, such as to provide 360 degrees visibility unless accompanied by a vehicle so equipped. At night or in poor visibility vehicles must display headlights (dipped).

Vehicles used to carry loose materials; equipment, garbage and waste paper must be covered to prevent spillage onto the Movement Area.

11.3 Safety Regulations

On airside, the directions of the ASO/ARO or other authorised person must be followed at all times.

Vehicles not specifically approved to operate airside and which are required to proceed beyond gates displaying prohibited entry signs onto airside areas, must only do so under the escort or direction of the ASO/ARO or other authorised person.

No vehicle shall be driven under an aircraft or within 3m of any part of an aircraft except when required for the servicing of that aircraft.

11.3a

A Vehicle shall not be used to service or unload an aircraft unless a representative of the aircraft operator or his agent is present to direct the movements of the vehicles.

No vehicle shall operate within 15m of an aircraft in the process of refueling or defueling unless in accordance with the requirements of Civil Aviation Order (CAO) 20.9


11.3b

The only vehicles permitted on the apron areas are:

• Vehicles directly connected with the refueling or servicing of an aircraft;

• Vehicles carrying heavy or awkward articles of freight, which cannot be handled by the normal freight trolleys;

• Vehicles directly concerned with aerodrome works;

• Vehicles approved by an authorised officer

• Ambulance, Police and Fire vehicles in emergency circumstances.

11.3c

Vehicle must stay well clear and not pass within 10m of an aircraft operating either a red rotating beacon or strobe lights, as this indicates that-

• The aircraft engines are running or are about to be started; or

• The aircraft is, or is about to be, under tow; or

• The aircraft is, or is about to, commence taxiing.

11.3d

When aircraft departures are in progress under conditions of poor visibility, vehicular traffic on the movement area shall be restricted to those vehicles under the control of the ASO/ARO. For all low visibility operations non-essential vehicles shall not be permitted on the manoeuvring area.

No person shall ride or operate a vehicle when the passenger/cargo load is in excess of the designated capacity of that vehicle.

11.4 Driver/Operator Responsibility

The driver must obey all regulatory signs and the following restrictions:

Speed limits for vehicles, unless otherwise indicated, are:

Within 15 meters of an aircraft - 10km/hour

On Apron Areas - 25km/hour

Runways/Taxiways - As conditions require

Perimeter/Airside Road - 60km/hour

No restrictions apply in recognised emergencies, except when in close proximity of aircraft.


11.4a

Drivers must not leave vehicles or equipment parked so that they will obstruct aircraft, other vehicles or pedestrians.

Drivers must not operate a vehicle in reverse unless under guidance by another person or he/she has established that it is safe to do so.

Drivers must at all times stop and give way to aircraft taxiing, being pushed back or preparing to power out of apron parking positions.

It is the duty of all Airport Reporting Officers/Works Safety Officers to enforce airside vehicle control regulations and when necessary educate driver/operators in such matters

as determination of regulatory aerodrome signs and other restrictions.


12 Temporary displaced thresholds

12.1 What Are Temporary Displaced Thresholds?

Temporary displaced thresholds are a means of marking the useable portion of a runway when:

There is a disabled aircraft on the runway,

Pavement repairs are being conducted using plant and equipment,

There is any other reason involving a height obstruction on the runway or in the runway strip

By laying a temporary displaced threshold the runway can continue to be used while the obstruction is in place.

12.1a

Although there are different sets of markers/markings used depending on the duration of displacement, this section will describe the day and night markers used for a duration less than 5 days.

All unwanted objects on the unserviceable sections of the runway should be removed from an active runway at night. Plant and equipment to be parked clear of the transition

surface

12.2 Temporary Displaced Threshold Calculations

12.2.1 To Calculate A Temporary Displaced Threshold

Obtain the height of the obstacle (H) in the following case the tail.

In this case the tail height of a B737 is 11.28m which can be rounded UP to 11.5m. Therefore, H = 11.5.

Obtain the position of the obstacle (P) from the original runway end. To allow for work in front of the obstacle, P is calculated as the distance from the original runway end to the position of the witches hat markers. In this case P = 400


12.2.1a

The formula for calculating a DT is:

DT = H x 100 + 60 + P or DT= H x 30 + 60 + P GRADIENT (3.33)

DT = 11.5 x 100 + 60 + 400 DT = 11.5 x 30 + 60 + 400 3.3

DT = 808.5 m DT = 805 m

Using either formula will obtain the necessary distance from the runway end where the Temporary Displaced Threshold markers are to be laid. The simpler formula is acceptable because of the inability to lay markers to an accuracy of less than 10m. The Temporary Displaced Threshold is therefore calculated as 805m from the Rwy 21 end.

