The Civil Aviation (Aerodrome Design and Operations) Regulations, 2024
This fragment refers to approaches over water or featureless terrain, or to a lack of sufficient extraneous light in the approach area at night.
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This fragment refers to approaches over water or featureless terrain, or to a lack of sufficient extraneous light in the approach area at night. The provision lists serious hazards related to surrounding terrain, approach, undershooting or overrunning, and unusual turbulence. Runways with ILS or MLS generally get the lowest priority for installing a visual approach slope indicator system, but the system can still supplement electronic aids. Runways used by turbojet aeroplanes must be given priority. A temporarily unserviceable area may be marked with fixed-red lights, and those lights must meet size, spacing, orientation, and safety requirements.
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Provisions of The Civil Aviation (Aerodrome Design and Operations) Regulations, 2024
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Citation
AI-assisted research summary: This fragment refers to approaches over water or featureless terrain, or to a lack of sufficient extraneous light in the approach area at night.
1. approaches over water or featureless terrain, or absence of sufficient extraneous light in the approach area by night; - 2 Verify source ↗
Application
AI-assisted research summary: The provision lists serious hazards related to surrounding terrain, approach, undershooting or overrunning, and unusual turbulence.
2. deceptive surrounding terrain; (b) serious hazard in approach; (c) serious hazard where aeroplanes undershoot or overrun; and (d) unusual turbulence. - 13 Verify source ↗
Application of this Part
AI-assisted research summary: Runways with ILS or MLS generally get the lowest priority for installing a visual approach slope indicator system, but the system can still supplement electronic aids.
13.3 The presence of other visual or non-visual aids is a very important factor. Runways equipped with ILS or MLS will generally receive the lowest priority for a visual approach slope indicator system installation. It shall be remembered, though, that visual approach slope indicator systems are visual approach aids in their own right and can supplement electronic aids. When serious hazards exist and/or a substantial number of aeroplanes not equipped for ILS or MLS use a runway, priority might be given to installing a visual approach slope indicator on this runway. - 13 Verify source ↗
Application of this Part
AI-assisted research summary: Runways used by turbojet aeroplanes must be given priority.
13.4 Priority shall be given to runways used by turbojet aeroplanes. - 14 Verify source ↗
Availability of information
AI-assisted research summary: A temporarily unserviceable area may be marked with fixed-red lights, and those lights must meet size, spacing, orientation, and safety requirements.
14. Lighting of unserviceable areas Where a temporarily unserviceable area exists, it may be marked with fixed-red lights. These lights shall mark the most potentially dangerous extremities of the area. A minimum of four such lights shall be used, except where the area is triangular in shape where a minimum of three lights may be employed. The number of lights shall be increased when the area is large or of unusual configuration. At least one light shall be installed for each 7.5 m of peripheral distance of the area. Where the lights are directional, they shall be orientated so that as far as possible their beams are aligned in the direction from which aircraft or vehicles will approach. Where aircraft or vehicles will normally approach from several directions, consideration shall be given to adding extra lights or using omnidirectional lights to show the area from these directions. 348 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) Unserviceable area lights shall be frangible. Their height shall be sufficiently low to preserve clearance for propellers and for engine pods of jet aircraft. - 15 Verify source ↗
Action required for occurrences of operational significance other
AI-assisted research summary: This section is titled “Rapid exit taxiway indicator lights (RETILs)”.
15. Rapid exit taxiway indicator lights (RETILs) - 15 Verify source ↗
Action required for occurrences of operational significance other
AI-assisted research summary: RETILs are yellow runway lights arranged to mark the location of the next rapid exit taxiway.
15.1 Rapid exit taxiway indicator lights (RETILs) comprise a set of yellow unidirectional lights installed in the runway adjacent to the centre line. The lights are positioned in a 3-2-1 sequence at 100 m intervals prior to the point of tangency of the rapid exit taxiway centre line. They are intended to give an indication to pilots of the location of the next available rapid exit taxiway. - 15 Verify source ↗
Action required for occurrences of operational significance other
AI-assisted research summary: In low visibility conditions, RETILs provide situational awareness cues to help the pilot keep the aircraft on the runway centre line.
15.2 In low visibility conditions, RETILs provide useful situational awareness cues while allowing the pilot to concentrate on keeping the aircraft on the runway centre line. - 15 Verify source ↗
Action required for occurrences of operational significance other
AI-assisted research summary: The text says runway occupancy time affects runway capacity, and RETILs are used to help pilots keep a good roll-out speed until they need to slow for a rapid exit turn-off.
15.3 Following a landing, runway occupancy time has a significant effect on achievable runway capacity. RETILs allow pilots to maintain a good roll-out speed until it is necessary to decelerate to an appropriate speed for the turn into a rapid exit turn-off. A roll-out speed of 60 knots until the first RETIL (three-light barrette) is reached is seen as the optimum. - 16 Verify source ↗
Action required for occurrences that affect electronic aids and
AI-assisted research summary: Section 16 concerns intensity control of approach and runway lights.
