The Civil Aviation (Aerodromes) Regulations, 2017
Part 2 of 4 · provisions 201–400
This section only lists headings and topics for the regulation; it does not state a specific rule in the provided text.
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CRC NOTAM NOTAM procedures NOTAMs WGS-84 access control access roads address notification administrative compliance aerodrome access and operations aerodrome access control aerodrome administration aerodrome certification aerodrome charges aerodrome classification aerodrome compliance aerodrome conduct aerodrome construction aerodrome construction and operation aerodrome data aerodrome design aerodrome dimensions aerodrome docking guidance aerodrome documentation +551 more
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This section only lists headings and topics for the regulation; it does not state a specific rule in the provided text. This section lists topics covered by the aerodrome licensing, certification, and category E aerodrome provisions. This provision is a table of contents-style listing for Section 71, covering category E aerodrome registration and related operator obligations. This section lists the topics covered in Parts VII, VIII, and IX, including aerodrome manuals, aerodrome data, and wildlife hazard management. This section is a heading/listing for responsibilities and aerodrome physical characteristics topics, but it does not state a specific rule in the text provided.
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Provisions of The Civil Aviation (Aerodromes) Regulations, 2017
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- 1 Verify source ↗
80 m between them except that, where the stripes are
AI-assisted research summary: Runway threshold and stripe markings must use specified widths, spacing, and prescribed markings in displacement cases.
1.80 m between them except that, where the stripes are continued across a runway, a double spacing shall be used to separate the two stripes nearest the centre line of the runway, and in the case where the designation marking is included within the threshold marking this spacing shall be 22.5 m. (7) Where a threshold is displaced from the extremity of a runway or where the extremity of a runway is not square with the runway centre line, a transverse stripe as prescribed by the Authority. 133 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (8) A transverse stripe shall be not less than 1.80 m wide and where a runway is permanently displaced, arrows conforming to Figure 5-4 (B) shall be provided on the portion of the runway before the displaced threshold.. threshold (9) When a runway threshold is temporarily displaced from the normal position, it shall be marked as prescribed by the Authority. Aiming point marking - 160 Verify source ↗
(1) An aiming point marking shall be provided
AI-assisted research summary: Aiming point markings must be provided at specified runway approach ends and must meet the stated placement and design requirements.
160.-(1) An aiming point marking shall be provided at each approach end of a paved instrument runway where the code number is 2, 3 or 4 as illustrated in Ninth Schedule of these Regulations. (2) An aiming point marking shall be provided at each approach end of: (a) a paved non-instrument runway where the code number is 3 or 4, (b) a paved instrument runway where the code number is 1, when additional conspicuity of the aiming point is desirable. (3) The aiming point marking shall commence no closer to the threshold than the distance indicated in the appropriate column of Table 5-1except that, on a runway equipped with a visual approach slope indicator system, the beginning of the marking shall be coincident with the visual approach slope origin. (4) An aiming point marking shall consist of two conspicuous stripes. The dimensions of the stripes and the lateral spacing between their inner sides shall be in accordance with the provisions of the appropriate column of Table 5-1. Where a touchdown zone marking is provided, the lateral spacing between the markings shall be the same as that of the touch-down zone marking. Touchdow n zone marking - 161 Verify source ↗
(1) A
AI-assisted research summary: Touchdown zone markings must be provided on certain paved runways when the runway code number and runway type meet the stated conditions.
161.-(1) A touchdown zone marking shall be provided in the touchdown zone of a paved precision approach runway where the code number is 2, 3 or 4. 134 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (2) A touchdown zone marking shall be provided in the touchdown zone of a paved non-precision approach or non-instrument runway where the code number is 3 or 4 and additional conspicuity of the touchdown zone is desirable as prescribed in the Ninth Schedule of these regulations. (3) A touchdown zone marking shall consist of pairs of rectangular markings symmetrically disposed about the runway centre line with the number of such pairs related to the landing distance available and, where the marking is to be displayed at both the approach directions of a runway: Pair(s) Landing distance available or the of markings distance between thresholds Less than 500 m 1 2 3 4 500m up to but not including 1 200 m 1 200m up to but not including 1 500 m 1 500m up to but not including 2 400 m 2 400m or more 6 (4) On a non-precision approach runway where the code number is 2, an additional pair of touchdown zone marking stripes shall be provided 150 m beyond the beginning of the aiming point marking. Runway side stripe marking - 162 Verify source ↗
(1) A runway side stripe marking shall be
AI-assisted research summary: Runway side stripe markings must be provided in specified runway conditions and must meet stated placement and width requirements.
162.-(1) A runway side stripe marking shall be provided between the thresholds of a paved runway where there is a lack of contrast between the runway edges and the shoulders or the surrounding terrain. (2) A runway side stripe marking shall be provided on a precision approach runway irrespective of the contrast between the runway edges and the shoulders or the surrounding terrain. 135 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Taxiway Centreline marking (3) A runway side stripe marking shall consist of two stripes, one placed along each edge of the runway with the outer edge of each stripe approximately on the edge of the runway, except that, where the runway is greater than 60 m in width, the stripes shall be located 30 m from the runway centre line. (4) Where a runway turn pad is provided, the runway side stripe marking shall be continued between the runway and the runway turn pad. (5) A runway side stripe shall have an overall width of at least 0.5 m on runways 30 m or more in width and at least 0.45 m on narrower runways. - 163 Verify source ↗
(1) Taxiway centre line marking shall be
AI-assisted research summary: Taxiway centre line marking must be provided and positioned as specified for certain taxiways, aprons, runways, curves, and intersections.
163.-(1) Taxiway centre line marking shall be provided on a paved taxiway and apron where the code number is 3 or 4 in such a way as to provide continuous guidance between the runway centre line and aircraft stands. (2) Taxiway centre line marking shall be provided on a paved taxiway and apron where the code number is 1 or 2 in such a way as to provide continuous guidance between the runway centre line and aircraft stands. (3) Taxiway centre line marking shall be provided on a paved runway when the runway is part of a standard taxi- route and: (a) there is no runway centre line marking; or (b) where the taxiway centre line is not coincident with the runway centre line. (4) Where it is necessary to denote the proximity of a runway holding position, enhanced taxiway centre line marking shall be provided and where provided, enhanced taxiway centre line marking shall be installed at each taxiway/runway intersections. (5) (a) On a straight section of a taxiway, the taxiway centre line marking shall be located along the taxiway centre line. (b) On a taxiway curve the marking shall continue from the straight portion of the taxiway at a constant distance from the outside edge of the curve. 136 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (6) (a) At an intersection of a taxi-way with a runway where the taxiway serves as an exit from the runway, the taxiway centre line marking shall be curved into the runway centre line marking. (b) The taxiway centre line marking shall be extended parallel to the runway centre line marking for a distance of at least 60 m beyond the point of tangency where the code number is 3 or 4, and for a distance of at least 30 m where the code number is 1 or 2. (7) Where taxiway centre line marking is provided on a runway ,the marking shall be located on the centre line of the designated taxiway (8) (a) On a straight section of a taxiway the taxiway centre line marking shall be located along the taxiway centre line. (b) On a taxiway curve the marking shall continue from the straight portion of the taxiway at a constant distance from the outside edge of the curve. (9) (a) At an intersection of a taxi-way with a runway where the taxiway serves as an exit from the runway, the taxiway centre line marking shall be curved into the runway centre line marking. (b) The taxiway centre line marking shall be extended parallel to the runway centre line marking for a distance of at least 60 m beyond the point of tangency where the code number is 3 or 4, and for a distance of at least 30 m where the code number is 1 or 2. 137 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (10) Where provided: (a) An enhanced taxiway centre line marking shall extend from the runway-holding position to a distance of up to 47m in the direction of travel away from the runway; another (b) If the enhanced taxiway centre line marking intersects runway-holding position marking, such as for a precision approach category II or III runway that is located within 47 m of the first runway-holding position marking, the enhanced taxiway centre line marking shall be interrupted 0.9 m prior to and after the intersected runway-holding position marking. (c) The enhanced taxiway centre line marking shall continue beyond the intersected runway-holding position marking for at least three dashed line segments or 47 m from start to finish, whichever is greater. (d) If the enhanced taxiway centre line marking continues through a taxiway/taxiway intersection that is located within 47 m of the runway-holding position marking, the enhanced taxiway centre line marking shall be interrupted 1.5 m prior to and after the point where the intersected taxiway centre line crosses the enhanced taxiway centre line. (e) The enhanced taxiway centre line marking shall taxiway the continue beyond intersection for at line least segments or 47 m from start to finish, whichever is greater. or three dashed taxiway (f) Where two taxiway centre lines converge at or before the runway-holding position marking, the inner dashed line shall not be less than 3 m in length. 138 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Runway turn pad marking (g) Where there are two opposing runway-holding position markings and the distance between the markings is less than 94 m, the enhanced taxiway centre line markings shall extend over this entire distance. (h) The enhanced taxiway centre line markings shall not extend beyond either runway-holding position marking. (11) A taxiway centre line marking shall be at least 15cm in width and continuous in length except where it intersects with a runway-holding position marking or an intermediate holding position marking. - 164 Verify source ↗
(1) Where a runway turn pad is provided
AI-assisted research summary: If a runway turn pad is provided, the runway turn pad marking must meet specified design and placement requirements.
164.-(1) Where a runway turn pad is provided: (a) a runway turn pad marking shall be provided for continuous guidance to enable an aeroplane complete a 180–degree turn and align with runway centre line; (b) the runway turn pad marking shall be curved from the runway centre line into the turn pad; (c) the radius of the curve shall be compatible with the manoeuvring capability and normal taxiing speeds of the aeroplanes for which the runway turn pad is intended; and (2) The intersection angle of the runway turn pad marking with the runway centre line shall not be greater than 30 degrees. (3) The runway turn pad marking shall be extended parallel to the runway centre line marking for a distance of at least 60 m beyond the point of tangency where the code number is 3 or 4, and for a distance of at least 30 m where the code number is 1 or 2. (4) A runway turn pad marking shall guide the aeroplane in such a way as to allow a straight portion of taxiing before the point where a 180-degree turn is to be made. (5) The straight portion of the runway turn pad marking shall be parallel to the outer edge of the runway turn pad. 139 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Runway- holding position marking and signs (6) The design of the curve allowing the aeroplane to negotiate a 180-degree turn shall be based on a nose wheel steering angle not exceeding 45 degrees. - 165 Verify source ↗
(1) A runway-holding position marking shall be
AI-assisted research summary: Runway-holding position markings must be displayed as specified, with extra marking rules for visibility, length limits, lettering, and placement in certain cases.
165.-(1) A runway-holding position marking shall be displayed along a runway-holding position as indicated in the Ninth Schedule of these regulations. (2) The runway-holding position marking displayed at a runway-holding position established in accordance as prescribed by the Authority. (3) Where increased conspicuity of the runway- holding position is required, the runway-holding position marking shall be done as appropriate. (4) Where a pattern B runway-holding position marking is located on an area where it would exceed 60 m in length, the term “CAT II” or “CAT III” as appropriate shall be marked on the surface at the ends of the runway-holding position marking and at equal intervals of 45 m maximum between successive marks. (5) The letters shall be not less than 1.8 m high and shall be placed not more than 0.5 m beyond the holding position marking. (6) The runway-holding position marking displayed at a runway/runway intersection shall be perpendicular to the centre line of the runway forming part of the standard taxi- route. Intermedia te holding position marking - 166 Verify source ↗
(1) An intermediate holding position marking
AI-assisted research summary: An intermediate holding position marking must be displayed along an intermediate holding position.
166.-(1) An intermediate holding position marking shall be displayed along an intermediate holding position. (2) Where an intermediate holding position marking is displayed at an intersection of two paved taxiways, it shall be – (a) located across the taxiway at sufficient distance from the near edge of the intersecting taxiway to ensure safe clearance between taxiing aircraft; (b) coincident with a stop bar or intermediate holding position lights, where provided. (3) An intermediate holding position marking shall consist of a single broken line 140 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) VOR aerodrome checkpoin t marking and sign Aircraft stand markings and identificati on signs Apron safety lines Road- holding positions markings and signs - 167 Verify source ↗
(1) An operator shall ensure that when a VOR
AI-assisted research summary: An operator must ensure that a VOR aerodrome checkpoint is marked and signposted when it is established.
167.-(1) An operator shall ensure that when a VOR aerodrome checkpoint is established, and indicated by a VOR aerodrome checkpoint marking and sign. (2) A VOR aerodrome checkpoint marking shall be centred on the spot at which an aircraft is to be parked to receive the correct VOR signal and shall consist of a circle 6 m in diameter and have a line width of 15 cm. (3) A VOR aerodrome checkpoint sign shall be located as near as possible to the checkpoint and the inscriptions visible from the cockpit of an aircraft properly positioned on the VOR aerodrome checkpoint marking. (4) A VOR aerodrome checkpoint sign shall consist of an inscription in black on a yellow background. - 168 Verify source ↗
Section 168
AI-assisted research summary: An operator must provide aircraft stand markings and identification signs for designated parking positions on a paved apron.
168. An operator shall provide aircraft stand markings and identification signs for designated parking positions on a paved apron in accordance with these Regulations. - 169 Verify source ↗
An operator shall provide apron safety lines on
AI-assisted research summary: An operator must provide apron safety lines on a paved apron when required by the parking configuration and ground facilities, and must follow these Regulations.
169. An operator shall provide apron safety lines on a paved apron as required by the parking configuration and ground facilities and in accordance with these Regulations. - 170 Verify source ↗
(1) An operator shall provide road-holding
AI-assisted research summary: An operator must provide road-holding position markings and signs at all road entrances to a runway.
170.-(1) An operator shall provide road-holding position markings and signs at all road entrances to a runway. (2) The road-holding position markings provided under sub-regulation (1) shall be located across the road at all the holding positions. (3) The road-holding position marking shall be accordance with these Regulations. (4) A road holding position sign shall be provided at all road entrances to a runway. (5) A road holding position sign shall consist of an inscription in white on a red background. (6) A road holding position sign shall consist of an inscription in white on a red background. 141 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (7) The inscription on a road holding position shall be in the national language, be in conformity with local traffic regulation and include the following: (a) a requirement to stop; and (b) where appropriate a requirement to obtain ATC clearance and location designator. (8) A road holding position sign intended for night use shall be retro reflective or illuminated. - 171 Verify source ↗
(1) An operator shall provide a mandatory
AI-assisted research summary: An operator must provide mandatory instruction markings and signs for taxiing aircraft or vehicles, including signs that identify stop points and convey required movement guidance.
171.-(1) An operator shall provide a mandatory instruction markings and a signs to identify a location beyond which a taxiing aircraft or vehicle shall not proceed, unless authorized by the aerodrome control tower. (2) Where it is impracticable to install a mandatory instruction marking and a sign in accordance with sub- regulation (1), a mandatory instruction marking or sign shall be provided on the surface of the pavement as prescribed in the Ninth Schedule and Tenth Schedule of these Regulations. (3) The location and characteristics of the mandatory instruction marking or sign shall be in accordance with these Regulations. (4) An operator shall provide signs to convey mandatory information on a specific location or destination on a movement area or to provide surface movement guidance and control. instructions and (5) A mandatory instruction sign shall be provided to identify a location beyond which an aircraft taxiing or vehicle shall not proceed unless authorized by the aerodrome control tower. (6) Mandatory instruction signs shall include runway designation signs, runway precision approach category I, II or III, holding position signs, runway-holding position signs, road-holding position signs and NO ENTRY signs. - 172 Verify source ↗
(1) An operator shall
AI-assisted research summary: Operators must install prescribed information markings where an information sign is required. Information signs have specific colour/layout rules, and some signs must not be placed together with mandatory instruction signs.
172.-(1) An operator shall information marking where an information sign is required shall be as prescribed in the Ninth Schedule and Tenth Schedule of these Regulations. install 142 Mandator y instruction markings and signs Informatio n markings and signs The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (2) An information marking shall consist of: (a) an in yellow upon a black background, when it replaces or supplements a location sign; and inscription (b) an inscription in black upon a yellow background, when it replaces or supplements a direction or destination sign. (3) Where there is insufficient contrast between the marking background and the pavement surface, the marking shall include: (a) a black border where the inscriptions are in black; and (b) a yellow border where the inscriptions are in yellow. (4) An information sign shall be provided where there is an operational need to identify by a sign, a specific location, or routing direction or destination information. (5) Information signs shall include direction signs, location signs, destination signs, runway exit signs, runway vacated signs and intersection take-off signs (6) Where an information sign would normally be installed and is impractical to install, as determined by the Authority, an information marking shall be displayed on the surface of the pavement. (7) An information sign other than a location sign shall not be collocated with a mandatory instruction sign (8) An information sign other than a location sign shall consist of an inscription in black on a yellow background. Lights which may endanger the safety of aircraft - 173 Verify source ↗
(1) A person shall not exhibit a light in the
AI-assisted research summary: People must not shine lights near an aerodrome if the glare endangers aircraft safety. The Authority may order the light’s owner or custodian to remove the danger, but needs the relevant lighthouse authority’s consent in a specific visibility situation.
173.-(1) A person shall not exhibit a light in the vicinity of an aerodrome which, by its glare, endangers the safety of aircraft arriving or departing from the aerodrome. (2) A non-aeronautical ground light near an aerodrome which might endanger the safety of aircraft shall be extinguished, screened or otherwise modified so as to eliminate the source of danger. 143 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) Where a light appears to the Authority to be capable of endangering the safety of aircraft as described in sub-regulation (1), the Authority may direct the owner of the place where the light is exhibited or the person having charge of light to extinguish and to prevent in the future, the exhibition of the light within the period specified. (4) Where a light is or may be visible from any waters within the area of a general lighthouse authority, the power of the Authority under this regulation shall not be exercised except with the consent of that lighthouse authority. - 174 Verify source ↗
(1) A person shall not use laser emissions
AI-assisted research summary: A person must not use laser emissions that are likely to endanger aircraft safety.