12.2.2 To Calculate A New Runway End

Using the same H and P figures, calculate the New Runway End by using the following formula:

NRE = H x 100 + P or NRE = H x 20 + P GRADIENT (5)

NRE = 11.5 x 100 + 400 NRE = 11.5 x 20 + 400 5

NRE = 630 m NRE = 630 m

Runway End

5%

Witches Hats

400m (P)

Y

New Runway End (Red & White Cones)

H

Runway End

3.3%

Witches Hats

400m (P) X

60m

Displaced Threshold (V-Bar Markers)

H


Using either formula will obtain the necessary distance from the runway end where the New Runway End markers are to be laid. The simpler formula is acceptable because of the inability to lay markers to an accuracy of less than 10m. The New Runway End is therefore calculated as 630m from the Rwy 21 end.

12.2.3 Considerations

The distance between the NRE and the DT markers is to be at least 60m

The distance between the witches hats and the NRE markers is to be at least 60m except for aerodromes operating Jet RPT where the minimum distance is 90m.

Consideration is to be given to a jet blast safety area between the NRE and the Witches Hats when jet aircraft are taking off away from the obstruction. This area should be at least 150m when operating B737 aircraft or smaller jets.

12.2.4 Markers

30M wide runways

by day


45M wide runways

by day

30M wide runways

by night

Red Light


ALL MARKERS SHOULD BE UNOBSTRUCTED, STANDARD AND UNAMBIGUOUS

12.3 Terminology

Declared Distances:

TORA Take-off Run Available = Length between one runway end and the other runway end.

TODA Take-off Distance Available = Length between one runway end and the other runway

end plus any established Clearway

ASDA Accelerated Stop Distance Available = Length between one runway end and the other

runway end plus any established Stopway

LDA Landing Distance Available = Length between the threshold of the runway and the other

runway end.

12.3.1 Stopway

A Stopway is a defined rectangular area on the ground at the end of a runway in the direction of take-off designated and prepared by the competent authority as a suitable area in which an aircraft can be stopped in the case of an interrupted take-off. This is not a mandatory component of an aerodrome.

12.3.2 Clearway

A Clearway is a defined rectangular area on the ground or water at the end of a runway in the direction of take-off and under the control of the competent authority, selected or prepared as a suitable area over which an aircraft may make a portion of its initial climb to a specified height. An aerodrome must have a minimum 60m clearway except when operating Jet RPT when the clearway must be a minimum of 90m.

45M wide runways

by night

Red Light


13 Aerodrome Emergency Plans

13.1 Aviation accident or incident notification

Accidents and serious incidents (commonly called Immediately Reportable Matters), which affect the safety of aircraft must, in the first instance, must be notified to the ATSB by telephone toll-free call: 1800 011 034 or fax (02) 6274 6434.

Aviation accident notification online form: This secure Aviation Accident or Incident Notification form is to be used to notify the ATSB about all aviation safety occurrences, see Appendix B. www.atsb.gov.au

13.1a

• Accidents and serious incidents are required to be immediately notified to the ATSB in accordance with section 18 of the Transport Safety Investigation Act 2003.

• Written notifications are required to be submitted within 72 hours of an accident, serious incident or incident in accordance with section 19 of the Transport Safety Investigation Act 2003 and Regulation 2.6 of the Transport Safety Investigation Regulations 2003. The written notification should contain as much information about the accident, serious incident or incident as is within the knowledge of the person at the time of submitting the notification to: Email: [email protected]

• If you cannot complete this notification or require assistance, please telephone: 1800 011 034.

• Disclosure of information (including personal information) Information may be disclosed to other organisations or individuals in the interests of safety. Where possible, the ATSB will remove information that directly identifies an individual (i.e. names, license numbers and addresses). However, other indirect identifiers (i.e. times, dates and locations for the occurrence of incidents) will usually be disclosed in the interests of safety. If the information is the subject of an investigation it will only be used in accordance with the Transport Safety Investigation Act 2003. See also the ATSB’s Privacy Policy at www.atsb.gov.au.

13.1b

• Information disclosed to CASA The ATSB and CASA have developed a mandatory notifications information sharing policy. The policy outlines the requirements for the information and provides advice on the manner in which it will be used when shared between the two agencies.

• False or misleading reports Submission of information known by the reporter to be false or misleading is a serious offence under section 137.1 of the Criminal Code. Aiding, abetting, counselling, procuring or urging the submission of false or misleading information is also a serious offence.