16. Intensity control of approach and runway lights - 16 Verify source ↗
Action required for occurrences that affect electronic aids and
AI-assisted research summary: A light used to help pilots on approach by day must be bright enough, with at least 2,000 or 3,000 cd; higher or lower intensities are described as desirable or suitable for different lighting conditions.
16.1 The conspicuity of a light depends on the impression received of contrast between the light and its background. Where a light is to be useful to a pilot by day when on approach, it shall have an intensity of at least 2 000 or 3 000 cd, and in the case of approach lights an intensity of the order of 20 000 cd is desirable. In conditions of very bright daylight fog it may not be possible to provide lights of sufficient intensity to be effective. On the other hand, in clear weather on a dark night, an intensity of the order of 100 cd for approach lights and 50 cd for the runway edge lights may be found suitable. Even then, owing to the closer range at which they are viewed, pilots have sometimes complained that the runway edge lights seemed unduly bright. - 16 Verify source ↗
Action required for occurrences that affect electronic aids and
AI-assisted research summary: At night, light intensity should not be increased so much that it becomes excessively dazzling to pilots at shorter range.
16.2 In fog the amount of light scattered is high. At night this scattered light increases the brightness of the fog over the approach area and runway to the extent that little increase in the visual range of the lights can be obtained by increasing their intensity beyond 2 000 or 3 000 cd. In an endeavor to increase the range at which lights will first be sighted at night, their intensity shall not be raised to an extent that a pilot might find excessively dazzling at diminished range. - 16 Verify source ↗
Action required for occurrences that affect electronic aids and
AI-assisted research summary: Aerodrome lighting intensity should be adjusted to match prevailing conditions.
16.3 From the foregoing will be evident the importance of adjusting the intensity of the lights of an aerodrome lighting system according to the prevailing conditions, so as to obtain the best results without excessive dazzle that will disconcert the pilot. The appropriate intensity setting on any particular occasion will depend both on the conditions of background brightness and the visibility. Detailed guidance material on 349 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) selecting intensity setting for different conditions is given in the Aerodrome Design Manual (Doc 9157), Part 4. - 17 Verify source ↗
Aeronautical data reporting
AI-assisted research summary: A signal area is only required if visual ground signals will be used to communicate with aircraft in flight.
17. Signal area A signal area need be provided only when it is intended to use visual ground signals to communicate with aircraft in flight. Such signals may be needed when the aerodrome does not have an aerodrome control tower or an aerodrome flight information service unit, or when the aerodrome is used by aeroplanes not equipped with radio. Visual ground signals may also be useful in the case of failure of two-way radio communication with aircraft. It shall be recognised, however, that the type of information which may be conveyed by visual ground signals shall normally be available in AIPs or NOTAM. The potential need for visual ground signals shall therefore be evaluated before deciding to provide a signal area. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: The aerodrome management must control the rescue and firefighting service at an aerodrome and make sure it is properly organised, equipped, staffed, trained, and operated.
18.1.1 The rescue and firefighting service at an aerodrome shall be under the administrative control of the aerodrome management, which shall also be responsible for ensuring that the service provided is organised, equipped, staffed, trained and operated in such a manner as to fulfill its proper functions. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: Aerodrome management must coordinate search and rescue plans with relevant rescue coordination centres.
18.1.2 In drawing up the detailed plan for the conduct of search and rescue operations (Civil Aviation (Search and Rescue) regulation), the aerodrome management shall coordinate its plans with the relevant rescue coordination centres to ensure that the respective limits of their responsibilities for an aircraft accident within the vicinity of an aerodrome are clearly delineated. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: The aerodrome rescue and firefighting service and public protective agencies must arrange coordination by prior agreement for help in aircraft accidents.
18.1.3 Coordination between the rescue and firefighting service at an aerodrome and public protective agencies, such as local fire brigade, police force, coast guard and hospitals, shall be achieved by prior agreement for assistance in dealing with an aircraft accident. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: A grid map of the aerodrome and nearby area must be provided, posted, and made available for emergency response use.
18.1.4 A grid map of the aerodrome and its immediate vicinity shall be provided for the use of the aerodrome services concerned. Information concerning topography, access roads and location of water supplies shall be indicated. This map shall be conspicuously posted in the control tower and fire station and available on the rescue and fire fighting vehicles and such other supporting vehicles required to 350 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) respond to an aircraft accident or incident. Copies shall also be distributed to public protective agencies as desirable. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: The appropriate authority must make sure emergency instructions are issued and followed.
18.1.5 Coordinated instructions shall be drawn up detailing the responsibilities of all concerned and the action to be taken in dealing with emergencies. The appropriate authority shall ensure that such instructions are promulgated and observed. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: The training curriculum must include initial and recurrent instruction in the listed safety and emergency topics.