174.-(1) A person shall not use laser emissions which are likely to endanger the safety of aircraft. (2) To protect the safety of aircraft against the hazardous effects of laser emitters, the following protected zones shall be established around aerodromes: (a) a laser-beam free flight zone (LFFZ); (b) a laser-beam critical flights zone (LCFZ); and (c) a laser-beam sensitive flight zone. (3) The flight zones shall be established in the accordance with requirements prescribed by Authority. (4) Sub-regulations (2) and (3) shall not apply to aerodromes in categories C, D, and E unless deemed necessary by the Authority. Laser emissions which may endanger the safety of aircraft 144 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Lights which may cause confusion - 175 Verify source ↗
A non-aeronautical ground light which, by
AI-assisted research summary: Non-aeronautical ground lights that could confuse or obscure aeronautical ground lights must be extinguished, screened, or otherwise modified.
175. A non-aeronautical ground light which, by reason of its intensity, configuration or colour, might prevent, or cause confusion in, the clear interpretation of aeronautical ground lights shall be extinguished, screened or otherwise modified so as to eliminate such a possibility and particular attention shall be directed to a non-aeronautical ground light visible from the air within the areas described as: (a) Instrument runway — code number 4 within the areas before the threshold and beyond the end of the runway extending at least 4 500 m in length from the threshold and runway end and 750 m either side of the extended runway centre line in width; (b) Instrument runway — code number 2 or 3 except that the length shall be at least 3 000 m; (c) Instrument runway — code number 1; and (d) non-instrument runway, within the approach area. Elevated approach lights - 176 Verify source ↗
(1) Elevated approach
AI-assisted research summary: Elevated approach lighting supporting structures must be frangible, with limited exceptions, and any approach light fixture or supporting structure that is not sufficiently conspicuous must be suitably marked.
176.-(1) Elevated approach their supporting structures shall be frangible except that, in that portion of the approach lighting system beyond 300 m from the threshold: lights and (a) where the height of a supporting structure exceeds 12 m, the frangibility requirement shall apply to the top 12 m only; and (b) where a supporting structure is surrounded by non-frangible objects, only that part of the structure that extends above the surrounding objects shall be frangible. (2) When an approach light fixture or supporting structure is not in itself sufficiently conspicuous, it shall be suitably marked. Elevated lights - 177 Verify source ↗
Elevated runway, stop-way and taxiway lights
AI-assisted research summary: Elevated runway, stop-way, and taxiway lights must be frangible and low enough to keep propeller and jet-engine clearance.
177. Elevated runway, stop-way and taxiway lights shall be frangible and their height shall be sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft. 145 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Surface lights - 178 Verify source ↗
(1) Light fixtures inset in the surface of
AI-assisted research summary: Inset light fixtures on runways, stop-ways, taxiways, and aprons must be designed to survive being driven over by aircraft wheels, and the heat at the tire/light interface must not exceed 160°C for 10 minutes.
178.-(1) Light fixtures inset in the surface of runways, stop-ways, taxiways and aprons shall be so designed and fitted as to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the lights themselves. (2) The temperature produced by conduction or radiation at the interface between an installed inset light and an aircraft tire shall not exceed 160°C during a 10-minute period of exposure. Light intensity and control - 179 Verify source ↗
(1) The intensity of runway lighting shall be
AI-assisted research summary: Runway lighting must be bright enough for the intended visibility and ambient light conditions, and match nearby approach lighting when provided.
179.-(1) The intensity of runway lighting shall be adequate for the minimum conditions of visibility and ambient light in which use of the runway is intended, and compatible with that of the nearest section of the approach lighting system when provided. (2) Where a high-intensity is provided, a suitable intensity control shall be incorporated to allow for adjustment of the light intensity to meet the prevailing conditions. lighting system (3) Separate intensity controls or other suitable methods shall be provided to ensure that the following systems, when installed, can be operated at compatible intensities: (a) approach lighting system; (b) runway edge lights; (c) runway threshold lights; (d) runway end lights; (e) runway centre line lights; (f) runway touchdown zone lights; and (g) taxiway centre line lights. Emergenc y lighting - 180 Verify source ↗
(1) At an aerodrome provided with runway
AI-assisted research summary: Emergency lights must be available for installation on the primary runway when runway lighting exists but there is no secondary power supply, and installed emergency lights must match the required runway-lighting configuration and colour rules.
180.-(1) At an aerodrome provided with runway lighting and without a secondary power supply, sufficient emergency lights shall be conveniently available for installation on at least the primary runway in the event of failure of the normal lighting system. 146 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (2) When installed on a runway the emergency lights shall, as a minimum, conform to the configuration required for a non-instrument runway. (3) The colour of the emergency lights shall conform to the colour requirements for runway lighting, except that, where the provision of coloured lights at the threshold and the runway end is not practicable, all lights may be variable white or as close to variable white as practicable. Aeronauti cal beacons - 181 Verify source ↗
(1)
AI-assisted research summary: An aerodrome beacon or identification beacon must be provided at each aerodrome intended for night use when operationally necessary.
181.-(1) Where operationally necessary an aerodrome beacon or an identification beacon shall be provided at each aerodrome intended for use at night. (2) The operational requirement shall be determined having regard to the requirements of the air traffic using the aerodrome, the conspicuity of the aerodrome features in relation to its surroundings and the installation of other visual and non-visual aids useful in locating the aerodrome. Aerodrom e beacons - 182 Verify source ↗
(1) An aerodrome beacon shall be provided at
AI-assisted research summary: Aerodromes intended for night use must have an aerodrome beacon if certain visibility or navigation conditions exist, and the beacon must meet placement, flashing, colour, coverage, and intensity requirements.
182.-(1) An aerodrome beacon shall be provided at an aerodrome intended for use at night if one or more of the following conditions exist: (a) aircraft navigate predominantly by visual means; (b) reduced visibilities are frequent; or (c) it is difficult to locate the aerodrome from the air due to surrounding lights or terrain. (2) The aerodrome beacon shall be located on or adjacent to the aerodrome in an area of low ambient back- ground lighting. (3) The location of the beacon shall be such that the beacon is not shielded by objects in significant directions and does not dazzle a pilot approaching to land. 147 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) The aerodrome beacon shall show either coloured flashes alternating with white flashes, or white flashes only and. the frequency of total flashes shall be from 20 to 30 per minute. (5) Where used, the coloured flashes emitted by beacons at land aerodromes shall be green and coloured flashes emitted by beacons at water aerodromes if used shall be yellow. (6) In the case of a combined water and land aerodrome, coloured flashes, if used, shall have the colour characteristics of whichever section of the aerodrome is designated as the principal facility (7) The light from the beacon shall show at all angles of azimuth. (8) The vertical light distribution shall extend upwards from an elevation of not more than 1° to an elevation determined by the Authority to be sufficient to provide guidance at the maximum elevation at which the beacon is intended to be used and the effective intensity of the flash shall be not less than 2 000 cd. - 183 Verify source ↗
(1) An identification beacon shall be provided at
AI-assisted research summary: Identification beacons must be installed and configured for certain aerodromes, with specified placement, visibility, color, lighting, and Morse-code transmission rules.
183.-(1) An identification beacon shall be provided at an aerodrome which is intended for use at night and cannot be easily identified from the air by other means. (2) The identification beacon shall be located on the aerodrome in an area of low ambient background lighting. (3) The location of the beacon shall be such that the beacon is not shielded by objects in significant directions and does not dazzle a pilot approaching to land. (4) An identification beacon at a land aerodrome shall show at all angles of azimuth. (5) The vertical light distribution shall extend upwards from an elevation of not more than 1° to an elevation determined by the Authority to be sufficient to provide guidance at the maximum elevation at which the beacon is intended to be used and the effective intensity of the flash shall be not less than 2 000 cd. 148 Identificat ion beacon The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Simple approach lighting system (6) An identification beacon shall show flashing- green at a land aerodrome and flashing-yellow at a water aerodrome. (7) The identification characters shall be transmitted in the International Morse Code. (8) Subject to subregulation (7), the speed of transmission shall be between six and eight words per minute, the corresponding range of duration of the Morse dots being from 0.15 to 0.2 seconds per dot. - 184 Verify source ↗
(1) A simple approach lighting system shall
AI-assisted research summary: A simple approach lighting system must be built with specified light rows, spacing, placement, visibility, and obstacle-clearance features.
184.-(1) A simple approach lighting system shall consist of a row of lights on the extended centre line of the runway extending, whenever possible, over a distance of not less than 420 m from the threshold with a row of lights forming a crossbar 18 m or 30 m in length at a distance of 300 m from the threshold. (2) The lights forming the crossbar shall be as nearly as practicable in a horizontal straight line at right angles to, and bisected by, the line of the centre line lights. (3) The lights of the crossbar shall be spaced so as to produce a linear effect, except that, when a crossbar of 30 m is used, gaps may be left on each side of the centre line and shall be kept to a minimum to meet local requirements and each shall not exceed 6 m. (3) The lights forming the centre line shall be placed at longitudinal intervals of 60 m, except that, when it is desired to improve the guidance, an interval of 30 m may be used. (a) The innermost light shall be located either 60 m or 30 m from the threshold, depending on the longitudinal interval selected for the centre line lights. 149 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) If it is not physically possible to provide a centre line extending for a distance of 420 m from the threshold, it shall be extended to 300 m so as to include the crossbar. (a) If this is not possible, the centre line lights shall be extended as far as practicable, and each centre line light shall then consist of a barrette at least 3 m in length. (b) Subject to the approach system having a crossbar at 300 m from the threshold, an additional crossbar may be provided at 150 m from the threshold (5) The system shall lie as nearly as practicable in the horizontal plane passing through the threshold, provided that: (a) no object other than an ILS or MLS azimuth antenna shall protrude through the plane of the approach lights within a distance of 60 m from the centre line of the system; and (b) no light other than a light located within the central part of a crossbar or a centre line barrette (not their extremities) shall be screened from an approaching aircraft. (6) Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and lighted accordingly. (7) The lights of a simple approach lighting system shall be fixed lights and the colour of the lights shall be such as to ensure that the system is readily distinguishable from other aeronautical ground lights, and from extraneous lighting if present. Each centre line light shall consist of either: (a) a single source; or (b) a barrette at least 3 m in length. (8) Where provided for a non-instrument runway, the lights shall show at all angles in azimuth necessary to a pilot on base leg and final approach. (a) The intensity of the lights shall be adequate for all conditions of visibility and ambient light for which the system has been provided. 150 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (9) (a) Where provided for a non-precision approach runway, the lights shall show at all angles in azimuth necessary to the pilot of an aircraft which on final approach does not deviate by an abnormal amount from the path defined by the non-visual aid. (b) The lights shall be designed to provide guidance during both day and night in the most adverse conditions of visibility and ambient light for which it is intended that the system shall remain usable. Precision approach category I lighting system - 185 Verify source ↗
(1) A precision approach category I lighting
AI-assisted research summary: This provision sets technical layout rules for a precision approach category I lighting system, including light positions, spacing, crossbars, and related lighting characteristics.
185.-(1) A precision approach category I lighting system shall consist of a row of lights on the extended centre line of the runway extending, wherever possible, over a distance of 500 m from the runway threshold with a row of lights forming a crossbar 30 m in length at a distance of 300 m from the runway threshold. (2) (a) The lights forming the crossbar shall be as nearly as practicable in a horizontal straight line at right angles to, and bisected by, the line of the centre line lights. (b) The lights of the crossbar shall be spaced so as to produce a linear effect, except that gaps may be left on each side of the centre line. (c) These gaps shall be kept to a minimum to meet local requirements and each shall not exceed 6 m (3) The lights forming the centre line shall be placed at longitudinal intervals of 30 m with the innermost light located 30 m from the threshold. 151 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) The system shall lie as nearly as practicable in the horizontal plane passing through the threshold, provided that: (a) no object other than an ILS or MLS azimuth antenna shall protrude through the plane of the approach lights within a distance of 60 m from the centre line of the system; and (b) no light other than a light located within the central part of a crossbar or a centre line barrette (not their extremities) shall be screened from an approaching aircraft. (5) Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and lighted accordingly (6) The centre line and crossbar lights of a precision approach category I lighting system shall be fixed lights showing variable white. Each centre line light position shall consist of either: (a) a single light source in the innermost 300 m of the centre line, two light sources in the central 300 m of the centre line and three light sources in the outer 300 m of the centre line to provide distance information; or (b) a barrette. (7)Where the serviceability level of the approach lights specified as a maintenance objective can be demonstrated, each centre line light position may consist of either: (a) a single light source; or (b) a barrette. (8) The barrettes shall be at least 4 m in length and when they are composed of lights approximating to point sources, the lights shall be uniformly spaced at intervals of not more than 1.5 m. (9) If the centre line consists of barrettes as described in above, each barrette shall be supplemented by a capacitor discharge light, except where such lighting is considered unnecessary taking into account the characteristics of the system and the nature of the meteorological conditions 152 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (10) (a) Each capacitor discharge light shall be flashed twice a second in sequence, beginning with the outermost light and progressing toward the threshold to the innermost light of the system. (b) The design of the electrical circuit shall be such that these lights can be operated independently of the other lights of the approach lighting system (11) (a) If the centre line consists of lights as described in above additional crossbars of lights to the crossbar provided at 300 m from the threshold shall be provided at 150 m, 450 m, 600 m and 750 m from the threshold. (b) The lights forming each crossbar shall be as nearly as practicable in a horizontal straight line at right angles to, and bisected by, the line of the centre line lights. (c) The lights shall be spaced so as to produce a linear effect, except that gaps may be left on each side of the centre line. (d) These gaps shall be kept to a minimum to meet local requirements and each shall not exceed 6 m. - 186 Verify source ↗
(1) (a) The approach lighting system shall
AI-assisted research summary: The approach lighting system must be laid out with specific rows of lights and crossbars at stated distances from the runway threshold.
186.-(1) (a) The approach lighting system shall consist of a row of lights on the extended centre line of the runway, extending, wherever possible, over a distance of 900 m from the runway threshold. (b) In addition, the system shall have two side rows of lights, extending 270 m from the threshold, and two crossbars, one at 150 m and one at 300 m from the threshold, all as shown in Figure 5-14. (c) Where the serviceability level of the approach lights specified as maintenance objectives in paragraph - 10 Verify source ↗
4.7 can be demonstrated, the system may have two side
AI-assisted research summary: This provision sets detailed spacing, placement, and visibility rules for precision approach category II and III runway lighting.
10.4.7 can be demonstrated, the system may have two side rows of lights, extending 240 m from the threshold, and two crossbars, one at 150 m and one at 300 m from the threshold (2) The lights forming the centre line shall be placed at longitudinal intervals of 30 m with the innermost lights located 30 m from the threshold. 153 Precision approach category II and III lighting system The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) (a) The lights forming the side rows shall be placed on each side of the centre line, at a longitudinal spacing equal to that of the centre line lights and with the first light located 30 m from the threshold. (b) Where the serviceability level of the approach lights specified as maintenance objectives above, can be demonstrated, lights forming the side rows may be placed on each side of the centre line, at a longitudinal spacing of 60 m with the first light located 60 m from the threshold. (c) The lateral spacing (or gauge) between the innermost lights of the side rows shall be not less than 18 m nor more than 22.5 m, and preferably 18 m, but in any event shall be equal to that of the touchdown zone lights. (4) The crossbar provided at 150 m from the threshold shall fill in the gaps between the centre line and side row lights (5) The crossbar provided at 300 m from the threshold shall extend on both sides of the centre line lights to a distance of 15 m from the centre line (6) If the centre line beyond a distance of 300 m from the threshold consists of lights as described above, additional crossbars of lights shall be provided at 450 m, 600 m and 750 m from the threshold. (7) Where the additional crossbars described in these regulations are incorporated in the system, the outer ends of these crossbars shall lie on two straight lines that either are parallel to the centre line or converge to meet the runway centre line 300 m from the threshold. 154 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (8) The system shall lie as nearly as practicable in the horizontal plane passing through the threshold, provided that: (a) (b) no object other than an ILS or MLS azimuth antenna shall protrude through the plane of the approach lights within a distance of 60 m from the centre line of the system; and no light other than a light located within the central part of a crossbar or a centre line barrette not their extremities shall be screened from an approaching aircraft. (9) Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and lighted accordingly. (10) The centre line of a precision approach category II and III lighting system for the first 300 m from the threshold shall consist of barrettes showing variable white, except that, where the threshold is displaced 300 m or more, the centre line may consist of single light sources showing variable white. (11) Where the serviceability level of the approach these lights specified as maintenance objectives regulations can be demonstrated, the centre line of a precision approach category II and III lighting system for the first 300 m from the threshold may consist of either: in (a) (b) (c) barrettes, where the centre line beyond 300 m from the threshold consists of barrettes as above; or alternate single light sources and barrettes, where the centre line beyond 300 m from the threshold consists of single light sources as described in above with the innermost single light source located 30 m and the innermost barrette located 60 m from the threshold; or single light sources where the threshold is displaced 300 m or more; all of which shall show variable white. 155 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (12) Beyond 300 m from the threshold each centre line light position shall consist of either: (a) a barrette as used on the inner 300 m; or (b) two light sources in the central 300 m of the centre line and three light sources in the outer 300 m of the centre line; all of which shall show variable white. (13) Where the serviceability level of the approach lights specified as maintenance objectives above can be demonstrated, beyond 300 m from the threshold each centre line light position may consist of either: (a) a barrette; or (b) a single light source, all of which shall show variable white (14) The barrettes shall be at least 4 m in length and when composed of lights approximating to point sources, the lights shall be uniformly spaced at intervals of not more than - 1 Verify source ↗
5 m
AI-assisted research summary: Certain approach lighting elements must be fitted with capacitor discharge lights, flash in sequence, and meet spacing, color, and intensity requirements.