Additional supporting documentation may be posted to: Australian Transport Safety Bureau Attention: Notifications Reply Paid 967 Civic Square ACT 2608 (No postage stamp required) Telephone: 1800 011 034 Facsimile: 02 6274 6434 Email: [email protected]


13.1c Disclosure of information (including personal information) Information may be disclosed to other organisations or individuals in the interests of safety. Where possible, the ATSB will remove information that directly identifies an individual (i.e. names, license numbers and addresses). However, other indirect identifiers (i.e. times, dates and locations for the occurrence of incidents) will usually be disclosed in the interests of safety. If the information is the subject of an investigation it will only be used in accordance with the Transport Safety Investigation Act 2003. See also the ATSB’s Privacy Policy at www.atsb.gov.au Aerodrome

13.2 Emergency Committees (AEC)

13.2.1 Role

The aerodrome emergency committee is responsible for:

Developing appropriate and effective procedures to handle aerodrome emergencies.

Promulgating the procedures to all participating personnel.

Teaching participating personnel the procedures and exercise them as necessary.

13.2.2 Composition

The AEC normally comprises, as a minimum, the following personnel:

• Owner /Operator (senior management)

• Airport Manager

• Aerodrome Reporting Officer

• Senior Police Officer

• Senior Fire Officer

• Senior Ambulance Officer

• Senior Officer SES

• Hospital Representative (Doctor/Director of Nursing)

13.2.2a

The aerodrome owner’s senior management representative (usually the CEO or equivalent) acts as chairperson of the committee. Additional members may be recruited from other organisations that may have a role to play in an aerodrome emergency such as airline representatives, Department of Defence etc.

This committee should meet at least annually to review the procedures as well as reviewing the effectiveness of the procedures after any activation whether exercise or real.


13.3 Types of Emergency

Typical aerodrome emergencies that an ARO/WSO will need to play a role in are:

• Aircraft Crash – no notice crash within the aerodrome boundary.

• Imminent crash – notification by either the pilot or other agency (ATC etc) that the aircraft is about to crash or

• Abnormal landing – aircraft landing with engine out or unsafe undercarriage indication.

• Bomb Threat – airborne aircraft, parked aircraft or ground facility.

• Hijack – airborne or on ground.

• Structural Fire – terminal, fuel storage, navigation facility, hangars.

• Hazardous Material Spill – fuel spill on apron, fuel storage area spill.

BY LEGISLATION, THE STATE POLICE HAVE FULL CONTROL OVER ANY EMERGENCY SITUATION

13.4 ARO/WSO Responsibilities

To perform their role effectively, ARO/WSOs must:

• KNOW THE PROCEDURES – these are specified in the AEP promulgated in Part 2 Section 1 of the Aerodrome Manual.

• KNOW THE AERODROME – know the location of all airside access points (“gates etc) as well as the location of assembly points, facilities, drains and any other feature that may impact on the effective response to an incident site.

• BE READY – emergencies will occur when you least expect them.

• DON’T PANIC – remaining calm and precise will ensure that the procedures will be implemented correctly and efficiently.

13.4a

Generally, unless an Aerodrome Rescue and Firefighting Unit (ARFFU) is established, the ARO/WSO is the first person to respond to an incident on the aerodrome. This means that the ARO/WSO must take on the responsibility of controlling the situation until the arrival of the state Police. The tasks associated with this role are:

• Establish a command post

• Assist free movement of rescue vehicles

• Enforce “No Smoking”

• Assist Survivors

• Preserve Evidence

• SITREPS to Owner and other authorised agencies

• On-Site liaison (radio)

• Make available your resources


13.4b

It is essential that an exclusion zone approximately 100m radius around the incident site be declared to allow the fire service to exercise the initial rescue response.

THE FIRE SERVICE HAS COMPLETE AUTHORITY AROUND ANY CRASH SCENE UNTIL THAT SCENE HAS BEEN DECLARED SAFE

In this context, the term “area is safe” means that the Senior Fire Officer has declared the secured area around the incident site to be safe for entry by authorised emergency personnel subject to their observance of extreme caution.

Keeping a log of all actions taken will allow for a comprehensive handover/takeover when the formal transfer of control is made with the Police. In addition to actions taken, make a note of weather conditions, any fuel spillage, light sources, noises, remarks by crew or passengers, names, addresses, telephone numbers of any eye witnesses

13.5 Incident Site Layout

The following diagram shows a suggested layout for emergency response services during an incident at the aerodrome. The layout needs to be assessed on a case by case basis to ensure the safety of all personnel responding to the emergency.