18.2 Training The training curriculum shall include initial and recurrent instruction in at least the following areas: (a) airport familiarization; (b) aircraft familiarization; (c) rescue and firefighting personnel safety; (d) emergency communications systems on the aerodrome, including aircraft fire related alarms; (e) use of the fire hoses, nozzles, turrets and other appliances required for compliance with Part XI, Regulation 247; (f) application of the types of extinguishing agents required for compliance with Part XI, Regulation 240; (g) emergency aircraft evacuation assistance; (h) firefighting operations; (i) adaptation and use of structural rescue and fire-fighting equipment for aircraft rescue and firefighting; (j) dangerous goods; (k) familiarization with fire fighters’ duties under the aerodrome emergency plan; and (l) protective clothing and respiratory protection. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: Aerodromes must be categorised for rescue and firefighting purposes under Part XI.
18.3.1 In accordance with Part XI, Regulation 239 aerodromes shall be categorised for rescue and firefighting purposes and the level of protection provided shall be appropriate to the aerodrome category. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: A lower level of protection may be used for a limited period if aircraft movements stay below 700 in the busiest consecutive three months, and only where the aircraft dimensions vary widely.
18.3.2 However, Part XI, Regulation 239 (4) permits a lower level of protection to be provided for a limited period where the number of movements of the aeroplanes in the highest category normally using the aerodrome is less than 700 in the busiest consecutive three months. It is important to note that the concession included in Regulation 239 (4) is applicable only where there is a wide range of difference between the dimensions of the aeroplanes included in reaching 700 movements. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: This section is about rescue equipment for difficult environments.
18.4 Rescue equipment for difficult environments. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: At an aerodrome, suitable rescue equipment and services must be available when the service area includes water, swampy areas, or other difficult terrain that conventional wheeled vehicles cannot fully serve.
18.4.1 Suitable rescue equipment and services shall be available at an aerodrome where the area to be covered by the service includes water, swampy areas or other difficult environment that cannot be fully served by conventional wheeled 351 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) vehicles. This is particularly important where a significant portion of approach/departure operations takes place over these areas. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: Rescue equipment must be carried on boats or other suitable vehicles, and the vehicles must be positioned so they can be brought into action quickly in the service area.
18.4.2 The rescue equipment shall be carried on boats or other vehicles such as helicopters and amphibious or air cushion vehicles, capable of operating in the area concerned. The vehicles shall be so located that they can be brought into action quickly to respond to the areas covered by the service. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: At aerodromes bordering water, boats or other vehicles should preferably be kept on the aerodrome, with suitable launching or docking sites provided. If they are kept off the aerodrome, control should preferably be with the aerodrome rescue and fire fighting service or another competent organisation working closely with it.
18.4.3 At an aerodrome bordering the water, the boats or other vehicles shall preferably be located on the aerodrome, and convenient launching or docking sites provided. Where these vehicles are located off the aerodrome, they shall preferably be under the control of the aerodrome rescue and fire fighting service or, where this is not practicable, under the control of another competent public or private organisation working in close coordination with the aerodrome rescue and fire fighting service (such as police, military services, harbour patrol or coast guard). - 18 Verify source ↗
Application of this Part
AI-assisted research summary: Emergency response boats or vehicles must move as fast as practical, and service vehicles must carry specified rescue and communication equipment.
18.4.4 Boats or other vehicles shall have as high a speed as practicable so as to reach an accident site in minimum time. To reduce the possibility of injury during rescue operations, water jet-driven boats are preferred to water propeller driven boats unless the propellers of the latter boats are ducted. Shall the water areas to be covered by the service be frozen for a significant period of the year, the equipment shall be selected accordingly. Vehicles used in this service shall be equipped with life rafts and life preservers related to the requirements of the larger aircraft normally using the aerodrome, with two-way radio communication, and with floodlights for night operations. Where aircraft operations during periods of low visibility are expected, it may be necessary to provide guidance for the responding emergency vehicles. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: Personnel designated to operate the equipment must be adequately trained and drilled for rescue services in the appropriate environment.
18.4.5 The personnel designated to operate the equipment shall be adequately trained and drilled for rescue services in the appropriate environment. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: Emergency communication systems for rescue and firefighting at an aerodrome are desirable to support reliable emergency and routine information flow.
18.5.1 The provision of special telephone, two-way radio communication and general alarm systems for the rescue and firefighting service is desirable to ensure the dependable transmission of essential emergency and routine information. Consistent with the individual requirements of each aerodrome, these facilities serve the following purposes: (a) direct communication between the activating authority and the aerodrome fire station in order to ensure the prompt alerting and dispatch of rescue and fire fighting (b) vehicles and personnel in the event of an aircraft accident or incident; (c) emergency signals to ensure the immediate summoning of designated personnel not on standby duty; 352 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) (d) as necessary, summoning essential related services on or off the aerodrome; and (e) maintaining communication by means of two-way radio with the rescue and fire fighting vehicles in attendance at an aircraft accident or incident. - 18 Verify source ↗
Application of this Part
AI-assisted research summary: The aerodrome operator must carefully consider ambulance and medical facilities for removing and caring for casualties from aircraft accidents, and include this in the emergency plan.