1.5 m. (15) If the centre line beyond 300 m from the threshold consists of barrettes as described above, each barrette beyond 300 m shall be supplemented by a capacitor discharge light, except where such lighting is considered unnecessary taking into account the characteristics of the system and the nature of the meteorological conditions. (16) Each capacitor discharge light shall be flashed twice a second in sequence, beginning with the outermost light and progressing toward the threshold to the innermost light of the system and the design of the electrical circuit shall be such that these lights can be operated independently of the other lights of the approach lighting system. (17) The side row shall consist of barrettes showing red and the length of a side row barrette and the spacing of its lights shall be equal to those of the touchdown zone light barrettes. (18) The lights forming the crossbars shall be fixed lights showing variable white and the lights shall be uniformly spaced at intervals of not more than 2.7 m. intensity of lights shall be (19) The the red compatible with the intensity of the white lights 156 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Visual approach slope indicator systems - 187 Verify source ↗
A visual approach slope indicator system shall
AI-assisted research summary: A visual approach slope indicator system must be provided for runway approaches when specified safety conditions exist.
187. A visual approach slope indicator system shall be provided to serve the approach to a runway whether or not the runway is served by other visual approach aids or by non-visual aids, where one or more of the following conditions exist: (a) the runway is used by turbojet or other aeroplanes with similar approach guidance requirements; (b) the pilot of any type of aeroplane may have difficulty in judging the approach due to: (i) (ii) (iii) inadequate visual guidance such as is experienced during an approach over water or featureless terrain by day or in the absence of sufficient extraneous lights in the approach area by night, or misleading information such as is produced by deceptive surrounding terrain or runway slopes; the presence of objects in the approach area may involve serious hazard if an aeroplane descends below the normal approach path, particularly if there are no non-visual or other visual aids to give warning of such objects; (c) physical conditions at either end of the runway present a serious hazard in the event of an aeroplane undershooting or overrunning the runway; and (d) terrain or prevalent meteorological conditions are such that the aeroplane may be subjected to unusual turbulence during approach. Approach slope and - 188 Verify source ↗
(1) The approach slope shall be appropriate for
AI-assisted research summary: This provision sets technical requirements for approach slopes and T-VASIS light beam settings at aerodromes.
188.-(1) The approach slope shall be appropriate for use by the aeroplanes using the approach. 157 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) elevation setting of light beams (2) When the runway on which a T-VASIS is provided is equipped with an ILS and/or MLS, the siting and elevations of the light units shall be such that the visual approach slope conforms as closely as possible with the glide path of the ILS and/or the minimum glide path of the MLS, as appropriate. (3) The elevation of the beams of the wing bar light units on both sides of the runway shall be the same. (4) The elevation of the top of the beam of the fly-up light unit nearest to each wing bar, and that of the bottom of the beam of the fly-down light unit nearest to each wing bar, shall be equal and shall correspond to the approach slope. (5) The cut-off angle of the top of the beams of successive fly-up light units shall decrease by 5 minutes of arc in angle of elevation at each successive unit away from the wing bar. (6) The cut-in angle of the bottom of the beam of the fly-down light units shall increase by 7 minutes of arc at each successive unit away from the wing bar as prescribed by the Authority. (7) The elevation setting of the top of the red light beams of the wing bar and fly-up light units shall be such that, during an approach, the pilot of an aeroplane to whom the wing bar and three fly-up light units are visible would clear all objects in the approach area by a safe margin if any such light did not appear red. (8) The azimuth spread of the light beam shall be suitably restricted where an object located outside the obstacle protection surface of the system, but within the lateral limits of its light beam, is found to extend above the plane of the obstacle protection surface and an aeronautical study indicates that the object could adversely affect the safety of operations. (9) The extent of the restriction shall be such that the object remains outside the confines of the light beam. 158 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) PAPI and APAPI - 189 Verify source ↗
(1) The PAPI system shall consist of a wing bar
AI-assisted research summary: This section sets technical requirements for PAPI and APAPI runway approach lighting systems.
189.-(1) The PAPI system shall consist of a wing bar of 4 sharp transition multi-lamp or paired single lamp units equally spaced and the system shall be located on the left side of the runway unless it is physically impracticable to do so. (2) The APAPI system shall consist of a wing bar of 2 sharp transition multi-lamp or paired single lamp units and the system shall be located on the left side of the runway unless it is physically impracticable to do so. (3) The wing bar of a PAPI shall be constructed and arranged in such a manner that a pilot making an approach will: (a) when on or close to the approach slope, see the two units nearest the runway as red and the two units farthest from the runway as white; (b) when above the approach slope, see the one unit nearest the runway as red and the three units farthest from the runway as white; and when further above the approach slope, see all the units as white; and (c) when below the approach slope, see the three units nearest the runway as red and the unit farthest from the runway as white; and when further below the approach slope, see all the units as red. (4) The wing bar of an APAPI shall be constructed and arranged in such a manner that a pilot making an approach will: (a) when on or close to the approach slope, see the unit nearer the runway as red and the unit farther from the runway as white; (b) when above the approach slope, see both the units as white; (c) when below the approach slope, see both the units as red. (d) located as in the basic configuration as prescribed by the Authority, subject to the installation tolerances given therein; 159 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (e) the units forming a wing bar shall be mounted so as to appear to the pilot of an approaching aircraft to be substantially in a horizontal line; (f) mounted as frangible; low as possible and shall be (g) suitable for both day and night operations. (5) The colour transition from red to white in the vertical plane shall be such as to appear to an observer, at a distance of not less than 300 m, to occur within a vertical angle of not more than 30. (6) At full intensity the red light shall have a Y coordinate not exceeding 0.320. (7) Suitable intensity control shall be provided so as to allow adjustment to meet the prevailing conditions and to avoid dazzling the pilot during approach and landing. (8) The light unit shall be (a) capable of adjustment in elevation so that the lower limit of the white part of the beam may be fixed at any desired angle of elevation between 1°30’ and at least 4°30’ above the horizontal. (b) designed that deposits of condensation, dirt, on optically transmitting or reflecting surfaces shall interfere to the least possible extent with the light signals and shall not affect the contrast between the red and white signals and the elevation of the transition sector. Approach slope and elevation setting of light units - 190 Verify source ↗
(1) When the runway is equipped with an ILS
AI-assisted research summary: Runway light units must be positioned and angled to support the correct approach path and safe obstacle clearance, with matching settings for paired wing bars.
190.-(1) When the runway is equipped with an ILS and/or MLS, the siting and the angle of elevation of the light units shall be such that the visual approach slope conforms as closely as possible with the glide path of the ILS or the minimum glide path of the MLS, as appropriate. (2) The angle of elevation settings of the light units in a PAPI wing bar shall be such that, during an approach, the pilot of an aeroplane observing a signal of one white and three reds will clear all objects in the approach area by a safe margin. 160 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) The angle of elevation settings of the light units in an APAPI wing bar shall be such that, during an approach, the pilot of an aeroplane observing the lowest on slope signal, one white and one red, will clear all objects in the approach area by a safe margin. (4) The azimuth spread of the light beam shall be suitably restricted where an object located outside the obstacle protection surface of the PAPI or APAPI system, but within the lateral limits of its light beam, is found to extend above the plane of the obstacle protection surface and an aeronautical study indicates that the object could adversely affect the safety of operations. (5) The extent of the restriction shall be such that the object remains outside the confines of the light beam. (6) Where wing bars are installed on each side of the runway to provide roll guidance, corresponding units shall be set at the same angle so that the signals of each wing bar change symmetrically at the same time. - 191 Verify source ↗
(1) An obstacle protection surface shall be
AI-assisted research summary: Obstacle protection surfaces must be established for visual approach slope indicator systems, and the Authority prescribes their characteristics.
191.-(1) An obstacle protection surface shall be established when it is intended to provide a visual approach slope indicator system. (2) The characteristics of the obstacle protection surface, on origin, divergence, length and slope, shall as prescribed by the Authority. (3) New objects or extensions of existing objects shall not be permitted above an obstacle protection surface except when, in the opinion of the Authority, the new object or extension would be shielded by an existing immovable object. (4) Existing objects above an obstacle protection surface shall be removed except when, in the opinion of the Authority, the object is shielded by an existing immovable object, or after aeronautical study it is determined that the object would not adversely affect the safety of operations of aeroplanes. 161 Obstacle protection surface for AVASIS, T-VASIS and PAPI and APAPI The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (5) Where an aeronautical study indicates that an existing object extending above an obstacle protection surface could adversely affect the safety of operations of aeroplanes one or more of the following measures shall be taken: (a) suitably raise the approach slope of the system; (b) reduce the azimuth spread of the system so that the object is outside the confines of the beam; (c) displace the axis of the system and its associated obstacle protection surface by no more than 5°; (d) suitably displace the threshold; and (e) where d) is found to be impracticable, suitably displace the system upwind of the threshold to provide an increase in threshold crossing height equal to the height of the object penetration. Circling guidance lights - 192 Verify source ↗
(1) Circling guidance lights shall be provided
AI-assisted research summary: Circling guidance lights must be provided when existing approach and runway lighting do not let a circling aircraft identify the runway or approach area well enough.
192.-(1) Circling guidance lights shall be provided when existing approach and runway lighting systems do not satisfactorily permit identification of the runway and/or approach area to a circling aircraft in the conditions for which it is intended the runway be used for circling approaches. (2) The location and number of circling guidance lights shall be adequate to enable a pilot, to: (a) join the downwind leg or align and adjust the aircraft’s track to the runway at a required distance from it and to distinguish the threshold in passing; and (b) keep in sight the runway threshold or other features which will make it possible to judge the turn on to base leg and final approach, taking into account the guidance provided by other visual aids. 162 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) Circling guidance lights shall consist of: (a) lights indicating the extended centre line of the runway and/or parts of any approach lighting system; (b) lights indicating the position of the runway threshold; (c) lights indicating the direction or location of the runway; or (d) or a combination of such lights as is appropriate to the runway under consideration. (4) Circling guidance lights shall be fixed or flashing lights of an intensity and beam spread adequate for the conditions of visibility and ambient light in which it is intended to make visual circling approaches. (5) The flashing lights shall be- (a) white, and the steady lights either white or gaseous discharge lights; (b) designed and be installed in such a manner that they will not dazzle or confuse a pilot when approaching to land, taking off or taxiing. Runway lead-in lighting systems - 193 Verify source ↗
(1) A runway lead-in lighting system shall be
AI-assisted research summary: Runway lead-in lighting systems must be provided where visual guidance is desired along a specific approach path, and the Authority determines one end point of the system.
193.-(1) A runway lead-in lighting system shall be provided at an aerodrome where it is desired to provide visual guidance along a specific approach path, for reasons such as avoiding hazardous terrain or for purposes of noise abatement. (2) A runway lead-in lighting system shall- (a) consist of groups of lights positioned so as to define the desired approach path and so that one group may be sighted from the preceding group; and (b) extend from a point as determined by the Authority, up to a point where the approach lighting system, if provided, or the runway or the runway lighting system is in view. (3) The interval between adjacent groups shall not exceed approximately 1600 m. (4) Each group of lights of a runway lead-in lighting system shall consist of 163 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Runway threshold identificati on lights Runway edge lights (a) at least three flashing lights in a linear or cluster configuration; (b) flashing lights which are white, and the steady burning lights gaseous discharge lights (5) The system may be augmented by steady burning lights where such lights would assist in identifying the system. (6) Flash lights which are in sequence towards the runway. - 194 Verify source ↗
(1) Runway threshold identification lights shall
AI-assisted research summary: Runway threshold identification lights must be installed in the situations described and must meet the stated placement, flashing, and visibility requirements.
194.-(1) Runway threshold identification lights shall be installed: (a) at the threshold of a non-precision approach runway when additional threshold conspicuity is necessary or where it is not practicable to provide other approach lighting aids; and runway threshold from is permanently (b) where a displaced runway extremity or temporarily displaced from the normal position and additional threshold conspicuity is necessary. (2) Runway threshold identification lights shall be located symmetrically about the runway centre line, in line with the threshold and approximately 10 m outside each line of runway edge lights. the (3) Runway threshold identification lights shall be flashing white lights with a flash frequency between 60 and 120 per minute. (4) The lights shall be visible only in the direction of approach to the runway. - 195 Verify source ↗
(1) Runway edge lights shall be provided for a
AI-assisted research summary: Runway edge lights must be provided and installed in specified positions and spacings for certain runways.
195.-(1) Runway edge lights shall be provided for a runway intended for use at night or for a precision approach runway intended for use by day or night. (2) Runway edge lights shall be provided on a runway intended for take-off with an operating minimum below an RVR of the order of 800 m by day. (3) Runway edge lights shall be placed along the full length of the runway and shall be in two parallel rows equidistant from the centre line. 164 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) Runway edge lights shall be placed along the edges of the area declared for use as the runway or outside the edges of the area at a distance of not more than 3 m. (5) Where the width of the area which could be declared as runway exceeds 60 m, the distance between the rows of lights shall be determined taking into account the nature of the operations, the light distribution characteristics of the runway edge lights, and other visual aids serving the runway. (6) The lights shall be uniformly spaced in rows at intervals of not more than 60 m for an instrument runway, and at intervals of not more than 100 m for a non-instrument runway. (7) The lights on opposite sides of the runway axis shall be on lines at right angles to that axis. (a) (b) at intersections of runways, may be spaced irregularly or omitted, provided that adequate guidance remains available to the pilot. (8) Runway edge lights shall be fixed lights showing variable white, except that: (a) in the case of a displaced threshold, the lights between the beginning of the runway and the displaced the approach direction; and threshold shall show red in (b) a section of the lights 600 m or one-third of the runway length, whichever is the less, at the remote end of the runway from the end at which the take-off run is started, may show yellow. (9) The runway edge lights shall show at all angles in azimuth necessary to provide guidance to a pilot landing or taking off in either direction and when the runway edge lights are intended to provide circling guidance, they shall show at all angles in azimuth. Runway threshold and wing bar lights - 196 Verify source ↗
(1) Runway threshold lights shall be provided
AI-assisted research summary: Runways with runway edge lights must have threshold lights, except in a stated non-instrument or non-precision displaced-threshold case with wing bar lights.
196.-(1) Runway threshold lights shall be provided for a runway equipped with runway edge lights except on a non-instrument or non-precision approach runway where the threshold is displaced and wing bar lights are provided. 165 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (2) When a threshold is at the extremity of a runway, the threshold lights shall be placed in a row at right angles to the runway axis as near to the extremity of the runway as possible and, in any case, not more than 3 m outside the extremity. (3) When a threshold is displaced from the extremity of a runway, threshold lights shall be placed in a row at right angles to the runway axis at the displaced threshold. (4) Threshold lighting shall consist of: (a) on a non-instrument or non-precision approach runway, at least six lights; (b) on a precision approach runway category I, at least the number of lights that would be required if the lights were uniformly spaced at intervals of 3 m between the rows of runway edge lights; and (c) on a precision approach runway category II or III, lights uniformly spaced between the rows of runway edge lights at intervals of not more than 3 m. (5) The lights prescribed in (4) (a) and (b) shall be (a) equally spaced between the rows of runway edge lights; or (b) Symmetrically disposed about the runway centre line in two groups, with the lights uniformly spaced in each group and with a gap between the groups equal to the gauge of the touchdown zone marking or lighting, where such is provided, or otherwise not more the distance between the rows of runway edge lights. than half either: (5) Wing bar lights shall be provided on a precision approach runway when additional conspicuity is considered desirable. (6) Wing bar lights shall be provided on a non- instrument or non-precision approach runway where the threshold is displaced and runway threshold lights are required, but are not provided. 166 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Runway end lights (7) (a) Wing bar lights shall be symmetrically disposed about the runway centre line at the threshold in two groups, i.e. wing bars. (b) Each wing bar shall be formed by at least five lights extending at least 10 m outward from, and at right angles to, the line of the runway edge lights, with the innermost light of each wing bar in the line of the runway edge lights. (8) (a) Runway threshold and wing bar lights shall be fixed unidirectional lights showing green in the direction of approach to the runway. (b) The intensity and beam spread of the lights shall be adequate for the conditions of visibility and ambient light in which use of the runway is intended. - 197 Verify source ↗
(1) Runway end lights shall be provided for a
AI-assisted research summary: Runway end lights must be provided for runways with runway edge lights, and they must meet placement, spacing, and lighting specifications.
197.-(1) Runway end lights shall be provided for a run-way equipped with runway edge lights. (2) Runway end lights shall be placed on a line at right angles to the runway axis as near to the end of the runway as possible and, in any case, not more than 3 m outside the end. (3) Runway end lighting shall consist of at least six lights, which shall be either: (a) equally spaced between the rows of runway edge lights, or (b) symmetrically disposed about the runway centre line in two groups with the lights uniformly spaced in each group and with a gap between the groups of not more than half the distance between the rows of runway edge lights. (4) For a precision approach runway category III, the spacing between runway end lights, except between the two innermost lights if a gap is used, shall not exceed 6 m. (5) Runway end lights shall be fixed unidirectional lights showing red in the direction of the runway and the intensity. (6) Beam spread of the lights shall be adequate for the conditions of visibility and ambient light in which use of the runway is intended. 167 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Runway centre line lights - 198 Verify source ↗
(1) Runway centre line lights shall be provided
AI-assisted research summary: Runway centre line lights must be provided for certain precision approach and take-off runways, and may be slightly offset only when centre-line placement is not practicable.