Appendix B ATSB Aviation Accident or Incident Notification Form


14 Abbreviations

A

AAL Above Aerodrome Level

ABN Aerodrome Beacon

ABV Above

ACK Acknowledge

ACN Aircraft classification number

AD Aerodrome

ADJ Adjacent

ADZ Advise

AEP Aerodrome Emergency Plan

AFT After

AGL Above ground level

AH After Hours

AIP Aeronautical Information Publication

ACFT Aircraft

AIS Aeronautical Information Service

ALA Aeroplane Landing Area

ALT Altitude

AMD Amend

AMSL Above mean sea level

APCH Approach

APRX Approximate(ly)

APV Approved/Approval

ARFFS Aerodrome Rescue & Firefighting Service

ARP Aerodrome reference point

ASDA Accelerated Stop Distance Available

ATC Air Traffic Control

ATIS Automatic Terminal Information Service

ATSB Australian Transport Safety Bureau

ATTN Attention

AUTH Authority

AUW All up weight

AUX Auxiliary

AVBL Available

AVGAS Aviation gasoline

AVTUR Aviation turbine fuel (JET-A1)

AWIB Aerodrome Weather Information Broadcast

B

BDRY Boundary

BLDG Building

BLW Below

BRG Bearing

BTN Between

C


C Celsius

CAAP Civil Aviation Advisory Publication

CAO Civil Aviation Order

CAR Civil Aviation Regulation

CASA Civil Aviation Safety Authority

CCTS Circuits

CLSD Close/Closed

CNL Cancel

CTAF Common traffic advisory frequency

CTN Caution

CWY Clearway

D

DEG Degrees

DISP Displaced

DIST Distance

DME Distance Measuring Equipment

DOM Domestic

DRG During

DTG Date/Time Group

DUR Duration

E

ELEV Elevation

EMERG Emergency

EOL Effective operational length

EQPT Equipment

ERSA Enroute Supplement Australia

EST Estimate(d)(ing)

ETA Estimated Time of Arrival

ETD Estimated Time of Departure

EXC Except

EXER Exercise

F

FAC Facilities

FM From

FREQ Frequency

FT Feet (dimensional unit)

G

GEN General

GND Ground

GP Glide Path

GPS Global Positioning Satellite

GRVL Gravel

H

H24 Continuous Day/Night Service

HBN Hazard Beacon

HEL Helicopter

HGT Height

HJ Sunrise to Sunset (Day)


HLS Helicopter Landing Site

HN Sunset to Sunrise (Night)

HPA Hectopascal

HR Hour(s)

HZS Horizontal Surface

I

IAL Instrument Approach & Landing Chart

IAW In accordance with

ICAO International Civil Aviation Organisation

ILS Instrument Landing System

INT Intersection

INTL International

K

KG Kilogram(s)

KPA Kilopascals

KT Knot(s)

L

Lat Latitude

LDA Landing Distance Available

LDG Landing

LEN Length

LGT Light(ing)

LLZ Localiser

LONG Longitude

LVL Level

M

M Metres

MAE Men & Equipment

MAG Magnetic

MAINT Maintenance

MAN Manual

MAX Maximum

MBZ Mandatory Broadcast Zone

MIN Minute(s)

MISC Miscellaneous

MOV Movement

MOWP Method of Working Plan

MSL Mean Sea Level

MTOW Maximum Take-Off Weight

N

N North

NDB Non-Directional Beacon

NEG No or Negative

NGT Night

NIL None

NINC Not in normal conditions

NM Nautical Miles

NOTAM Notice to Airmen

O


OBST Obstacle

OBSTR Obstruction

OK We agree or Correct

OPN Open, Opened or Opening

OPS Operations

P

PAL Pilot Activated Lighting (also PAALC)

PAPI Precision Approach Path Indicator

PARL Parallel

PAX Passengers

PCN Pavement Classification Number

PERM Permanent

PH Public Holiday(s)

PN Prior Notice required

POB Persons on board

POSS Possible(ility)

PRKG Parking

PS Plus

PSN Position

PVT Private

PWR Power

Q

QFE Barometric Pressure adjusted to aerodrome height

QNH Barometric Pressure adjusted to MSL

R

RAD Radius

RCC Rescue Coordination Centre

RCL Runway Centre-Line

REDL Runway Edge Lights

REF Reference

RENL Runway End Lights

REQ Request

RESTR Restriction(s)

REV Review

RFL Refuel(ing)