18.5.2 The availability of ambulance and medical facilities for the removal and after-care of casualties arising from an aircraft accident shall receive the careful consideration of the aerodrome operator and shall form part of the overall emergency plan established to deal with such emergencies. - 19 Verify source ↗
Aeronautical data
AI-assisted research summary: Authorities responsible for vehicle operations on the movement area must ensure the operators are properly qualified.
19.1 The authorities responsible for the operation of vehicles on the movement area shall ensure that the operators are properly qualified. This may include, as appropriate to the driver’s function, knowledge of: (a) the geography of the aerodrome; (b) aerodrome signs, markings and lights; (c) radiotelephone operating procedures; (d) terms and phrases used in aerodrome control including the ICAO spelling alphabet; (e) rules of air traffic services as they relate to ground operations; (f) airport rules and procedures; and (g) specialist functions as required, for example, in rescue and fire fighting. - 19 Verify source ↗
Aeronautical data
AI-assisted research summary: The operator should be able to show competency in using vehicle transmit/receive equipment, following air traffic control and local procedures, navigating on the aerodrome, and other special skills for the function. For specialist functions, the operator should also hold the required licences.
19.2 The operator should be able to demonstrate competency, as appropriate, in: (a) the operation or use of vehicle transmit/receive equipment; (b) understanding and complying with air traffic control and local procedures; (c) vehicle navigation on the aerodrome; and (d) special skills required for the particular function. In addition, as required for any specialist function, the operator should be the holder of a State driver’s licence, a State radio operator’s licence or other licences. - 19 Verify source ↗
Aeronautical data
AI-assisted research summary: Training should be matched to the operator’s function, and operators do not all need the same training level.
19.3 The above should be applied as is appropriate to the function to be performed by the operator, and it is not necessary that all operators be trained to the same level, for example, operators whose functions are restricted to the apron. - 19 Verify source ↗
Aeronautical data
AI-assisted research summary: When special procedures apply in low visibility conditions, it is desirable to verify an operator’s knowledge of those procedures through periodic checks.
19.4 Where special procedures apply for operations in low visibility conditions, it is desirable to verify an operator’s knowledge of the procedures through periodic checks. - 20 Verify source ↗
Aerodrome reference point
AI-assisted research summary: This section is titled “The ACN-PCN method of reporting pavement strength.”
20. The ACN-PCN method of reporting pavement strength - 20 Verify source ↗
Aerodrome reference point
AI-assisted research summary: The provision says minor pavement overloading may be acceptable in limited cases, and gives suggested ACN/PCN and annual movement limits.
20.1.1 Overloading of pavements can result either from loads too large, or from a substantially increased application rate, or both. Loads larger than the defined (design or evaluation) load shorten the design life, whilst smaller loads extend it. With the exception of massive overloading, pavements in their structural behaviour are not subject to a particular limiting load above which they suddenly 353 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) or catastrophically fail. Behaviour is such that a pavement can sustain a definable load for an expected number of repetitions during its design life. As a result, occasional minor overloading is acceptable, when expedient, with only limited loss in pavement life expectancy and relatively small acceleration of pavement deterioration. For those operations in which magnitude of overload and/or the frequency of use do not justify a detailed analysis, the following criteria are suggested: (a) for flexible pavements, occasional movements by aircraft with ACN not exceeding 10 per cent above the reported PCN should not adversely affect the pavement; (b) for rigid or composite pavements, in which a rigid pavement layer provides a primary element of the structure, occasional movements by aircraft with ACN not exceeding 5 per cent above the reported PCN should not adversely affect the pavement; (c) if the pavement structure is unknown, the 5 per cent limitation should apply; and (d) the annual number of overload movements should not exceed approximately 5 per cent of the total annual aircraft movements. - 20 Verify source ↗
Aerodrome reference point
AI-assisted research summary: Overload movements are generally not allowed on pavements showing distress or failure, and they should be avoided during thaw periods or when water may weaken the pavement or sub-grade.
20.1.2 Such overload movements shall not normally be permitted on pavements exhibiting signs of distress or failure. Furthermore, overloading shall be avoided during any periods of thaw following frost penetration, or when the strength of the pavement or its sub-grade may be weakened by water. Where overload operations are conducted, the appropriate authority shall review the relevant pavement condition regularly and shall also review the criteria for overload operations periodically since excessive repetition of overloads can cause severe shortening of pavement life or require major rehabilitation of pavement. - 20 Verify source ↗
Aerodrome reference point
AI-assisted research summary: This text says several aircraft types have been evaluated for convenience, with results tabulated in the ICAO Aerodrome Design Manual.
20.2 ACNs for several aircraft types For convenience, several aircraft types currently in use have been evaluated on rigid and flexible pavements founded on the four sub-grade strength categories in Part IV Regulation 24, and the results tabulated in the ICAO Aerodrome Design Manual (Doc 9157), Part 3. - 20A Verify source ↗
The ACR-PCR method of reporting pavement strength
AI-assisted research summary: The provision gives guidance on when occasional aircraft pavement overloading may be acceptable and when it should be avoided.