198.-(1) Runway centre line lights shall be provided on a precision approach runway category II. (2) Runway centre line lights shall be provided on a precision approach runway category I, particularly when the runway is used by aircraft with high landing speeds or where the width between the runway edge lights is greater than 50 m. (3) Runway centre line lights shall be provided on a runway intended to be used for take-off with an operating minimum below an RVR of the order of 400 m. (4) Runway centre line lights shall be provided on a runway intended to be used for take-off with an operating minimum of an RVR of the order of 400 m or higher when used by aeroplanes with a very high take-off speed, particularly where the width between the runway edge lights is greater than 50 m. (5) Runway centre line lights shall be located along the centre line of the runway, except that the lights may be uniformly offset to the same side of the runway centre line by not more than 60 cm where it is not practicable to locate them along the centre line. (6) The lights shall be located from the threshold to the end at longitudinal spacing of approximately 15 m. 168 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (7) Centre line guidance for take-off from the beginning of a runway to a displaced threshold shall be provided by: (a) an approach lighting system if its characteristics and the guidance required during take-off and it does not dazzle the pilot of an aircraft taking off; or intensity settings afford (b) runway centre line lights; or (c) barrettes of at least 3 m length and spaced at uniform intervals of 30 m, as shown in Figure 5- 23, designed their photometric that characteristics and intensity setting afford the guidance take-off without required during dazzling the pilot of an aircraft taking off: so (i) where necessary, provision shall be made to extinguish those centre line lights specified in b) or reset the intensity of lighting system or barrettes when the runway is being used for landing; the approach (ii) in no case shall only the single source runway centre line lights show from the beginning of the runway to a displaced threshold when the runway is being used for landing. (8) Runway centre line lights shall be fixed lights showing- (a) variable white from the threshold to the point 900 m from the runway end; (b) alternate red and variable white from 900 m to 300 m from the runway end; (c) red from 300 m to the runway end, except that for runways less than 1 800 m in length; (d) alternate red and variable white lights shall extend from the mid-point of the runway usable for landing to 300 m from the runway end. 169 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Runway touchdow n zone lights - 199 Verify source ↗
(1) Touchdown zone lights shall be provided in
AI-assisted research summary: Touchdown zone lights must be provided for precision approach runways category II or III, and their layout and spacing must follow the stated measurements.
199.-(1) Touchdown zone lights shall be provided in the touchdown zone of a precision approach runway category II or III. (2) Touchdown zone lights shall extend from the threshold for a longitudinal distance of 900 m, except that, on runways less than 1 800 m in length, the system shall be shortened so that it does not extend beyond the midpoint of the runway. (3) The pattern shall be formed by pairs of barrettes symmetrically located about the runway centre line. (4) The lateral spacing between the innermost lights of a pair of barrettes shall be equal to the lateral spacing selected for the touchdown zone marking. (5) The longitudinal spacing between pairs of barrettes shall be either 30 m or 60 m. (6) Barrette shall be- (a) composed of at least three lights with a spacing between the lights of not more than 1.5m; (b) not less than 3 m nor more than 4.5 m in length; (7) Touchdown zone lights shall be- (a) fixed uni-directional lights showing variable white; and (b) in accordance with the specifications of Figure A2-5 in the Eighth Schedule to these regulations. Simple Touchdow n Zone Lights - 200 Verify source ↗
(1) Except where Touchdown Zone Lights are
AI-assisted research summary: At certain aerodromes, Simple Touchdown Zone Lights must be provided, and if installed they must meet specified placement, spacing, and lighting characteristics.
200.-(1) Except where Touchdown Zone Lights are provided, at an aerodrome where the approach angle is greater than 3.5 degrees and the Landing Distance Available combined with other factors increases the risk of an overrun, Simple Touchdown Zone Lights shall be provided. 170 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Rapid exit taxiway indicator lights (2) Simple Touchdown Zone Lights shall be a pair of lights located on each side of the runway centreline 0.3 metres beyond the upwind edge of the final Touchdown Zone Marking. (3) The lateral spacing between the inner lights of the two pairs of lights shall be equal to the lateral spacing selected for the Touchdown Zone Marking. (4) The spacing between the lights of the same pair shall not be more than 1.5 m or half the width of the touchdown zone marking, whichever is greater. (5) Where provided on a runway without TDZ markings, Simple Touchdown Zone lights shall be installed in such a position that provides the equivalent TDZ information. (6) Simple Touchdown Zone Lights shall be fixed unidirectional lights showing variable white, aligned so as to be visible to the pilot of a landing aeroplane in the direction of approach to the runway - 201 Verify source ↗
(1) Rapid exit taxiway indicator lights shall be
AI-assisted research summary: Rapid exit taxiway indicator lights must be provided on certain runways, and they must not be displayed if a lamp or other failure prevents the light pattern.
201.-(1) Rapid exit taxiway indicator lights shall be provided on a runway intended for use in runway visual range condition less than value of 350 m or where the traffic density is heavy. (2) Rapid exit taxiway indicator lights shall not be displayed in the event of any lamp failure or other failure that prevents the display of the light pattern. (3) A set of rapid exit taxiway indicator lights shall be located on the runway on the same side of the runway centre line as the associated rapid exit taxiway and in each set, the light shall be located 2 m apart and light nearest to the runway centre line shall be displaced 2 m from the runway centre line. (4) Where more than one rapid exit taxiway exits on a runway, the set of rapid exit taxiway indicator light for each exit shall not overlap when displayed. (5) Rapid exit taxiway indicator lights shall be fixed unidirectional yellow lights, aligned so as to be visible to the pilot of a landing aeroplane in the directional of approach to the runway 171 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Stop-way lights - 202 Verify source ↗
(1) Stop-way lights shall be provided for a stop
AI-assisted research summary: Stop-way lights must be provided for a stop-way intended for use at night.
202.-(1) Stop-way lights shall be provided for a stop- way intended for use at night. (2) Stop-way lights shall be placed along the full length of the stop-way and shall be in two parallel rows that are equidistant from the centre line and coincident with the rows of the runway edge lights. (3) Stop-way lights shall also be provided across the end of a stop-way on a line at right angles to the stop-way axis as near to the end of the stop-way as possible and, in any case, not more than 3 m outside the end Taxiway centre line lights on - - 203 Verify source ↗
(1) Taxiway centre line lights shall be provided
AI-assisted research summary: Taxiway centre line lights must be provided in several runway, taxiway, apron, and visibility situations, with exceptions for light traffic where other markings and edge lights give adequate guidance.
203.-(1) Taxiway centre line lights shall be provided (a) an exit taxiway and apron intended for use in runway visual range conditions less than a value of 350 m in such a manner as to provide continuous guidance between the runway centre line and aircraft stands, except that these lights need not be provided where the traffic density is light and taxiway edge lights and centre line marking provide adequate guidance; (b) a taxiway intended for use at night in runway visual range conditions of 350 m or greater, and particularly on complex taxiway intersections and exit taxiways, except that these lights need not be provided where the traffic density is light and taxiway edge lights and centre line marking provide adequate guidance; (c) an exit taxiway, taxiway and apron in all visibility as conditions where components of an advanced surface movement guidance and control system in such a manner as to provide continuous guidance between the runway centre line and aircraft stands; specified 172 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (d) a runway forming part of a standard taxi-route and intended for taxiing in runway visual range conditions less than a value of 350 m, except that these lights need not be provided where the traffic density is light and taxiway edge lights and centre line marking provide adequate guidance; (e) in all visibility conditions on a runway forming part of a standard taxi route where specified as components of an advanced surface movement guidance and control system; (2) Taxiway centre line lights on a taxiway other than an exit taxiway and on a runway forming part of a standard taxi-route shall be fixed lights showing green with beam dimensions such that the light is visible only from aeroplanes on or in the vicinity of the taxiway (3) Taxiway centre line lights on an exit taxiway shall be fixed lights. (4) Alternate taxiway centre line lights shall show green and yellow from their beginning near the runway centre line to the perimeter of the ILS/MLS critical or sensitive area or the lower edge of the inner transitional the runway; and is farthest from surface, whichever thereafter all lights shall show green. (5) The first light in the exit centre line shall always show green and the light nearest to the perimeter shall always show yellow. (6) Where it is necessary to denote the proximity to a runway, taxiway centre line lights shall be fixed lights showing alternating green and yellow from the perimeter of the ILS/MLS critical or sensitive area or the lower edge of the inner transitional surface, whichever is farthest from the runway, to the runway and continue alternating green and yellow until: (a) their end point near the runway centre line; or (b) in the case of the taxiway centre line lights crossing the runway, to the opposite perimeter of the ILS/MLS critical or sensitive area or the lower edge of the inner transitional surface, whichever is farthest from the runway. 173 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (7) Where higher intensities are required, from an operational point of view, taxiway centreline lights on rapid exit taxiways intended for use in runway visual range conditions less than a value of 350m shall be in accordance with the specifications prescribed by the Authority. (8) The number of levels of brilliancy settings for these lights shall be the same as that for the runway centreline lights. (9) Where taxiway centre line lights are specified as components of an advanced surface movement guidance and control system and where, from an operational point of view, to maintain ground required higher movements at a certain speed in very low visibilities or in bright daytime conditions, taxiway centre line lights shall be in accordance with the specifications prescribed by the Authority. intensities are (10) Taxiway centre line lights shall normally be located on the taxiway centre line marking, except that they may be offset by not more than 30cm where it is not practicable to locate them on the marking. Taxiway centre line lights on taxiways
Part
part of a standard taxi route where specified as
- 204 Verify source ↗
(1) Taxiway centre line lights on a straight
AI-assisted research summary: Taxiway centre line lights must be spaced no more than 30 m apart on straight sections, with narrower or wider spacing allowed in specified conditions; curves have separate spacing rules.
204.-(1) Taxiway centre line lights on a straight section of a taxiway shall be spaced at longitudinal intervals of not more than 30 m, except that: (a) larger intervals not exceeding 60 m may be used where, because of the prevailing meteorological conditions, adequate guidance is provided by such spacing; (b) intervals less than 30 m shall be provided on short straight sections; and (c) on a taxiway intended for use in RVR conditions of less than a value of 350 m, the longitudinal spacing shall not exceed 15 m (2) Taxiway centre line lights on a taxiway curve shall continue from the straight portion of the taxiway at a constant distance from the outside edge of the taxiway curve. (3) The lights shall be spaced at intervals such that a clear indication of the curve is provided 174 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) On a taxiway intended for use in RVR conditions of less than a value of 350 m, the lights on a curve shall not exceed a spacing of 15 m and on a curve of less than 400 m radius the lights shall be spaced at intervals of not greater than 7.5 m; this spacing shall extend for 60 m before and after the curve. Taxiway centre line lights on other exit taxiways - 205 Verify source ↗
(1) Taxiway centre line lights on exit taxiways
AI-assisted research summary: Taxiway centre line lights on exit taxiways (other than rapid exit taxiways) must start where the centre line marking curves from the runway centre line and be spaced no more than 7.5 m apart.
205.-(1) Taxiway centre line lights on exit taxiways other than rapid exit taxiways shall commence at the point where the taxiway centre line marking begins to curve from the runway centre line, and follow the curved taxiway centre line marking at least to the point where the marking leaves the runway and the first light shall be at least 60 cm from any row of runway centre line lights. (2) The lights shall be spaced at longitudinal intervals of not more than 7.5 m. Taxiway centre line lights on runways - 206 Verify source ↗
Taxiway centre line lights on a runway forming
AI-assisted research summary: Taxiway centre line lights on a runway section used for taxiing in runway visual range below 350 m must be spaced no more than 15 m apart.
206. Taxiway centre line lights on a runway forming part of a standard taxi-route and intended for taxiing in runway visual range conditions less than a value of 350 m shall be spaced at longitudinal intervals not exceeding 15 m. Taxiway edge lights
Part
part of a standard taxi-route and intended for taxiing in
- 207 Verify source ↗
(1) Taxiway edge lights shall be provided at the
AI-assisted research summary: Taxiway edge lights must be provided in listed night-use situations, unless adequate guidance can be achieved by surface illumination or other means.
207.-(1) Taxiway edge lights shall be provided at the edges of a holding bay, apron, among others intended for use at night and on a taxiway not provided with taxiway centre line lights and intended for use at night, except that taxiway edge lights need not be provided where, considering the nature of the operations, adequate guidance can be achieved by surface illumination or other means (2) Taxiway edge lights shall be provided on a runway forming part of a standard taxi-route and intended for taxiing at night where the runway is not provided with taxiway centre line lights 175 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) Taxiway edge lights on a straight section of a taxiway and on a runway forming part of a standard taxi- route shall be spaced at uniform longitudinal intervals of not more than 60 m. (4) The lights on a curve shall be spaced at intervals less than 60 m so that a clear indication of the curve is provided (5) Taxiway edge lights- (a) on a holding bay, apron, etc. shall be spaced at uniform longitudinal intervals of not more than 60 m; and (b) a runway turn pad shall be spaced at uniform longitudinal interval of not more than 30m. (6) The lights shall be located as near as practicable to the edges of the taxiway, runway turn pad, holding bay, apron or runway, etc. or outside the edges at a distance of not more than 3 m. (7) Taxiway edge lights shall be fixed lights showing blue. (8) The lights shall show up to at least 75° above the horizontal and at all angles in azimuth necessary to provide guidance to a pilot taxiing in either direction. (9) At an intersection, exit or curve the lights shall be shielded as far as practicable so that they cannot be seen in angles of azimuth in which they may be confused with other lights. (10) Intensity of taxiway edge lights shall be at least 2 cd from 0° to 6° vertical, and 0.2 cd at any vertical angles between 6° and 75°. - 208 Verify source ↗
(1) Runway turn pad lights shall be provided for
AI-assisted research summary: Runway turn pad lights must be provided for runway turns in low-visibility conditions below 350 m, and they must be placed and spaced as specified.
208.-(1) Runway turn pad lights shall be provided for continuous guidance on a runway turn pad intended for use in runway visual range conditions less than a value of 350 m, to enable an aeroplane to complete a 180-degree turn and align with the runway centre line. (2) Runway turn pad lights shall normally be located on the runway turn pad marking, except that they may be offset by not more than 30 cm where it is not practicable to locate them on the marking. 176 Runway turn pad lights The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) Runway turn pad lights on a straight section of the runway turn pad marking shall be spaced at longitudinal intervals of not more than 15 m. (4) Runway turn pad lights on a curved section of the runway turn pad marking shall not exceed a spacing of 7.5 m. (5) Runway turn pad lights shall be unidirectional fixed lights showing green with beam dimensions such that the light is visible only from aeroplanes on or approaching the runway turn pad. Stop bars - 209 Verify source ↗
(1) An aerodrome operator shall install stop bars
AI-assisted research summary: An aerodrome operator must install stop bars that can be controlled manually or automatically by air traffic services.
209.-(1) An aerodrome operator shall install stop bars intended to be controlled either manually or automatically by air traffic services. (2) A stop bar shall be provided at every runway- holding position serving a runway when it is intended that the runway will be used in runway visual range conditions less than a value of 350 m, except where: (a) appropriate aids and procedures are available to assist in preventing inadvertent incursions of traffic onto the runway; or (b) operational procedures exist to limit, in runway visual range conditions less than a value of 550 m, the number of: (i) (ii) aircraft on the manoeuvring area to one at a time; and vehicles on the manoeuvring area to the essential minimum. 177 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) A stop bar shall be provided at every runway- holding position serving a runway when it is intended that the runway will be used in runway visual range conditions of values between 350 m and 550 m, except where: (a) appropriate aids and procedures are available to assist in preventing inadvertent incursions of traffic onto the runway; or (b) operational procedures exist to limit, in runway visual range conditions less than a value of 550 m, the number of: (i) (ii) aircraft on the manoeuvring area to one at a time; and vehicles on the manoeuvring area to the essential minimum. (4) Where there is more than one stop bar associated with a taxiway/runway intersection, only one shall be illuminated at any given time (5) A stop bar shall be provided at an intermediate holding position when it is desired to supplement markings with lights and to provide traffic control by visual means (6) Stop bars shall be located across the taxiway at the point where it is desired that traffic stop and where the additional lights specified by the Authority are provided, these lights shall be located not less than 3 m from the taxiway edge. (7) Stop bars shall consist of lights spaced at uniform intervals of no more than 3 m across the taxiway, showing red in the intended direction of approach to the intersection or runway-holding position. (8) A pair of elevated lights shall be added to each end of the stop bar where the in-pavement stop bar lights might be obscured from a pilot’s view, for example, by rain, or where a pilot may be required to stop the aircraft in a position so close to the lights that they are blocked from view by the structure of the aircraft. (9) Stop bars installed at a runway-holding position shall be unidirectional and shall show red in the direction of approach to the runway. 178 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (10) Where the additional lights specified by the Authority are provided, these lights shall have the same characteristics as the lights in the stop bar, but shall be visible to approaching aircraft up to the stop bar position. (11) Where stop bars are specified as components of an advanced surface movement guidance and control system and where, from an operational point of view, higher intensities are required to maintain ground movements at a certain speed in very low visibilities or in bright daytime conditions, the intensity in red light and beam spreads of stop bar lights shall be in accordance with the specifications prescribed by the Authority. (12) The lighting circuit shall be designed so that: (a) stop bars located across entrance taxiways are selectively switchable; (b) stop bars located across taxiways intended to be taxiways are switchable used only as exit selectively or in groups; (c) when a stop bar is illuminated, any taxiway centre line lights installed beyond the stop bar shall be extinguished for a distance of at least 90 m; and (d) stop bars are interlocked with the taxiway centre line lights so that when the centre line lights beyond the stop bar are illuminated the stop bar is extinguished and vice versa. Intermedia te holding position lights - 210 Verify source ↗
(1) Except where a stop bar has been installed,
AI-assisted research summary: Intermediate holding position lights must be provided in certain runway conditions, unless a stop bar is installed.