RPT Regular Public Transport

RSCD Runway Surface Condition

RTHL Runway Threshold Lights

RVR Runway Visual Range

RWS Runway Strip

RWY Runway

S

SAR Search & Rescue

SDBY Standby

SFC Surface

SOT Start of TORA (Take-Off run)

STD Standard


STODA Supplementary Take-off Distance

STWL Stopway Lights

SUBJ Subject to

SVCBL Serviceable

SWS Soft Wet Surface

SWY Stopway

T

TAX Taxiing or Taxi

TBA To be advised

TDZ Touchdown Zone

TEMPO Temporary

THR Threshold

TIL Until

TKOF Take-Off

TLW Time Limited Works

TNS Transitional Surface

TODA Take-off Distance Available

TORA Take-off Run Available

T-VASIS “T” Visual Approach Slope Indicator System

TWY Taxiway

U

U/S Unserviceable

UFN Until Further Notice

UTC Coordinated Universal Time

V

VAR Magnetic Variation

VCY Vicinity

VER Vertical

VFR Visual Flight Rules

VHF Very High Frequency

VIS Visibility

VMC Visual Meteorological Conditions

VOR VHF omni-directional radio range

W

W White

WDI Wind Direction Indicator

WEF With effect from

WID Width

WIE With immediate effect

WIP Works in progress

WX Weather

X

X Cross


15 Definitions

Accelerated Stop Distance Available (ASDA)

Length between one runway end and the other runway end plus any established Stopway. This allows the pilot to calculate at what point an aborted take-off can be accomplished without running off the end of the runway.

AFRU Aerodrome Frequency Response Unit

Airside The movement area of an aerodrome, adjacent terrain and buildings or portion thereof, to which access is controlled. Generally speaking anything inside the boundary fence is regarded as being on Airside.

Apron A defined area on an aerodrome provided for the safe parking of aircraft. Aprons are provided as necessary to permit the transfer of passengers and freight between aircraft and terminal facilities and to enable the re-fuelling of aircraft without interference to the flow of aircraft taxying, taking-off or landing.

Clearway A Clearway is a defined rectangular area on the ground or water at the end of a runway in the direction of take-off and under the control of the competent authority, selected or prepared as a suitable area over which an aircraft may make a portion of its initial climb to a specified height. An aerodrome must have a minimum 60m clearway except when operating Jet RPT when the clearway must be a minimum of 90m.

CTAF Common Traffic Advisory Frequency

Landing Distance Available (LDA)

Length between the threshold of the runway and the other runway end.

Landside That portion of an aerodrome not designated as “Airside” and to which the general public has free access.

Manoeuvring Area That part of an aerodrome that is used for take-off, landing and the surface movement of aircraft excluding aprons.

Markers Objects, other than wind indicators, used to delineate boundaries, indicate obstructions and to convey aeronautical information. Usually comprise cones, gable markers and portable lighting.

Movement Area That part of an aerodrome that is used for take-off, landing and the surface movement of aircraft including aprons.

PAPI Precision Approach Path Indicator


Pavement Marking Markings painted on a surface designed to convey aeronautical information.

Runway A defined area provided for the take-off and landing of aircraft.

Runway End Safety Area (RESA)

A defined area at the end of a runway or stopway that is provided to reduce the risk of damage to a landing aircraft which touches down before the threshold or to an aircraft that overruns the end of a runway during either landing or take-off.

Runway Strip A defined area extending around a runway designed to reduce the risk of damage to aircraft running off the runway and also provide an obstacle free airspace for aircraft to fly over during take-off and landing.

Stopway A Stopway is a defined rectangular area on the ground at the end of a runway in the direction of take-off designated and prepared by the competent authority as a suitable area in which an aircraft can be stopped in the case of an interrupted take-off. This is not a mandatory component of an aerodrome.

Take-off Distance Available (TODA)

Length between one runway end and the other runway end plus any established Clearway

Take-off Run Available (TORA)

Length between one runway end and the other runway end.

Taxiway A defined path on an aerodrome that is provided for the safe and expeditious surface movement of aircraft between aprons. Holding bays and runways.

UTC Coordinated Universal Time – Worlds standard Time


16 Useful Numbers

Australian NOTAM Office (Canberra) (02) 6268 5063(Phone) (02) 6268 5044(Fax)

[email protected]

CASA 131 757

Australian Search & Rescue (AUSAR) 1800 815 257 (24 Hours)

Australian Transport Safety Bureau (ATSB) 1800 011 034 (24 Hours)

Queensland Airport Consultants (QAC) John Hunter 0419 721 255

[email protected]

Queensland Airport Lighting (QAL) Jeff Rankin 0419 783 821

[email protected]