20A. The ACR-PCR method of reporting pavement strength (1) Overloading of pavements can result either from loads too large, or from a substantially increased application rate, or both. Loads larger than the defined (design or evaluation) load shorten the design life, whilst smaller loads extend it. (2) With the exception of massive overloading, pavements in their structural behaviour are not subject to a particular limiting load above which they suddenly or catastrophically fail. Behaviour is such that a pavement can sustain a definable load for an expected number of repetitions during its design life. As a result, occasional minor overloading is acceptable, when expedient, with only limited loss of pavement life 354 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) expectancy and relatively small acceleration of pavement deterioration. (3) do not justify a detailed analysis, the following criteria are suggested: For those operations in which magnitude of overload and/or the frequency of use (a) for flexible and rigid pavements, occasional movements by aircraft with ACR not exceeding 10 per cent above the reported PCR should not adversely affect the pavement; (b) the annual number of overload movements should not exceed approximately 5 per cent of the total annual aircraft movements, excluding light aircraft. (4) Such overload movements should not normally be permitted on pavement exhibiting signs of distress or failure. Furthermore, overloading should be avoided during any periods of thaw following frost penetration, or when the strength of the pavement or its subgrade could be weakened by water. (5) Where overload operations are conducted, the appropriate authority should review the relevant pavement condition regularly, and should also review the criteria for overload operations periodically since excessive repetition of overloads can cause severe shortening of pavement life or require major rehabilitation of pavement. (6) For convenience, a dedicated software is available on the ICAO website, for computing any aircraft ACRs at any mass on rigid and flexible pavements for the four standard subgrade strength categories detailed in Regulation 70 (6) b. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: This provision gives guidance on autonomous runway incursion warning systems at aerodromes.
21. Autonomous runway incursion warning system (ARIWS)- Annex 14 — Aerodromes Volume I ATT A-30. Note 1. - These autonomous systems are generally quite complex in design and operation and, as such, deserve careful consideration by all levels of the industry, from the regulating authority to the end user. This guidance is offered to provide a clearer description of the system(s) and offer some suggested actions required in order to properly implement these system(s) at an aerodrome in any State. Note 2.- The Manual on the Prevention of Runway Incursion (Doc 9870) presents different approaches for the prevention of runway incursion. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: An ARIWS uses runway surveillance to trigger warning lights when it is unsafe to enter, cross, or take off from a runway.
21.1.1 The operation of an ARIWS is based upon a surveillance system which monitors the actual situation on a runway and automatically returns this information to warning lights at the runway (take-off) thresholds and entrances. When an aircraft is departing from a runway (rolling) or arriving at a runway (short final), red warning lights at the entrances will illuminate, indicating that it is unsafe to enter or cross the runway. When an aircraft is aligned on the runway for take-off and another aircraft or vehicle enters or crosses the runway, red warning lights will illuminate at the threshold area, indicating that it is unsafe to start the take-off roll. 355 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: An ARIWS is made up of an independent surveillance system and a warning system using extra airfield lighting connected through a processor.
21.1.1 In general, an ARIWS consists of an independent surveillance system (primary radar, multilateration, specialised cameras, dedicated radar, etc.) and a warning system in the form of extra airfield lighting systems connected through a processor which generates alerts independent from ATC directly to the flight crews and vehicle operators. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: An ARIWS does not need circuit interleaving, a secondary power supply, or operational connection to other visual aid systems.
21.1.2 An ARIWS does not require circuit interleaving, secondary power supply or operational connection to other visual aid systems. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Each aerodrome must assess its own need for warning lights at entrances and thresholds, based on its characteristics.
21.1.3 In practice, not every entrance or threshold needs to be equipped with warning lights. Each aerodrome will have to assess its needs individually depending on the characteristics of the aerodrome. There are several systems developed offering the same or similar functionality. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Pilots must stop and tell ATS if they have take-off or runway-crossing clearance and see the red-light array.
21.2.1 It is of critical importance that flight crews understand the warning being transmitted by the ARIWS system. Warnings are provided in near real-time, directly to the flight crew because there is no time for “relay” types of communications. In other words, a conflict warning generated to ATS which shall then interpret the warning, evaluate the situation and communicate to the aircraft in question, would result in several seconds being taken up where each second is critical in the ability to stop the aircraft safely and prevent a potential collision. Pilots are presented with a globally consistent signal which means “STOP IMMEDIATELY” and shall be taught to react accordingly. Likewise, pilots receiving an ATS clearance to take-off or cross a runway, and seeing the red-light array, shall STOP and advise ATS that they aborted/stopped because of the red lights. Again, the criticality of the timeline involved is so tight that there is no room for misinterpretation of the signal. It is of utmost importance that the visual signal be consistent around the world. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Red lights going out do not by themselves mean you may proceed; air traffic control clearance is still required.
21.2.2 It shall also be stressed that the extinguishing of the red lights does not, in itself, indicate a clearance to proceed. That clearance is still required from air traffic control. The absence of red warning lights only means that potential conflicts have not been detected. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: If a system becomes unserviceable and fails in the extinguished condition, there are no procedural changes; only the automatic independent warning system is lost.