210.-(1) Except where a stop bar has been installed, intermediate holding position lights shall be provided at an intermediate holding position intended for use in runway visual range conditions less than a value of 350 m. (2) Intermediate holding position lights shall be provided at an intermediate holding position where there is no need for stop-and-go signals as provided by a stop bar. (3) Intermediate holding position lights shall be located along the intermediate holding position marking at a distance of 0.3 m prior to the marking 179 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) (a) Intermediate holding position lights shall consist of three fixed unidirectional lights showing yellow in the direction of approach to the intermediate holding position with a light distribution similar to taxiway centre line lights if provided. (b) The lights shall be disposed symmetrically about and at right angle to the taxiway centre line, with individual lights spaced 1.5 m apart. Runway guard lights - 211 Verify source ↗
(1) Runway guard lights, Configuration A, shall
AI-assisted research summary: Runway guard lights must be provided and configured in specific ways at runway and taxiway intersections, with different rules for Configuration A and B.
211.-(1) Runway guard lights, Configuration A, shall intersection taxiway or be provided at each associated with a runway intended for use in: runway (a) runway visual range conditions less than a value of 550 m where a stop bar is not installed; and (b) runway visual range conditions of values between 550 m and 1 200 m where the traffic density is heavy. (2) As part of runway incursion prevention measures, runway guard lights, Configuration A or B, shall be provided at each taxiway or runway intersection where runway incursion hot spots have been identified, and used under all weather conditions during day and night. (3) Configuration B runway guard lights shall not be collocated with a stop bar. (4) Runway guard lights, Configuration A, shall be located at each side of the taxiway at a distance from the runway centre line not less than that specified for a take-off runway. (5) Runway guard lights, Configuration B, shall be located across the taxiway at a distance from the runway centre line not less than that specified for a take-off runway. (6) Runway guard lights, Configuration A, shall consist of two pairs of yellow lights. (7) Where there is a need to enhance the contrast between the on and off state of runway guard lights, Configuration A, intended for use during the day, a visor of sufficient size to prevent sunlight from entering the lens without interfering with the function of the fixture shall be located above each lamp. 180 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (8) Runway guard lights, Configuration B, shall consist of yellow lights spaced at intervals of 3 m across the taxiway. (9) The light beam shall be unidirectional and aligned so as to be visible to the pilot of an aeroplane taxiing to the holding position. (10) The intensity in yellow light and beam spreads of lights of Configuration A shall be in accordance with the specifications prescribed by the Authority. (11) Where runway guard lights are intended for use during the day, the intensity in yellow light and beam spreads of lights of Configuration A shall be in accordance with the specifications prescribed by the Authority. (12) Where runway guard lights are specified as components of an advanced surface movement guidance and control system where higher light intensities are required, the intensity in yellow light and beam spreads of lights of Configuration A shall be the specifications prescribed by the Authority. in accordance with (13) The intensity in yellow light and beam spreads of lights of Configuration B shall be in accordance with the specifications prescribed by the Authority. (14) Where runway guard lights are intended for use during the day, the intensity in yellow light and beam spreads of lights of Configuration B shall be in accordance with the specifications prescribed by the Authority. (15) Where runway guard lights are specified as components of an advanced surface movement guidance and control system where higher light intensities are required, the intensity in yellow light and beam spreads of lights of Configuration B shall be the specifications prescribed by the Authority. in accordance with (16) The lights in each unit of Configuration A shall be illuminated alternately. (17) For Configuration B, adjacent lights shall be lights shall be illuminated and alternative alternately illuminated in unison. 181 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Apron floodlighti ng (18) The lights shall be illuminated between 30 and 60 cycles per minute and the light suppression and illumination periods shall be equal and opposite in each light. - 212 Verify source ↗
(1) Apron floodlighting shall be provided on an
AI-assisted research summary: Aprons and designated isolated aircraft parking positions used at night must have floodlighting that gives adequate, low-glare illumination and meets specified lighting levels and distribution requirements.
212.-(1) Apron floodlighting shall be provided on an apron and on a designated isolated aircraft parking position intended to be used at night. (2) Apron floodlights shall be located so as to provide adequate illumination on all apron service areas, with a minimum of glare to pilots of aircraft in flight and on the ground, aerodrome and apron controllers, and personnel on the apron. (3) The arrangement and aiming of floodlights shall be such that an aircraft stand receives light from two or more directions to minimize shadows. (5) The spectral distribution of apron floodlights shall be such that the colours used for aircraft marking connected with routine servicing, and for surface and obstacle marking, can be correctly identified. (5) The average illuminance shall be at least the following: (a) Aircraft stand: (i) horizontal illuminance 20 lux with a uniformity ratio (average to minimum) of not more than 4 to 1; and (ii) vertical illuminance 20 lux at a height of 2 m above the apron in relevant directions. (b) Other apron areas orizontal illuminance — 50 per cent of the average illuminance on the aircraft stands with a uniformity ratio (average to minimum) of not more than 4 to 1. Visual docking guidance system - 213 Verify source ↗
(1) A visual docking guidance system shall be
AI-assisted research summary: A visual docking guidance system must be provided when it is needed to show the precise position of an aircraft on a stand and other means, such as marshallers, are not practical.
213.-(1) A visual docking guidance system shall be provided when it is intended to indicate, by a visual aid, the precise positioning of an aircraft on an aircraft stand and other alternative means, such as marshallers, are not practicable. 182 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (2) The visual docking guidance system shall provide characteristics specifications, and azimuth and stopping guidance. (3) The azimuth guidance unit and the stopping position indicator shall be adequate for use in all weather, visibility, background lighting and pavement conditions for which the system is intended both by day and night, but shall not dazzle the pilot. (4) The azimuth guidance unit and the stopping position indicator shall be of a design such that: (a) a clear indication of malfunction of either or both is available to the pilot; and (b) they can be turned off. (5) The azimuth guidance unit and the stopping position indicator shall be located in such a way that there is continuity of guidance between the aircraft stand markings, the aircraft stand manoeuvring guidance lights, if present, and the visual docking guidance system. (6) The accuracy of the system shall be adequate for the type of loading bridge and fixed aircraft servicing installations with which it is to be used. (7) The system shall be usable by all types of aircraft for which the aircraft stand is intended, preferably without selective operation. (8) If selective operation is required to prepare the system for use by a particular type of aircraft, then the system shall provide an identification of the selected aircraft type to both the pilot and the system operator as a means of ensuring that the system has been set properly. Azimuth guidance unit - 214 Verify source ↗
(1) The azimuth guidance unit shall be located
AI-assisted research summary: The azimuth guidance unit must be positioned, aligned, and marked so it is visible and gives clear left/right guidance during aircraft docking.
214.-(1) The azimuth guidance unit shall be located on or close to the extension of the stand centre line ahead of the aircraft so that its signals are visible from the cockpit of an aircraft throughout the docking manoeuvre and aligned for use at least by the pilot occupying the left seat. (2) The azimuth guidance unit shall be aligned for use by the pilots occupying both the left and right seats. 183 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Stopping position indicator Advanced Visual Docking Guidance System (3) The azimuth guidance unit shall provide unambiguous left or right guidance which enables the pilot to acquire and maintain the lead-in line without over controlling. (4) When azimuth guidance is indicated by colour change, green shall be used to identify the centre line and red for deviations from the centre line. - 215 Verify source ↗
(1) The stopping position indicator shall be
AI-assisted research summary: The stopping position indicator must be placed and designed so pilots can see the relevant signals and stopping position information, and it must provide closing rate information.
215.-(1) The stopping position indicator shall be located in conjunction with, or sufficiently close to, the azimuth guidance unit so that a pilot can observe both the azimuth and stop signals without turning the head. (2) The stopping position indicator shall be usable at least by the pilot occupying the left seat. (3) The stopping position indicator shall be usable by the pilots occupying both the left and right seats. (4) The stopping position information provided by the indicator for a particular aircraft type shall account for the anticipated range of variations in pilot eye height and/or viewing angle. (5) The stopping position indicator shall show the stopping position for the aircraft for which guidance is being provided, and shall provide closing rate information to enable the pilot to gradually decelerate the aircraft to a full stop at the intended stopping position (6) The stopping position indicator shall provide closing rate information over a distance of at least 10 m - 216 Verify source ↗
(1) The A-VDGS shall be suitable for use by all
AI-assisted research summary: The A-VDGS must meet several operational and display requirements for aircraft docking guidance.
216.-(1) The A-VDGS shall be suitable for use by all types of aircraft for which the aircraft stand is intended. (2) The A-VDGS shall be used only in conditions in which its operational performance is specified (3) The docking guidance information provided by an A-VDGS shall not conflict with that provided by a conventional visual docking guidance system on an aircraft stand if both types are provided and are in operational use and a method of indicating that the A-VDGS is not in operational use or is unserviceable shall be provide. 184 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) The A-VDGS shall be located such that unobstructed and unambiguous guidance is provided to the person responsible for, and persons assisting, the docking of the aircraft throughout the docking manoeuvre. (5) The A-VDGS shall provide, at minimum, the following guidance information at the appropriate stage of the docking manoeuvre: (a) an emergency stop indication; (b) the aircraft type and model for which the guidance is provided; (c) an indication of the lateral displacement of the aircraft relative to the stand centre line; (d) the direction of azimuth correction needed to correct a displacement from the stand centre line; (e) an indication of the distance to the stop position; (f) an indication when the aircraft has reached the correct stopping position; and (g) a warning indication if the aircraft goes beyond the appropriate stop position. (6) The A-VDGS shall be capable of providing docking guidance information for all aircraft taxi speeds encountered during the docking manoeuvre. (7) Symbols and graphics used to depict guidance information shall be intuitively representative of the type of information provided. (8) Information on the lateral displacement of the aircraft relative to the stand centre line shall be provided at least 25 m prior to the stop position. (9) Continuous closure distance and closure rate shall be provided from at least 15 m prior to the stop position. (10) Throughout the docking manoeuvre, an appropriate means shall be provided on the A-VDGS to indicate the need to bring the aircraft to an immediate halt. In such an event, which includes a failure of the A-VDGS, no other information shall be displayed. (11) Provision to initiate an immediate halt to the docking procedure shall be made available to personnel responsible for the operational safety of the stand 185 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Aircraft Stand manoeuvri ng guidance lights Road- holding position light - 217 Verify source ↗
(1) Aircraft stand manoeuvring guidance lights
AI-assisted research summary: Aircraft stand manoeuvring guidance lights must be positioned with aircraft stand markings, and their color and visibility depend on whether they indicate guidance or a stop position.
217.-(1) Aircraft stand manoeuvring guidance lights shall be collocated with the aircraft stand markings. (2) Aircraft stand manoeuvring guidance lights, other than those indicating a stop position, shall be fixed yellow lights, visible throughout the segments within which they are intended to provide guidance. (3) The lights indicating a stop position shall be fixed unidirectional lights showing red. - 218 Verify source ↗
(1) A road-holding position light shall be
AI-assisted research summary: A road-holding position light is required at each holding position serving a runway when the runway is intended for use in runway visual range conditions below 350 m.
218.-(1) A road-holding position light shall be provided at each road-holding position serving a runway when it is intended that the runway will be used in runway visual range conditions less than a value of 350 m. (2) A road-holding position light shall be located adjacent to the holding position marking 1.5 m (±0.5 m) from one edge of the road, i.e. left or right as appropriate to the local traffic regulations. (3) The road-holding position light shall comprise: (a) a controllable red (stop)/green (go) traffic light; or (b) a flashing-red light. (4) The road-holding position light beam shall be unidirectional and aligned so as to be visible to the driver of a vehicle approaching the holding position. (5)The intensity of the light beam shall be adequate for the conditions of visibility and ambient light in which the use of the holding position is intended, but shall not dazzle the driver. (6) The flash frequency of the flashing-red light shall be between 30 and 60 flashes per minute. No-entry bar - 219 Verify source ↗
(1) A no-entry bar shall be provided across a
AI-assisted research summary: No-entry bars must be provided on exit-only taxiways, and their lighting must follow the Authority’s specifications.
219.-(1) A no-entry bar shall be provided across a taxiway which is intended to be used as an exit only taxiway to assist in preventing inadvertent access of traffic to that taxiway. (2) The intensity in red light and beam spreads of no- entry bar lights shall be in accordance with the specifications of the Authority. 186 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) Where provided the lighting circuit of a No entry sign shall be designed so that: (a) no-entry bars are switchable selectively or in groups; (b) when a no-entry bar is illuminated, any taxiway centre line lights installed beyond the no-entry bar, when viewed towards the runway, shall be extinguished for a distance of at least 90 m; and (c) when a no-entry bar is illuminated, any stop bar installed between the no-entry bar and the runway shall be extinguished. - 220 Verify source ↗
The aerodrome identification sign shall consist
AI-assisted research summary: The aerodrome identification sign must consist of the aerodrome’s name.
220. The aerodrome identification sign shall consist of the name of the aerodrome. - 221 Verify source ↗
(1) Markers shall be provided when the extent
AI-assisted research summary: Markers must be provided for an unpaved runway when its extent is not clearly visible, and the marker form depends on whether runway lights are installed.
221.-(1) Markers shall be provided when the extent of an unpaved runway is not clearly indicated by the appearance of its surface compared with that of the surrounding ground. (2) Where runway lights are provided, the markers shall be incorporated in the light fixtures. Where there are no lights, markers of flat rectangular or conical shape shall be placed so as to delimit the runway clearly. (3) The flat rectangular markers shall have a minimum size of 1 m by 3 m and shall be placed with their long dimension parallel to the runway centre line. The conical markers shall have a height not exceeding 50cm Aerodrom e identificati on sign Unpaved runways edge Markers Stop way edge markers - 222 Verify source ↗
(1) Where provided, stopway edge markers
AI-assisted research summary: Stopway edge markers must be provided where a stopway’s extent is not clearly shown by its appearance relative to the surrounding ground.
222.–(1) Where provided, stopway edge markers shall be provided when the extent of a stopway is not clearly indicated by its appearance compared with that of the surrounding ground. (2) The stopway edge markers shall be sufficiently different from any runway edge markers used to ensure that the two types of markers cannot be confused. 187 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Taxiway edge markers (3) Markers consisting of small vertical boards camouflaged on the reverse side, as viewed from the runway, have proved operationally acceptable. - 223 Verify source ↗
(1). Where provided ,taxiway edge markers
AI-assisted research summary: Taxiway edge markers must be provided and installed in specified taxiways, and they must be blue, frangible, and low enough to keep clearance for aircraft parts.
223.-(1). Where provided ,taxiway edge markers shall be provided on a taxiway where the code number is 1 or 2 and taxiway centre line or edge lights or taxiway centre line markers are not provided. (2) Taxiway edge markers shall be installed at least at the same locations as would the taxiway edge lights had they been used (3) A taxiway edge marker shall be retroreflective blue. (4) The marked surface as viewed by the pilot shall be a rectangle and shall have a minimum viewing area of 150 cm2. (5) Taxiway edge markers shall be frangible. Their height shall be sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft. Taxiway centre line markers - 224 Verify source ↗
(1).Where provided taxiway centre line markers
AI-assisted research summary: Taxiway centre line markers must be provided when needed to improve guidance from the taxiway centre line marking.
224.-(1).Where provided taxiway centre line markers shall be provided on a taxiway if there is a need to improve the guidance provided by the taxiway centre line marking. (2) A retroreflective green taxiway centre line marker shall be (3) Taxiway centre line markers shall be so designed and fitted as to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the markers themselves. (4) The marked surface as viewed by the pilot shall be a rectangle and shall have a minimum viewing area of 20 cm2. Unpaved taxiway edge markers - 225 Verify source ↗
(1).Where the extent of an unpaved taxiway is
AI-assisted research summary: If an unpaved taxiway is not clearly visible against the surrounding ground, markers must be provided.
225.-(1).Where the extent of an unpaved taxiway is not clearly indicated by its appearance compared with that of the surrounding ground, markers shall be provided. 188 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Boundary markers (2) Where taxiway lights are provided, the markers shall be incorporated in the light fixtures. Where there are no lights, markers of conical shape shall be placed so as to delimit the taxiway clearly. - 226 Verify source ↗
(1).Boundary markers shall be provided at an
AI-assisted research summary: At aerodromes without a runway, boundary markers must be provided for the landing area and, if provided, they must be spaced and sized as specified.
226.-(1).Boundary markers shall be provided at an aerodrome where the landing area has no runway (2) Boundary markers shall be spaced along the boundary of the landing area at intervals of not more than 200 m or at approximately 90 m, if the conical type is used with a marker at any corner. (3) Where provided, boundary markers shall be in the form of a cone not less than 50 cm high and not less than 75 cm in diameter at the base. The markers shall be coloured to contrast with the background against which they will be seen. A single colour, orange or red, or two contrasting colours, orange and white or alternatively red and white, shall be used, except where such colours merge with the background. PART XIV VISUAL AIDS FOR DENOTING OBSTACLES Provision of visual aids for denoting obstacles Marking and lighting of objects within the lateral boundarie s of the obstacle limitation surfaces
Part
PART XIV
- 227 Verify source ↗
An aerodrome operator shall ensure that visual
AI-assisted research summary: An aerodrome operator must provide and maintain visual aids for obstacles.
227. An aerodrome operator shall ensure that visual aids for denoting obstacles are duly provided and properly maintained so as to ensure the safe operation of aircraft at and around the aerodrome. - 228 Verify source ↗
(1) Vehicles and other mobile objects,
AI-assisted research summary: The provision requires many kinds of aerodrome obstacles, objects, and wires to be marked, and in some cases lighted, especially when used at night or where an aeronautical study shows a hazard.
228.-(1) Vehicles and other mobile objects, excluding aircraft, on the movement area of an aerodrome shall be considered to be obstacles and shall be marked and, if the vehicles and aerodrome are used at night or in conditions of low visibility, they shall be lighted, except that aircraft servicing equipment and vehicles used only on aprons may be exempt. (2) Elevated aeronautical ground lights within the movement area shall be marked so as to be conspicuous by day. Obstacle lights shall not be installed on elevated ground lights or signs in the movement area. 189 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) All obstacles within the distance specified in Table 2, column 11 or 12, from the centre line of a taxiway, an apron taxiway or aircraft stand taxilane shall be marked and, if the taxiway, apron taxiway or aircraft stand taxilane is used at night, lighted. (4) A fixed obstacle that extends above a take-off climb surface within 3000m of the inner edge of the take-off climb surface shall be marked and, if the runway is used at night, lighted, except that: (a) such marking and lighting may be omitted when the obstacle is shielded by another fixed obstacle; (b) the marking may be omitted when the obstacle is lighted by medium-intensity obstacle lights, Type A, by day and its height above the level of the surrounding ground does not exceed 150m; (c) the marking may be omitted when the obstacle is lighted by high intensity obstacle lights by day; and (d) lighting may be omitted where the obstacle is a lighthouse and an aeronautical study indicates the lighthouse light to be sufficient. (5) A fixed object, other than an obstacle, adjacent to a take-off climb surface shall be marked and, if the runway is used at night, lighted if such marking and lighting is considered necessary to ensure its avoidance, except that the marking may be omitted when: (a) the object is lighted by medium-intensity obstacle lights, Type A, by day and its height above the level of the surrounding ground does not exceed 150m; or (b) the object is lighted by high-intensity obstacle lights by day. (6) A fixed obstacle that extends above an approach surface within 3 000 m of the inner edge or above a transitional surface shall be marked and, if the runway is used at night, lighted, except that: (a) such marking and lighting may be omitted when the obstacle is shielded by another fixed obstacle; 190 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (b) the marking may be omitted when the obstacle is lighted by medium-intensity obstacle lights, Type A, by day and its height above the level of the surrounding ground does not exceed 150 m; (c) the marking may be omitted when the obstacle is lighted by high-intensity obstacle lights by day; and (d) the lighting may be omitted where the obstacle is a lighthouse and an aeronautical study indicates the lighthouse light to be sufficient. (7) A fixed obstacle that extends above a horizontal surface shall be marked and, if the aerodrome is used at night, lighted except that: (a) such marking and lighting may be omitted when: the obstacle is shielded by another (i) obstacle; or (ii) (iii) or for a circuit extensively obstructed by terrain, objects immovable procedures have been established to ensure safe vertical clearance below prescribed flight paths; or an aeronautical study shows the obstacle not to be of operational significance; (b) the marking may be omitted when the obstacle is lighted by medium-intensity obstacle lights, Type A, by day and its height above the level of the surrounding ground does not exceed 150m; (c) the marking may be omitted when the obstacle is lighted by high intensity obstacle lights by day; and (d) the lighting may be omitted where the obstacle is a lighthouse and an aeronautical study indicates the lighthouse light to be sufficient. (8) A fixed object that extends above an obstacle protection surface shall be marked and, if the runway is used at night, lighted. 191 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (9) Other objects inside the obstacle limitation surfaces shall be marked and/or lighted if an aeronautical study indicates that the object could constitute a hazard to aircraft and this includes objects adjacent to visual routes e.g. waterway or highway). (10) Overhead wires, cables, etc., crossing a river, waterway, valley or highway shall be marked and their supporting towers marked and lighted if an aeronautical study indicated that the wires or cables could constitute a hazard to aircraft. - 229 Verify source ↗
(1) Obstacles in areas beyond the limits of the
AI-assisted research summary: Some obstacles and wires near obstacle limitation surfaces must be marked, and in many cases also lighted.
229.-(1) Obstacles in areas beyond the limits of the obstacle limitation surfaces, which extend to a height of 150 m or more above ground elevation shall be considered as obstacles and shall be marked and lighted, except that the marking may be omitted when the obstacle is lighted by high-intensity obstacle lights by day. (2) Other objects outside the obstacle limitation surfaces shall be marked and/or lighted if an aeronautical study indicates that the object could constitute a hazard to aircraft including objects adjacent to visual routes such as waterways, and highways. (3) Overhead wires, cables, etc., crossing a river, waterway, valley or highway shall be marked and their supporting towers marked and lighted if an aeronautical study indicates that the wires or cables could constitute a hazard to aircraft. Marking and lighting of objects outside the lateral boundarie s of the obstacle limitation surfaces Intensity and colour of obstacle lights - 230 Verify source ↗
(1) The presence of objects which must be
AI-assisted research summary: Objects that must be lighted must be marked with low-, medium-, or high-intensity lights, or a combination of them.
230.-(1) The presence of objects which must be lighted, in accordance with these regulations shall be indicated by low-, medium- or high-intensity lights, or a combination of such lights. (2) Low-intensity obstacle lights, Types A B, C and D, medium-intensity obstacle lights, Types A, B and C, high-intensity obstacle lights Type A and B, shall be in accordance with the specifications in Table 4 and any other requirements prescribed by the Authority. 192 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) Pursuant to sub-regulations (1) and (2): (a) The number and arrangement of low-, medium- or high-intensity obstacle lights at each level to be marked shall be such that the object is indicated from every angle in azimuth; (b) Where a light is shielded in any direction by another part of the object, or by an adjacent object, additional lights shall be provided on that adjacent object or the part of the object that is shielding the light, in such a way as to retain the general definition of the object to be lighted; and (c) If the shielded light does not contribute to the definition of the object to be lighted, it may be omitted. 193 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Table 4. Characteristics of obstacle lights 1 Light Type 2 Colour 3 Signal type / (flash rate) 6 4 5 Peak intensity (cd) at given background luminance (b) Twilight (50-500 cd/ m2 Night (Below 50 cd/ m2 Day above 500 cd/m2 7 Light Distrib ution Table Low- intensity, Type A (fixed obstacle) Low- intensity, Type B (fixed obstacle) Low- intensity, Type C (mobile obstacle) Low- intensity, Type D (follow-me vehicle) Medium- intensity, Type A Medium - intensity, Type B Medium - intensity, Type C High- intensity, Type A Red Fixed N/A N/A 10 Table 5 Red Fixed N/A N/A 32 Table 5 Yellow /Blue (a) Flashing (60- 90fpm) Yellow Flashing (60-90fpm White Flashing (20-60fpm Red Flashing (20-60fpm N/A N/A 40 Table 5 N/A N/A 200 Table 5 20 000 20 000 2 000 Table 6 N/A N/A 2 000 Table 6 Red Fixed N/A N/A 2 000 Table 6 White Flashing (40-60fpm 200 000 20 000 2 000 Table 6 194 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Table 5.Light distribution for low-intensity obstacle lights Minimum intensity Maximum Vertical beam spread (a) intensity (a) (f) Type A Type A Type A Type A 10 cd (b) 32 cd (b) 40 cd (b) 200 cd (b) N/A N/A 400 cd 400 cd Minimum Intensity beam spread 10° 10° 12° (d N/A (e) 5 cd 16 cd 20 cd N/A does table Note.— This include recommended horizontal beam spreads. Therefore, the number of lights needed to meet this requirement will depend on the horizontal beam spreads of each light as well as the shape of the obstacle. Thus, with narrower beam spreads, more lights will be required. not (a) 360° horizontal. For flashing lights, the intensity is read into effective intensity. (b) Between 2 and 10° vertical. Elevation vertical angles are referenced to the horizontal when the light is levelled. (c) Between 2 and 20° vertical. Elevation vertical angles are referenced to the horizontal when the light is levelled. (d) Peak intensity shall be located approximately 2.5° vertical. (e) Peak intensity approximately 17° vertical. shall be located at at (f) Beam spread is defined as the angle between the horizontal plane and the directions for which the intensity exceeds that mentioned in the “intensity” column. 195 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Table 6. Light distribution for medium-and high-intensity obstacle lights according to benchmark intensities of Table 4 does table Note.— This include recommended horizontal beam spreads. Therefore, the number of lights needed to meet this requirement will depend on the horizontal beam spreads of each light as well as the shape of the obstacle. Thus, with narrower beam spreads, more lights will be required. not (a) 360° horizontal. All intensities are expressed in Candela. For flashing lights, the intensity is read into effective intensity. (b) Elevation vertical angles are referenced to the horizontal when the light unit is levelled. (c) Beam spread is defined as the angle between the horizontal plane and the directions for which the intensity exceeds that mentioned in the “intensity” column. Note.— An extended beam spread may be necessary under specific configuration and justified by an aeronautical study. Marking and lighting of mobile objects - 231 Verify source ↗
(1) All mobile objects to be marked shall be
AI-assisted research summary: Mobile objects that must be marked have to be coloured or fitted with flags, and several detailed rules apply to flag size, placement, colour contrast, and obstacle lights.
231.-(1) All mobile objects to be marked shall be coloured or display flags. (2) When mobile objects are marked by colour, a single conspicuous colour, preferably red or yellowish green for emergency vehicles and yellow for service vehicles, shall be used. 196 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) Flags used to mark mobile objects shall be displayed around, on top of, or around the highest edge of the object. Flags shall not increase the hazard presented by the object they mark. (4) Pursuant to sub-regulations (1) and (2): (a) Flags used to mark mobile objects shall not be less than 0.9 m on each side and shall consist of a chequered pattern, each square having sides of not less than 0.3 m. (b) The colours of the pattern shall contrast each with the other and with the background against which they will be seen. (c) Orange and white or alternatively red and white shall be used, except where such colours merge with the background; and (d) an extended beam spread may be necessary under justified by an specific configuration and aeronautical study. (5) Low-intensity obstacle lights, Type C, shall be displayed on vehicles and other mobile objects excluding aircraft. (6) Low-intensity obstacle lights, Type C, displayed on vehicles associated with emergency or security shall be flashing-blue and those displayed on other vehicles shall be flashing-yellow. (7) Low-intensity obstacle lights, Type D, shall be displayed on follow-me vehicles. (8) Low-intensity obstacle lights on objects with limited mobility such as aerobridges shall be fixed-red, and as a minimum be in accordance with the specifications for low-intensity obstacle lights, Type A, in Table 4 and the intensity of the lights shall be sufficient to ensure conspicuity considering the intensity of the adjacent lights and the general levels of illumination against which they would normally be viewed. 197 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Marking of fixed Objects - 232 Verify source ↗
(1) All fixed objects to be marked shall,
AI-assisted research summary: Fixed objects must be coloured or otherwise marked, with specific chequered-pattern and banding rules for certain sizes and shapes.
232.-(1) All fixed objects to be marked shall, whenever practicable, be coloured, but if this is not practicable, markers or flags shall be displayed on or above them, except that objects that are sufficiently conspicuous by their shape, size or colour need not be otherwise marked. (2) Pursuant to sub-regulation (1): (a) an object shall be coloured to show a chequered pattern if it has essentially unbroken surfaces and its projection on any vertical plane equals or exceeds 4.5 m in both dimensions; (b) the pattern shall consist of rectangles of not less than 1.5 m and not more than 3 m on a side, the corners being of the darker colour; (c) the colours of the pattern shall contrast each with the other and with the background against which they will be seen; and (d) orange and white or alternatively red and white shall be used, except where such colours merge with the background; as indicated in Fifteenth Schedule. (3) An object shall be coloured to show alternating contrasting bands if: (a) it has essentially unbroken surfaces and has one dimension, horizontal or vertical, greater than 1.5 m, and the other dimension, horizontal or vertical, less than 4.5 m; or (b) it is of skeletal type with either a vertical or a horizontal dimension greater than 1.5 m. 198 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) Subject to sub regulation (3): (a) the bands shall be perpendicular to the longest dimension and have a width approximately 1/7 of the longest dimension or 30 m, whichever is less. (b) the colours of the bands shall contrast with the background against which they will be seen. (c) orange and white shall be used, except where such colours are not conspicuous when viewed against the background. (d) the bands on the extremities of the object shall be of the darker colour. as indicated in Fifteenth Schedule of these regulations (5) The formula for determining bandwidth and for having an odd number of bands, thus permitting both the top and bottom bands to be of the darker colour shall be as indicated in Table 7. Table 7. – Marking band widths Longest dimension Greater than Not exceeding Band width - 1 Verify source ↗
5 m
AI-assisted research summary: Fixed objects, flags, and markers must be coloured and displayed so they are conspicuous, visible, and do not add hazard.
1.5 m 210 m 270 m 330 m 390 m 450 m 510 m 570 m 1/7 of longest dimension 1/9 of longest dimension 1/11 of longest dimension 1/13 of longest dimension 1/15 of longest dimension 1/17 of longest dimension 1/19 of longest dimension 1/21 of longest dimension 26 m 270 m 330 m 390 m 450 m 510 m 570 m 630 m 199 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (6) An object shall be coloured in a single conspicuous colour if its projection on any vertical plane has both dimensions less than 1.5 m and orange or red shall be used, except where such colours merge with the background, in which case it may be necessary to use a different colour from orange or red to obtain sufficient contrast. (7) Flags used to mark fixed objects shall be displayed around, on top of, or around the highest edge of, the object and when flags are used to mark extensive objects or groups of closely spaced objects, they shall be displayed at least every 15 m and such flags shall not increase the hazard presented by the object they mark. (8) Flags used to mark fixed objects shall not be less than 0.6 m on each side. (9) Flags used to mark fixed objects shall be orange in colour or a combination of two triangular sections, one orange and the other white, or one red and the other white, except that where such colours merge with the background; other conspicuous colours shall be used. (10) Markers displayed on or adjacent to objects shall be located in conspicuous positions so as to retain the general definition of the object and shall be recognizable in clear weather from a distance of at least 1 000 m for an object to be viewed from the air and 300 m for an object to be viewed from the ground in all directions in which an aircraft is likely to approach the object. (11) Pursuant to sub-regulation (10) the shape of markers shall be distinctive to the extent necessary to ensure that they are not mistaken for markers employed to convey other information, and they shall be such that the hazard presented by the object they mark is not increased. (12) A marker shall be of one colour and when installed, white and red, or white and orange markers shall be displayed alternately and the colour selected shall contrast with the background against which it will be seen. 200 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Lighting of fixed objects - 233 Verify source ↗
(1)
AI-assisted research summary: Obstacle lights must be placed and spaced according to the object type, and high-intensity light design, location, and operation must follow requirements set by the Authority.
233.-(1) In the case of an object to be lighted, one or more low-, medium- or high-intensity obstacle lights shall be located as close as practicable to the top of the object. (2) In the case of chimney or other structure of like function, the top lights shall be placed sufficiently below the top so as to minimize contamination by smoke, etc. as indicated in Figure 2. (3) In the case of a tower or antenna structure indicated by high-intensity obstacle lights by day with an appurtenance, such as a rod or an antenna, greater than 12 m where it is not practicable to locate a high-intensity obstacle light on the top of the appurtenance, such a light shall be located at the highest practicable point and, if practicable, a medium-intensity obstacle light, Type A, mounted on the top. (4) In the case of an extensive object or of a group of closely spaced objects to be lighted that are: (a) penetrating a horizontal obstacle limitation surface (OLS) or located outside an OLS, the top lights shall be so arranged as to at least indicate the points or edges of the object highest in relation to the obstacle limitation surface or above the ground, and so as to indicate the general definition and the extent of the objects; and (b) penetrating a sloping OLS, the top lights shall be so arranged as to at least indicate the points or edges of the object highest in relation to the OLS, and so as to indicate the general definition and the extent of the objects. If two or more edges are of the same height, the edge nearest the landing area shall be marked. (5) When the obstacle limitation surface concerned is sloping and the highest point above the OLS is not the highest point of the object, additional obstacle lights shall be placed on the highest point of the object. 201 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (6) Where lights are applied to display the general definition of an extensive object or a group of closely spaced objects, and (a) low-intensity lights are used, they shall be spaced at longitudinal intervals not exceeding 45 m; and (b) medium-intensity lights are used, they shall be spaced at longitudinal intervals not exceeding 900 m. (7) High-intensity obstacle lights, Type A, and medium-intensity obstacle lights, Types A and B, located on an object shall flash simultaneously. (8) The installation setting angles for high-intensity obstacle lights, Type A, shall be in accordance with Table 8, except that where high-intensity obstacle lights are intended for day use as well as night use, care shall be taken to ensure that these lights do not create disconcerting dazzle. (9) The design, location and operation of high- in accordance with intensity obstacle requirements prescribed by the Authority. lights shall be (10) Where, in the opinion of the Authority or the aerodrome operator, the use of high-intensity obstacle lights, Type A, or medium-intensity obstacle lights, Type A, at night may dazzle pilots in the vicinity of an aerodrome (within approximately 10 000 m radius) or cause significant environmental concerns, a dual obstacle lighting system shall be provided, in which case, this system shall be composed of high-intensity obstacle lights, Type A, or medium-intensity obstacle lights, Type A, as appropriate, for daytime and twilight use and medium- intensity obstacle lights, Type B or C, for night-time use. Lighting of objects with height less than 45 m above ground level - 234 Verify source ↗
(1) Low-intensity obstacle lights, Type A or
AI-assisted research summary: Obstacle lights must be chosen by object size and height, with different intensities required in different situations.