21.2.3 In the event that a system becomes unserviceable, one of two things will occur. If the system fails in the extinguished condition, then no procedural changes need to be accomplished. The only thing that will happen is the loss of the automatic, independent warning system. Both ATS operations and flight crew procedures (in response to ATS clearances) will remain unchanged. 356 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Procedures should be developed for a system failure in the illuminated condition; ATS and/or the aerodrome operator are to establish them based on their circumstances.
21.2.4 Procedures should be developed to address the circumstance where the system fails in the illuminated condition. It will be up to the ATS and/or aerodrome operator to establish those procedures depending on their own circumstances. It shall be remembered that flight crews are instructed to “STOP” at all red lights. If the affected portion of the system, or the entire system, is shut off the situation is reverted to the extinguished scenario described in 21.2.3. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: ARIWS is not required at every aerodrome, and installations can be sized based on local needs.
21.3.1 ARIWS does not have to be provided at all aerodromes. An aerodrome considering the installation of such a system may wish to assess its needs individually, depending on traffic levels, aerodrome geometry, ground taxi patterns, etc. Local user groups such as the Local Runway Safety Team (LRST) can be of assistance in this process. Also, not every runway or taxiway needs to be equipped with the lighting array(s), and not every installation requires a comprehensive ground surveillance system to feed information to the conflict detection computer. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: ARIWS must have an independent control and power supply, operate independently from ATS communications, and provide a visual signal crews can instantly understand.
21.3.2 Although there may be local specific requirements, some basic system requirements are applicable to all ARIWS: (a) the control system and energy power supply of the system shall be independent from any other system in use at the aerodrome, especially the other parts of the lighting system; (b) the system shall operate independently from ATS communications; (c) the system shall provide a globally accepted visual signal that is consistent and instantly understood by crews; and local procedures should be developed in the case of malfunction or failure of a portion of, or the entire system. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: The ARIWS is intended to work alongside normal air traffic services and warn flight crews and vehicle operators when a runway conflict has been missed during aerodrome operations.
21.4.1 The ARIWS is designed to be complementary to normal ATS functions, providing warnings to flight crews and vehicle operators when some conflict has been unintentionally created or missed during normal aerodrome operations. The ARIWS will provide a direct warning when, for example, ground control or tower (local) control has provided a clearance to hold short of a runway but the flight crew or vehicle operator has “missed” the hold short portion of their clearance and tower has issued a take-off or landing clearance to that same runway, and the non- read back by the flight crew or vehicle operator was missed by air traffic control. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: If a crew reports a red-light non-compliance after clearance, the controller must assess the situation and give additional instructions; the ARIWS illumination must not be dismissed unless there is confirmation that no conflict exists.
21.4.2 In the case where a clearance has been issued and a crew reports a non-compliance due to “red lights”, or aborting because of “red lights”, then it is imperative that the controller assess the situation and provide additional instructions as necessary. It may well be that the system has generated a false warning or that the potential incursion no longer exists; however, it may also be a valid warning. In any case, 357 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) additional instructions and/or a new clearance need to be provided. In a case where the system has failed, then procedures will need to be put into place as described in 21.2.3 and 21.2.4. In no case 130 the illumination of the ARIWS be dismissed without confirmation that, in fact, there is no conflict. It is worth noting that there have been numerous incidents avoided at aerodromes with such systems installed. It is also worth noting that there have been false warnings as well, usually as a result of the calibration of the warning software, but in any case, the potential conflict existence or non-existence shall be confirmed. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: ATS personnel are not required to actively monitor the warning system, and the system should not be part of normal ATS facility operations.
21.4.3 While many installations may have a visual or audio warning available to ATS personnel, it is in no way intended that ATS personnel be required to actively monitor the system. Such warnings may assist ATS personnel in quickly assessing the conflict in the event of a warning and help them to provide appropriate further instructions, but the ARIWS should not play an active part in the normal functioning of any ATS facility. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Aerodromes with the system installed should develop procedures for their own situation, and pilots or operators should not be told to cross the red lights.
21.4.4 Each aerodrome where the system is installed will develop procedures depending upon its unique situation. Again, it shall be stressed that under no circumstances should pilots or operators be instructed to “cross the red lights”. As indicated previously, the use of local runway safety teams can greatly assist in this development process. 358 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Information about an ARIWS at an aerodrome is published in AIP section AD 2.9, and its status is updated as needed through NOTAM or ATIS.
21.5.1 Information on the characteristics and status of an ARIWS at an aerodrome are promulgated in the AIP section AD 2.9 in PANS-AIM (Doc 10066), and its status updated as necessary through NOTAM or ATIS in compliance with this Regulation. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Aircraft operators must make sure flight crew documentation includes procedures about ARIWS and guidance for complying with aircraft operations regulations.
21.5.2 Aircraft operators are to ensure that flight crews’ documentation include in procedures regarding ARIWS and appropriate guidance compliance with operations of aircraft regulations. information, - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Aerodromes may give extra guidance on operations and procedures.