234.-(1) Low-intensity obstacle lights, Type A or B, shall be used where the object is a less extensive one and its height above the surrounding ground is less than 45 m. (2) Where the use of low-intensity obstacle lights, Type A or B, would be inadequate or an early special warning is required, then medium- or high-intensity obstacle lights shall be used. 202 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Lighting of objects with a height 45m or more to a height less than 150 m above ground level (3) Low-intensity obstacle lights, Type B, shall be used either alone or in combination with medium- intensity obstacle lights, Type B, in accordance with sub- regulation (4). (4) Medium-intensity obstacle lights, Type A, B or C, shall be used where the object is an extensive one (including a group of buildings), and medium-intensity obstacle lights, Types A and C, shall be used alone, whereas medium- intensity obstacle lights, Type B, shall be used either alone or in combination with low-intensity obstacle lights, Type B. - 235 Verify source ↗
(1) Medium-intensity obstacle lights, Type A,
AI-assisted research summary: The section says which obstacle lights must be used for different light types and heights, and when extra intermediate lights are required.
235.-(1) Medium-intensity obstacle lights, Type A, B or C, shall be used, medium-intensity obstacle lights, Types A and C, shall be used alone, whereas medium- intensity obstacle lights, Type B, shall be used either alone or in combination with low-intensity obstacle lights, Type B as prescribed in Twelfth Schedule of these regulations. (2) Where an object is indicated by medium-intensity obstacle lights, Type A, and the top of the object is more than 105 m above the level of the surrounding ground or the elevation of tops of nearby buildings (when the object to be marked is surrounded by buildings), additional lights shall be provided at intermediate levels. (3) Pursuant to sub-regulation (2), these additional intermediate lights shall be spaced as equally as practicable, between the top lights and ground level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 105 m. (4) Where an object is indicated by medium-intensity obstacle lights, Type B, and the top of the object is more than 45 m above the level of the surrounding ground or tops of nearby buildings, when the the elevation of object to be marked is surrounded by buildings, additional lights shall be provided at intermediate levels. 203 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (5) Pursuant to sub-regulation (3), these additional intermediate lights shall be alternately low-intensity obstacle lights, Type B, and medium-intensity obstacle lights, Type B, and shall be spaced as equally as practicable between the top lights and ground level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 52 m. (4) (a) Where an object is indicated by medium- intensity obstacle lights, Type C, and the top of the object is more than 45 m above the level of the surrounding ground or the elevation of tops of nearby buildings, when the object to be marked is surrounded by buildings, additional lights shall be provided at intermediate levels. (b) These additional intermediate lights shall be spaced as equally as practicable, between the top lights and ground level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 52 m. (5) Where high-intensity obstacle lights, Type A, are used, they shall be spaced at uniform intervals not exceeding 105 m between the ground level and the top light(s), except that where an object to be marked is surrounded by buildings, the elevation of the tops of the buildings may be used as the equivalent of the ground level when determining the number of light levels. - 236 Verify source ↗
(1) High-intensity obstacle lights, Type A, shall
AI-assisted research summary: High-intensity obstacle lights Type A must be used for objects over 150 m high when an aeronautical study says they are needed, and they must be spaced within stated limits.
236.-(1) High-intensity obstacle lights, Type A, shall be used to indicate the presence of an object if its height above the level of the surrounding ground exceeds 150 m and an aeronautical study indicates such lights to be essential for the recognition of the object by day. (2) Where high-intensity obstacle lights, Type A, are used, they shall be spaced at uniform intervals not exceeding 105 m between the ground level and the top light(s), except that where an object to be marked is surrounded by buildings, the elevation of the tops of the buildings may be used as the equivalent of the ground level when determining the number of light levels. 204 Lighting of objects with a height 150 m or more above ground level The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) in (3) Where, the opinion of the appropriate authority, the use of high-intensity obstacle lights, Type A, at night may dazzle pilots in the vicinity of an aerodrome, within approximately 10 000 m radius, or cause significant environmental concerns, medium-intensity obstacle lights, Type C, shall be used alone, whereas medium-intensity obstacle lights, Type B, shall be used either alone or in combination with low-intensity obstacle lights, Type B. (4) Where an object is indicated by medium-intensity obstacle lights, Type A, additional lights shall be provided at intermediate levels. These additional intermediate lights shall be spaced as equally as practicable, between the top lights and ground level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 105 m. (5) Where an object is indicated by medium-intensity obstacle lights, Type B, additional lights shall be provided at intermediate levels and these additional intermediate lights shall be alternately low-intensity obstacle lights, Type B, and medium-intensity obstacle lights, Type B, and shall be spaced as equally as practicable between the top lights and ground level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 52 m. (6) Where an object is indicated by medium-intensity obstacle lights, Type C, additional lights shall be provided at intermediate levels and these additional intermediate lights shall be spaced as equally as practicable, between the top lights and ground level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 52 m. Marking of wind turbines - 237 Verify source ↗
(1) A wind turbine shall be marked and/or
AI-assisted research summary: Wind turbines must be marked and/or lit if the Authority determines they are an obstacle, and certain turbine parts must be painted white unless an aeronautical study says otherwise.
237.-(1) A wind turbine shall be marked and/or lighted if is determined to an obstacle by the Authority. (2) The rotor blades, nacelle and upper 2/3 of the supporting mast of wind turbines shall be painted white, unless otherwise indicated by an aeronautical study. 205 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Lighting of wind turbines - 238 Verify source ↗
(1) When
AI-assisted research summary: When needed, medium-intensity obstacle lights must be used and installed on wind farms and overhead structures in the specified way.
238.-(1) When is deemed necessary, lighting medium-intensity obstacle lights shall be used and in the case of a wind farm, i.e. a group of two or more wind turbines, it shall be regarded as an extensive object and the lights shall be installed – Marking of overhead wires, cables, etc., and supporting towers (a) to identify the perimeter of the wind farm; (b) respecting the maximum spacing between the lights along the perimeter, unless a dedicated assessment shows that a greater spacing can be used; (c) so that, where flashing lights are used, they flash simultaneously; and (d) so that, within a wind farm, any wind turbines of significantly higher elevation are also identified wherever they are located. (2) The obstacle lights shall be installed on the nacelle in such a manner as to provide an unobstructed view for aircraft approaching from any direction. - 239 Verify source ↗
(1)The wires, cables, etc., to be marked shall be
AI-assisted research summary: Wires, cables, and their supporting towers must be marked with markers or colored, and markers must meet visibility, shape, size, spacing, and color rules.
239.-(1)The wires, cables, etc., to be marked shall be equipped with markers and the supporting tower shall be coloured. (2) The supporting towers of overhead wires, cables, etc., that require marking shall be marked in accordance with these regulations, except that the marking of the may be omitted when they are lighted by high-intensity obstacle lights by day. (3) Markers displayed on or adjacent to objects shall be located in conspicuous positions so as to retain the general definition of the object and shall be recognizable in clear weather from a distance of at least 1 000 m for an object to be viewed from the air and 300 m for an object to be viewed from the ground in all directions in which an aircraft is likely to approach the object. (4) Subject to sub-regulation (3), the shape of markers shall be distinctive to the extent necessary to ensure that they are not mistaken for markers employed to convey other information, and they shall be such that the hazard presented by the object they mark is not increased. 206 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (5) A marker displayed on an overhead wire, cable, etc., shall be spherical and have a diameter of not less than 60 cm. (6) The spacing between two consecutive markers or between a marker and a supporting tower shall be appropriate to the diameter of the marker, but in no case shall the spacing exceed: (a) 30 m where the marker diameter is 60 cm progressively increasing with the diameter of the marker to (b) 35 m where the marker diameter is 80 cm and further progressively increasing to a maximum of (c) 40 m where the marker diameter is of at least 130 cm. and where multiple wires, cables, etc., are involved, a marker shall be located not lower than the level of the highest wire at the point marked. (7) A marker shall be of one colour and when installed, white and red, or white and orange markers shall be displayed alternately and the colour selected shall contrast with the background against which it will be seen. (8) When it has been determined that an overhead wire, cable, etc., needs to be marked but it is not practicable to install markers on the wire, cable, etc., then high-intensity obstacle lights, Type B, shall be provided on their supporting towers. Lighting of overhead wires, cables, etc., and supporting towers - 240 Verify source ↗
(1) High-intensity obstacle lights, Type B, shall
AI-assisted research summary: Type B high-intensity obstacle lights must be used for certain towers, placed at specified levels, flashed in sequence, and installed according to Table 8; in some cases a dual lighting system is required.
240.-(1) High-intensity obstacle lights, Type B, shall be used to indicate the presence of a tower supporting overhead wires, cables, etc., where – (a) an aeronautical study indicates such lights to be essential for the recognition of the presence of wires, cables, etc.; or (b) it has not been found practicable to install markers on the wires, cables, etc. 207 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (2) Where high-intensity obstacle lights, Type B, are used, they shall be located at three levels: (a) at the top of the tower; (b) at the lowest level of the catenary of the wires or cables; and (c) at approximately midway between these two levels. and in some cases, this may require locating the lights off the tower. (3) High-intensity obstacle lights, Type B, indicating the presence of a tower supporting overhead wires, cables, etc., shall flash sequentially; first the middle light, second the top light and last, the bottom light, and the intervals between flashes of the lights shall approximate the following ratios: Flash interval between Ratio of cycle time middle and top light 1/13 top and bottom light 2/13 bottom and middle light 10/13 and where high intensity obstacle lights are intended for day use as well as for night use, care shall be taken to ensure that these lights do not create disconcerting dazzle. (4) Where, in the opinion of the appropriate authority, the use of high-intensity obstacle lights, Type B, at night may dazzle pilots in the vicinity of an aerodrome (within approximately 10 000 m radius) or cause significant environmental concerns, a dual obstacle lighting system shall be provided. (5) The dual obstacle lighting system required by sub-regulation (4) shall be composed of high-intensity obstacle lights, Type B, for daytime and twilight use and medium-intensity obstacle lights, Type B, for night-time use and where medium-intensity lights are used they shall be installed at the same level as the high-intensity obstacle light Type B. (6) The installation setting angles for high-intensity obstacle lights, Type B, shall be in accordance with Table 8. 208 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Table 8.Installation setting angles for high-intensity obstacle lights Height of light unit above terrain Angle of the peak of the beam above the horizontal greater than 151 m AGL 122 m to 151 m AGL 92 m to 122 m AGL less than 92 m AGL 0° 1° 2° 3° PART XV VISUAL AIDS FOR DENOTING RESTRICTED USE AREAS Applicabil ity
Part
PART XV
- 241 Verify source ↗
Section 241
AI-assisted research summary: This Part applies to all categories of marking of restricted use areas.
241. aerodromes. This Part applies to all categories of Marking of restricted use areas - 242 Verify source ↗
(1) An operator shall ensure that restricted areas
AI-assisted research summary: Operators must mark restricted areas so aircraft can see them, and aerodrome operators must follow prescribed visual-aids requirements.
242.-(1) An operator shall ensure that restricted areas are marked in a manner that is visible to aircraft operating on the ground and in the air. (2) An aerodrome operator shall adhere to visual aids requirements prescribed in these regulations so as to ensure that aircraft operations can be conducted safely on the aerodrome. Marking and lighting of closed runways and taxiways, or parts thereof - 243 Verify source ↗
(1) A closed marking shall be displayed on a
AI-assisted research summary: Closed markings must be shown on runways and taxiways that are permanently or temporarily closed, with limited omission allowed for short temporary closures.
243.-(1) A closed marking shall be displayed on a runway or taxiway, or portion thereof, which is permanently closed to the use of all aircraft as prescribed in the Ninth Schedule. (2) A closed marking shall be displayed on a temporarily closed runway or taxiway or portion thereof, except that such marking may be omitted when the closing is of short duration (less than 3 days) and adequate warning by air traffic services is provided. 209 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) On a runway, a closed marking shall be placed at each end of the runway, or portion thereof, declared closed, and additional markings shall be so placed that the maximum interval between markings does not exceed 300m and on a taxiway a closed marking shall be placed at least at each end of the taxiway or portion thereof closed. (4) The closed marking shall be of the form and proportions as detailed in Figure 3, Illustration a), when displayed on a runway, and shall be of the form and proportions as detailed in Figure 3 (Illustration b), when displayed on a taxiway and the marking shall be white when displayed on a runway and shall be yellow when displayed on a taxiway. (5) When an area is temporarily closed, frangible barriers or markings utilizing materials other than paint or other suitable means may be used to identify the closed area. (6) When a runway or taxiway or portion thereof is taxiway permanently closed, all normal runway and markings and lighting shall be obliterated or removed. (7) Lighting on a closed runway or taxiway or portion thereof shall not be operated, except as required for maintenance purposes. (8) In addition to closed markings, when the runway or taxiway or portion thereof closed is intercepted by a usable runway or taxiway which is used at night, un- serviceability lights shall be placed across the entrance to the closed area at intervals not exceeding 3m.
Part
Schedule.
- 244 Verify source ↗
(1)Shoulders for taxiways, holding bays and
AI-assisted research summary: Taxiways, holding bays, aprons, and similar non-load-bearing surfaces that could be mistaken for load-bearing areas must be marked with a taxi side stripe marking.
244.-(1)Shoulders for taxiways, holding bays and aprons and other non-load-bearings surfaces, which cannot readily be distinguished from load-bearing surfaces and which, if used by aircraft, might result in damage to the aircraft shall have the boundary between such areas and the load-bearing surface marked by a taxi side stripe marking. (2) A taxi side stripe marking shall be placed along the edge of the load-bearing pavement, with the outer edge of the marking approximately on the edge of the load- bearing pavement. 210 Marking of non- load- bearing surfaces The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Marking of Pre- threshold areas Marking and lighting of unservicea ble areas (3) A taxi side stripe marking shall consist of a pair of solid lines, each 15cm wide and spaced 15cm apart and the same colour as the taxiway centre line marking. - 245 Verify source ↗
(1) When the surface before a threshold is paved
AI-assisted research summary: If the pavement before a runway threshold is paved, longer than 60 m, and unsuitable for normal aircraft use, the full length before the threshold must be marked with chevrons.
245.-(1) When the surface before a threshold is paved and exceeds 60m in length and is not suitable for normal use by aircraft, the entire length before the threshold shall be marked with a chevron marking. (2) A chevron marking shall point in the direction of the runway and be placed at pre-threshold pavement. (3) A chevron marking shall be of conspicuous colour and contrast with the colour used for the runway markings; it shall preferably be yellow. It shall have an over- all width of at least 0.9m. - 246 Verify source ↗
(1) Un-serviceability markers shall be displayed
AI-assisted research summary: Un-serviceability markers or lights must be shown where taxiway, apron, holding bay, or runway areas are unfit for aircraft movement, and lights are used at night.
246.-(1) Un-serviceability markers shall be displayed wherever any portion of a taxiway, apron or holding bay is unfit for the movement of aircraft but it is still possible for aircraft to bypass the area safely and shall also be displayed at the entrances to a permanently or temporarily closed runway or taxiway, or part thereof whereas on a movement area used at night, un-serviceability lights shall be used. (2) Un-serviceability markers and lights shall be placed at intervals sufficiently close so as to delineate the unserviceable area. (3) Un-serviceability markers shall consist of conspicuous upstanding devices such as flags, cones or marker boards. (4) An un-serviceability light shall consist of a red fixed light and the light shall have intensity sufficient to ensure conspicuity considering the intensity sufficient to ensure conspicuity considering the intensity of the adjacent lights and the general level of illumination against which it would normally be viewed and in no case shall the intensity be less than 10 cd of red light. (5) An un-serviceability cone shall be at least 0.5m in height and red, orange or yellow or any one of these colours in combination with white. 211 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (6)An un-serviceability flag shall be at least 0.5m square and red, orange or yellow or any one of these colours in combination with white. (7) An un-serviceability marker board shall be at least 0.5m in height and 0.9m in length, with alternate red and white or orange and white vertical stripes. PART XVI AERODROME OPERATIONAL SERVICES, EQUIPMENT, INSTALLATIONS AND FACILITIES Applicatio n of this Part Immigrati on, customs and excise aerodrome s Supply of aviation fuel to aircraft
Part
PART XVI
- 247 Verify source ↗
Section 247
AI-assisted research summary: This Part applies to all aerodromes, unless another rule says otherwise.
247. This Part applies to all categories of aerodromes except where otherwise specified. - 248 Verify source ↗
The Authority may, in consultation with the
AI-assisted research summary: The Authority may notify when an aerodrome is introduced or stops being a place for aircraft landing or departure, after consulting the immigration, customs, and excise authorities.
248.The Authority may, in consultation with the authorities responsible for immigration, customs and excise, notify of any aerodrome which is introduced as, or ceases to be a place for landing or departure of aircraft for purposes of the laws relating to immigration, customs and excise. - 249 Verify source ↗
(1) An operator of an aviation fuel installation at
AI-assisted research summary: An aviation fuel installation operator at an aerodrome must not deliver or supply aviation fuel unless safety and sampling conditions are met, must keep and retain written records, and must produce them when requested.