21.5.3 Aerodromes may provide additional sources of guidance on operations and procedures for their personnel, aircraft operators, ATS and third-party personnel who may have to deal with an ARIWS. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Section 21.6 appears to concern incursions and taxiway design guidance aimed at reducing runway risk.
21.6 incursions Taxiway design guidance for minimising the potential for runway - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: The provision says taxiway design guidance may be used in runway incursion prevention programmes for new runways and taxiways.
21.6.1 Good aerodrome design practices can reduce the potential for runway incursions while maintaining operating efficiency and capacity. The following taxiway design guidance may be considered to be part of a runway incursion prevention programme as a means to ensure that runway incursion aspects are addressed during the design phase for new runways and taxiways. Within this focused guidance, the prime considerations are to limit the number of aircraft or vehicles entering or crossing a runway, provide pilots with enhanced unobstructed views of the entire runway, and correct taxiways identified as hot spots as much as possible. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: An entrance taxiway should, where possible, meet the runway centre line at right angles, and if that is not possible the taxiway should include a perpendicular section near the runway for better pilot visibility.
21.6.2 The centre line of an entrance taxiway should be perpendicular to the runway centre line, where possible. This design principle provides pilots with an unobstructed view of the entire runway, in both directions, to confirm that the runway and approach are clear of conflicting traffic before proceeding towards the runway. Where the taxiway angle is such that a clear unobstructed view, in both directions, is not possible, consideration should be given to providing a perpendicular portion of the taxiway immediately adjacent to the runway to allow for a full visual scan by the pilots prior to entering or crossing a runway. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Taxiways crossing runways should not be designed wider than recommended in these Regulations.
21.6.3 For taxiways intersecting with runways, avoid designing taxiways wider than recommended in these Regulations. This design principle offers improved recognition of the location of the runway holding position and the accompanying sign, marking and lighting visual cues. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Existing taxiways wider than the prescribed width may be corrected by painting taxi side stripe markings to the recommended width.
21.6.4 Existing taxiways wider than prescribed in this Regulation, can be rectified by painting taxi side stripe markings to the recommended width. As far as practicable, 359 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) it is preferable to redesign such locations properly rather than to repaint such locations. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Multi-taxiway entrances to a runway should be parallel and separated by an unpaved area.
21.6.5 Multi-taxiway entrances to a runway should be parallel to each other and should be distinctly separated by an unpaved area. This design principle allows each runway holding location an earthen area for the proper placement of accompanying sign, marking and lighting visual cues at each runway holding position. Moreover, the design principle eliminates the needless costs of building unusable pavement and as well as the costs for painting taxiway edge markings to indicate such unusable pavement. In general, excess paved areas at runway holding positions reduce the effectiveness of sign, marking and lighting visual cues. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Taxiways crossing a runway should be built as one straight taxiway, not split into two after the crossing.
21.6.6 Build taxiways that cross a runway as a single straight taxiway. Avoid dividing the taxiway into two after crossing the runway. This design principle avoids constructing “Y-shaped” taxiways known to present risk of runway incursions. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: If possible, avoid building taxiways that enter at the mid-runway location.
21.6.7 If possible, avoid building taxiways that enter at the mid-runway location. This design principle helps to reduce the collision risks at the most hazardous locations (high energy location) because normally departing aircraft have too much energy to stop, but not enough speed to take-off, before colliding with another errant aircraft or vehicle. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Keep clear pavement separation between a rapid exit taxiway and other taxiways that enter or cross a runway.
21.6.8 Provide clear separation of pavement between a rapid exit taxiway and other non- rapid taxiways entering or crossing a runway. This design principle avoids two taxiways from overlapping each other to create an excessive paved area that would confuse pilots entering a runway. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Use different pavement materials (asphalt and cement concrete) away from the runway holding position as far as practicable.
21.6.9 Avoid the placement of different pavement materials (asphalt and cement concrete) at or near the vicinity of the runway holding position, as far as practicable. This design principle avoids creating visual confusion as to the actual location of the runway holding position. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: The text explains that perimeter taxiways can be used to reduce or avoid runway crossings at aerodromes with paired parallel runways.
21.6.10 Many aerodromes have more than one runway, notably paired parallel runways (two runways on one side of the terminal), which creates a difficult problem in that either on arrival or departure an aircraft is required to cross a runway. Under such a configuration, the safety objective here is to avoid or at least keep to a minimum the number of runway crossings. This safety objective may be achieved by constructing a “perimeter taxiway”. A perimeter taxiway is a taxi route that goes around the end of a runway, enabling arrival aircraft (when landings are on outer runway of a pair) to get to the terminal, or departure aircraft (when departures are on outer runway of a pair) to get to the runway, without either crossing a runway or conflicting with a departing or approaching aircraft. 360 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: Perimeter taxiways should be designed with enough clearance and operational safeguards to avoid interfering with approach surfaces, jet blast, runway safety areas, navigation aids, and pilot recognition.
21.6.11 A perimeter taxiway would be designed according to the following criteria: (a) Sufficient space is required between the landing threshold and the taxiway centre line where it crosses under the approach path to enable the critical taxing aircraft to pass under the approach without penetrating any approach surface. (b) The jet blast impact of aircraft taking off should be considered in consultation with aircraft manufacturers; the extent of take-off thrust should be evaluated when determining the location of a perimeter taxiway as prescribed in these Regulations. (c) The requirement for a runway end safety area, as well as possible interference with landing systems and other navigation aids should also be taken into account. For example, in the case of an ILS, the perimeter taxiway should be located behind the localiser antenna, not between the localiser antenna and the runway, due to the potential for severe ILS disturbance, noting that this is harder to achieve as the distance between the localiser and the runway increases. (d) Human factors issues should also be taken into account. Appropriate measures should be put in place to assist pilots to distinguish between aircraft that are crossing the runway and those that are safely on a perimeter taxiway. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: This provision says Part III, Regulation 17 concerns aerodrome mapping data and its use for aerodromes designated by States.
21.7.1 Part III, Regulation 17 relate to the provision of aerodrome mapping data. The aerodrome mapping data features are collected and made available to the aeronautical information services for aerodromes designated by States with consideration of the intended applications. These applications are closely tied to an identified need and operational use where the application of the data would provide a safety benefit or could be used as mitigation of a safety concern. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: This provision says aerodrome mapping data are geographic data used to support safer and more efficient air navigation applications.
21.8.1 Aerodrome mapping data include aerodrome geographic information that supports applications which improve the user’s situational awareness or supplement surface navigation, thereby increasing safety margins and operational efficiency. With appropriate data element accuracy, these data sets support collaborative decision-making, common situational awareness and aerodrome guidance applications. The data sets are intended to be used in the following air navigation applications: (a) on-board positioning and route awareness including moving maps with own aircraft position, surface guidance and navigation; (b) traffic awareness including surveillance and runway incursion detection and alerting (such as, respectively, in A-SMGCS levels 1 and 2); (c) ground positioning and route awareness including situational displays with aircraft and vehicles position and taxi route, surface guidance and navigation (such as A-SMGCS levels 3 and 4); 361 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) (d) facilitation of aerodrome-related aeronautical information, including NOTAMs; (e) resource and aerodrome facility management; and (f) aeronautical chart production. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: The data may also be used in training/flight simulators and in on-board or ground enhanced, synthetic, and combined vision systems.
21.8.2 The data may also be used in other applications such as training/flight simulators and on-board or ground enhanced vision systems (EVS), synthetic vision systems (SVS) and combined vision systems (CVS). Annex 14 — Aerodromes Volume I ATT A-34. - 21 Verify source ↗
Aerodrome and runway elevations
AI-assisted research summary: The provision says certain aerodrome characteristics may be considered when deciding which aerodromes may use applications requiring aerodrome mapping data features, and it notes that high-intensity obstacle lighting is recommended for structures over 150 m above ground level.
21.9 Determination of aerodromes to be considered for collection of aerodrome mapping data features In order to determine which aerodromes may make use of applications requiring the collection of aerodrome mapping data features, the following aerodrome characteristics may be considered: – safety risks at the aerodrome; – visibility conditions; – aerodrome layout; and – traffic density. Note. — Further guidance on aerodrome mapping data can be found in the Airport Services Manual, Part 8 — Airport Operational Service (Doc 9137). 362 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) ______________ SEVENTH SCHEDULE ______________ (Made under regulations 140, 141 and 143) OBSTACLE LIMITATION SURFACES Figure B-1 363 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) _____________ EIGHTH SCHEDULE _____________ (Made under regulation 276) LOCATION OF LIGHTS ON OBSTACLES Note. — High-intensity obstacle lighting is recommended on structures with a height of more than 150 m above ground level. Where medium-intensity lighting is used, marking will also be required. Figure A5-1. Medium-intensity flashing-white obstacle lighting system, Type A 364 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) Note. — For night-time use only. Figure A5-2. Medium-intensity flashing-red obstacle lighting system, Type B 365 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) Height of structure in metres above ground level Note. — For night-time use only. Figure A5-3. Medium-intensity fixed-red obstacle lighting system, Type C 366 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) Note. — High-intensity obstacle lighting is recommended on structures with a height of more than 150 m above ground level. Where medium-intensity lighting is used, marking will also be required. Figure A5-4. Medium-intensity dual obstacle lighting system, Type A/Type B 367 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) Note. — High-intensity obstacle lighting is recommended on structures with a height of more than 150 m above ground level. Where medium-intensity lighting is used, marking will also be required. Figure A5-5. Medium-intensity dual obstacle lighting system, Type A/Type C 368 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) Figure A5-6. High-intensity flashing-white obstacle lighting system, Type A 369 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) Figure A5-7. High-/medium-intensity dual obstacle lighting system, Type A/Type B 370 Civil Aviation (Aerodromes Designs and Operations) GN. NO.7 (Contd.) Figure A5-8. High-/medium-intensity dual obstacle lighting system, Type A/Type C Dodoma, 15th December, 2023 MAKAME M.MBARAWA, Minister for Transport 371
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The Civil Aviation (Aerodrome Design and Operations) Regulations, 2024
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