249.-(1) An operator of an aviation fuel installation at an aerodrome shall not cause or permit any aviation fuel to be delivered to that installation or from it, to an aircraft unless - (a) when the aviation fuel is delivered to the installation, the operator of the aviation fuel installation is satisfied that - (i) the installation is capable of storing and dispensing the fuel so as not to render it unfit for use in an aircraft; (ii) the installation is marked in an appropriate manner to the grade of the fuel stored or where different grades are stored in different parts, that each part is so marked; 212 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (iii) in the case of delivery into the installation or part of the installation from a vehicle or vessel, the fuel has been sampled and is of the grade appropriate to that installation or part of the installation as the case may be and is fit for use in an aircraft; (b) when aviation fuel is dispensed from the installation, the operator of the aviation fuel installation is satisfied after sampling, that the fuel is fit for use in an aircraft. (2) A person shall not cause or permit aviation fuel to be dispensed for use in an aircraft where that person knows or has reason to believe that the aviation fuel is not fit for use in an aircraft. (3) An operator of an aviation fuel installation shall not on an aerodrome, supply fuel to an aircraft except at a place and in a manner approved by the operator. (4) An operator may subject to the approval granted under sub-regulation (3), ensure compliance with any conditions as the operator may impose, in order to safeguard persons or property on the ground. (5) An operator of an aviation fuel installation shall keep a written record in respect of each installation managed by that operator. (6) The record in sub-regulation (5) shall include - (a) particulars of the grade and quantity of aviation fuel delivered and the date of delivery; (b) particulars of all samples taken of the aviation fuel and of the results of the tests of those samples; and (c) particulars of the maintenance and cleaning of the installation. (7) An operator of an aviation fuel installation shall preserve the written record for a period of twelve months or such longer period as the Authority may in a particular case direct and shall, within a reasonable time after being requested to do so by an authorised person, produce the record to that authorised person. 213 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Aerodrom e emergenc y planning (8), The Authority or an authorised person may direct the operator of an aviation fuel installation not to permit aviation fuel to be dispensed from that installation until the direction is revoked by the Authority or that authorised person, where it appears to the Authority or to that authorised person that aviation fuel is intended or likely to be delivered in contravention of this regulation. For the purpose of this regulation – (a) aviation fuel” means fuel intended for use in an aircraft; and (b) “aviation fuel installation” means any apparatus including a vehicle designed, or container, manufactured or adapted for the storage of aviation fuel or for the delivery of fuel to an aircraft.
Part
part of the installation from a vehicle or
- 250 Verify source ↗
(1) An operator shall establish an aerodrome
AI-assisted research summary: Operators must establish an aerodrome emergency plan and use it to coordinate emergency response at the aerodrome and nearby area.
250.-(1) An operator shall establish an aerodrome the aerodrome, which shall be the aircraft operations and other emergency plan at commensurate with activities conducted at the aerodrome. (2) An aerodrome emergency plan shall set forth the procedures for cooperation and coordinating the response of different aerodrome agencies and services and of those agencies in the surrounding community that could be of assistance in responding to an emergency. (3) An aerodrome emergency plan shall provide for the coordination of the actions to be taken in the event of an emergency occurring at the aerodrome or in its vicinity. Aerodrome emergencies shall include – (4) (a) aircraft emergencies; (b) sabotage including bomb threats; (c) unlawfully seizure of aircraft; (d) dangerous goods occurrences; (e) building fires; (f) natural disasters; and (g) public health emergencies. 214 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (5) Subject to sub-regulation (4) (e), public health emergencies shall include– (a) increased risk of travellers or cargo spreading a internationally serious communicable disease through air transport; and (b) severe outbreak of a communicable disease large proportion of potentially affecting a aerodrome staff. (6) The emergency plan shall provide for the response and participation of all agencies whose assistance is required in the event of an emergency, including - (a) at an aerodrome - (i) air traffic control unit; (ii) rescue and fire fighting services; (iii) aerodrome administration; (iv) medical and ambulance services; (v) aircraft operators; (vi) security services; and (vii) airport police unit (b) outside the aerodromes - (i) fire departments; (ii) Police services; (iii) health authorities including medical, ambulance services, hospitals and public health services; (iv) the military forces (v) harbour patrol or coast guard (7) Public health services shall include planning to minimize adverse effects to the community from health- related events and deal with population health issues rather than provision of health services to individuals. (8) The plan shall provide for cooperation and rescue coordination centre as the coordination with necessary. (9) The aerodrome emergency plan shall include at least the following- (a) the types of emergencies planned for; (b) agencies to be involved in the plan; 215 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (c) the responsibility and role of each agency, the emergency operation centre and the command post for each type of emergency; (d) names and contacts of offices or people to be contacted in the case of a particular emergency; and (e) a grid map of the aerodrome and its immediate vicinity. (10) In developing an aerodrome emergency plan, the operator shall take into consideration the human factor principles to ensure optimum response by all existing agencies participating in the emergency operations. (11) This regulation applies to aerodromes in category A. (12) This regulation may apply to aerodromes in category B where deemed necessary by the Authority. (13) This regulation shall not apply to aerodromes in categories C, D and E. Emergenc y planning committee - 251 Verify source ↗
(1) An operator shall form an emergency
AI-assisted research summary: An aerodrome operator must form an emergency planning committee to work on emergency planning arrangements suited to the size and type of aircraft using the aerodrome.
251.-(1) An operator shall form an emergency planning committee to discuss, determine and implement emergency planning arrangements commensurate with the size and type of aircraft that use the aerodrome. (2) This regulation applies to aerodromes in category A, (3) This regulation may apply to an aerodrome in category B where deemed necessary by the Authority. (4) This regulation shall not apply to aerodromes in categories C, D and E. Emergenc y operation centre and command post - 252 Verify source ↗
(1) An operator of an aerodrome shall ensure
AI-assisted research summary: An aerodrome operator must keep emergency response facilities and communications ready for emergencies.
252.-(1) An operator of an aerodrome shall ensure that a fixed emergency operations centre and mobile command posts are available for use during an emergency. (2) The emergency operations centre shall be a part of the aerodrome facilities and shall be responsible for the overall coordination and general direction of the response to an emergency. 216 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) The command post shall be a facility capable of being moved rapidly to the site of an emergency, when required, and shall undertake the local coordination of those agencies responding to the emergency. (4) An operator shall ensure that a person is assigned to assume control of the emergency operations centre and, when appropriate, another person for the mobile command post. shall ensure (5) An operator that adequate communication systems linking the command post and the emergency operations centre with each other and with the participating agencies are provided in accordance with the plan and are consistent with the particular requirements of the aerodrome. (6) This regulation applies to aerodromes in category A. (7) This regulation may apply to an aerodrome in category B where deemed necessary by the Authority. (8) This regulation shall not apply to aerodromes in categories C, D and E. Aerodro me emergenc y exercise - 253 Verify source ↗
(1) The aerodrome emergency plan shall contain
AI-assisted research summary: Aerodrome emergency plans must include testing and review procedures, cover participating agencies and equipment, and be exercised on the stated schedule.
253.-(1) The aerodrome emergency plan shall contain procedures for periodic testing of the adequacy of the plan and for reviewing the results in order to improve its effectiveness and shall include all participating agencies and associated equipment. (2) The aerodrome emergency plan required by sub- regulation (1) shall be tested by conducting – (a) a full-scale aerodrome emergency exercise at intervals not exceeding two years and partial emergency exercises in the intervening year to ensure that any deficiencies found during the full- scale aerodrome emergency exercise have been corrected; or 217 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (b) a series of modular tests commencing in the first year and concluding in a full-scale aerodrome emergency exercise at intervals not exceeding three years; (c) and reviewed thereafter, or after an actual emergency, so as to correct any deficiency found during such exercises or actual emergency; (d) contingency plan exercises in accordance with the Civil Aviation (Security) Regulations. (3) The purpose of a full-scale exercise shall be to ensure the adequacy of the plan to cope with different types of emergencies. (4) The purpose of a partial exercise shall be to ensure individual participating agencies and components of the plan, such as the communications system. the adequacy of response the to Emergenci es in difficult environme nt (5) The purpose of modular tests shall be to enable concentrated effort on specific components of established emergency plans (6) An assessment of the approach and departure areas within 1 000 m of the runway threshold shall be carried out to determine the options available for intervention. (7) This regulation applies to aerodromes in category A. (8) This regulation may apply to an aerodrome in category B where deemed necessary by the Authority. - 254 Verify source ↗
(1)
AI-assisted research summary: Aerodrome emergency plans must provide specialist rescue services and coordination for aerodromes near water, swampy areas, or difficult terrain, with extra response planning and assessment requirements in some cases.
254.-(1) The aerodrome emergency plan shall include the ready availability of and coordination with appropriate specialist rescue services to be able to respond to emergencies where an aerodrome is located close to water, and/or swampy areas or difficult terrain and where a significant portion of approach or departure operations takes place over these areas. (2) At an aerodrome located close to a water body, a swampy area, or difficult terrain, the aerodrome emergency plan shall include the establishment, testing and assessment at regular intervals of a pre-determined response for the specialist rescue services. 218 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Establish of ment aerodrome rescue and fire fighting services (3) An assessment of the approach and departure areas within 1,000 m of the runway threshold shall be carried out to determine the options available for intervention. (4) This regulation applies to aerodromes in category A. (5) This regulation may apply to an aerodrome in category B where deemed necessary by the Authority. (6) This regulation shall not apply to aerodromes in categories C, D and E. - 255 Verify source ↗
(1) An operator shall put in place rescue and
AI-assisted research summary: Aerodrome operators must provide rescue and firefighting equipment and services suited to the aerodrome’s category, and the aerodrome management must ensure the service is properly organized and staffed. The Authority may allow alternative compliance for categories C and D.
255. -(1) An operator shall put in place rescue and firefighting equipment and services commensurate with the category of the aerodrome. (2) Public or private organizations, suitably located and equipped, may be designated to provide the rescue and fire fighting service and where designated the fire station housing these organizations shall where possible be located on the aerodrome. (3) The rescue and fire fighting 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 organized, equipped, staffed, trained and operated in such a manner as to fulfil its proper functions. (4) Where an aerodrome is located close to a water body, a swampy area or difficult terrain and where a significant portion of approach or departure operations takes place over such an area, specialist rescue services and fire- fighting equipment appropriate to the hazard and risk shall be made available. (5) Subject to sub-regulation (3), the operator of the aerodrome shall plan and deploy the necessary life-saving flotation equipment as expeditiously as possible in a number commensurate with the largest aeroplane normally using the aerodrome. (6) These regulations shall apply to aerodromes in categories A and B 219 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Determina tion of aerodrome rescue and fire fighting category (7) The Authority may prescribe alternative means of compliance with this regulation for aerodromes in categories C and D. - 256 Verify source ↗
(1) The aerodrome rescue and fire fighting
AI-assisted research summary: This section sets how to determine an aerodrome rescue and fire fighting services category using Table 9, based on the longest aircraft normally using the aerodrome and its fuselage width.
256.-(1) The aerodrome rescue and fire fighting services category shall be determined using Table 9 and shall be based on the longest aircraft that normally uses the aerodrome, and its fuselage width. (2) If after selecting the aerodrome category appropriate to the longest aeroplane’s overall length, that aeroplane’s fuselage width is found to be greater than the maximum width in Table 9, column 3, for that category, then the category for that aeroplane shall be one category higher. Table 9 – Aerodrome category for rescue and fire fighting Aerodrome Aircraft overall length Maximum fuselage width fire category 1 2 3 4 5 6 7 8 9 0 M up to but not including 9 M 9 M up to but not including 12 M 12 M up to but not including 18 M 18 M up to but not including 24 M 24 M up to but not including 28 M 28 M up to but not including 39 M 39 M up to but not including 49 M 49 M up to but not including 61 M 61 M up to but not including 76 M 10 76 M up to but not including 90 M 2M 2M 3M 4M 4M 5M 5M 7M 7M 8M Level of protection for rescue and fire - 257 Verify source ↗
(1) A operator shall provide an appropriate
AI-assisted research summary: Aerodrome operators must provide rescue and fire fighting protection at the required level and keep specified extinguishing agents and quantities available.
257.-(1) A operator shall provide an appropriate level of protection commensurate with the rescue and fire fighting category as described in Table 9. 220 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) fighting services (2) The level of protection provided at an aerodrome for rescue and fire fighting shall be appropriate to the aerodrome category except that, 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, the level of protection provided shall be not less than one category below the determined category. (3) During anticipated periods of reduced activity, the level of protection available shall be no less than that needed for the highest category of aeroplane planned to use the aerodrome during that time irrespective of the number of movements. (4) Both principal and complementary agents shall be provided at an aerodrome. (5) The principal extinguishing agent shall be: (a) a foam meeting the minimum performance level A; or (b) a foam meeting the minimum performance level B; or (c) a foam meeting the minimum performance level C; or (d) a combination of these agents; except that the principal extinguishing agent for aerodromes in categories 1 to 3 shall preferably meet the minimum performance level B or C foam. (6) The complementary extinguishing agent shall be a dry chemical powder for extinguishing hydrocarbon fires, and care must be taken to ensure compatibility when selecting dry chemical powder for use with foam; and alternate complementary agents having equivalent fire fighting capability may be utilised. suitable (7) (a) The amounts of water for foam production and the complementary agents to be provided on the rescue and fire fighting vehicles shall be in accordance with the aerodrome category determined in accordance with Table 10 below. 221 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (b) For the purpose of agent substitution, 1 kg of complementary agent shall be taken as equivalent to 1.0 L of water for production of a foam meeting performance level A. (c) The amounts of water specified for foam production shall be predicated on an application rate of 8.2 L/min/m2 for a foam meeting performance level A, 5.5 L/min/m2 for a foam meeting performance level B and 3.75 L/min/m2 for a foam meeting performance level C; and when any other complementary agent is used, the substitution ratios shall be checked. Table 10 - Minimum usable amounts of extinguishing agents Foam meeting performance level A Foam meeting performance level B Aerodrome fire Category Water (L) Discharg e rate Foam solution/ minute (L) Water (L) Discharge rate Foam solution/ minute (L) Foam meeting Performance level C Water (L) Discharge rate foam solution/ minute (L) Complementary agents Dry Chemical Powder (DCP) (kg) Discharge rate (kg/sec) ( (1) 1 2 3 4 5 6 7 8 9 10 (2) 50 000 800 600 100 1800 8200 (3) 50 00 300 600 500 000 900 7300 0800 6400 3500 (4) 30 70 200 400 400 900 2100 8200 4300 3 8 1 2 4 6 7 1 1 1 3 1 1 3 8 1 1 2 3 4 (5) 30 50 00 800 000 000 300 200 000 2 6 1 2 5 7 1 1 2 3 (6) 60 60 20 700 900 800 800 2800 7100 2 5 9 1 3 4 5 7 9 1 (7) 160 1 360 4 630 8 1100 1 2200 3 2900 5 3800 8 5100 1 6300 1 7900 2 (8) 45 90 135 135 180 225 225 450 450 450 (9) - 4
AI-assisted research summary: Aerodromes covered by this provision must maintain and calculate reserve water, foam, and complementary agents for fire fighting, and the materials must meet the stated performance and substitution limits.
4.5 8200 6600 2300 1200 2800 (8) For aerodrome fire fighting categories 1 and 2, up to one hundred per cent of water may be replaced by a complementary agent. 222 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (9) At aerodromes where operations by aeroplanes larger than the average size in a given category are planned, the quantities of water shall be recalculated and the amount of water for foam production and the discharge rates for foam solution shall be increased accordingly. (11) The quantity of foam concentrates separately provided on vehicles for foam production shall be in proportion to the quantity of water provided and the foam concentrate selected. (12) The amount of foam concentrate provided on a vehicle shall be sufficient to produce at least two loads of foam solution. (13) Supplementary water the expeditious replenishment of rescue and fire fighting vehicles at the scene of an aircraft accident, shall be provided. supplies, for (14) When a combination of different performance level foams are provided at an aerodrome, the total amount of water to be provided for foam production shall be calculated for each foam type and the distribution of these quantities shall be documented for each vehicle and applied to the overall rescue and firefighting equipment. (15) The complementary agents shall comply with International the Organization for Standardisation (ISO 7202 (Powder)). specifications of appropriate the (16) The discharge rate of the foam solution and of complementary agents shall be no less than the values shown in Table 10. (17) The discharge rate of complementary agents shall be no less than the values shown in Table 10. (18) Dry chemical powders shall only be substituted with an agent that has equivalent or better fire fighting capabilities for all types of fires where complementary agent is expected to be used. (19) This regulation applies to aerodromes in category A. (20) This regulation may apply to aerodromes in category B where deemed necessary by the Authority. 223 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Provision of reserve supplies of water and foam for fire fighting vehicles Provision of rescue equipment - 258 Verify source ↗
(1) A reserve supply of foam concentrate,
AI-assisted research summary: Aerodromes in category A must keep specified reserve supplies of foam concentrate and complementary agent, and category B aerodromes may be brought in if the Authority deems it necessary.
258.-(1) A reserve supply of foam concentrate, equivalent to 200 per cent of the quantities identified in Table 10, shall be maintained on the aerodrome for vehicle replenishment purposes and foam concentrate carried on fire vehicles in excess of the quantities specified in Table 10, shall be considered to contribute to the reserve. (2) A reserve supply of complementary agent, equivalent to 100 per cent of the quantity identified in Table 10, shall be maintained on the aerodrome for vehicle replenishment purposes and sufficient propellant gas shall be included to utilize this reserve complementary agent. (3) Category 1 and 2 aerodromes that have replaced up to 100 per cent of the water with complementary agent shall hold a reserve supply of complementary agent of 200 per cent. (4) Where a major delay in the replenishment of the supplies is anticipated, the amount of reserve supply required by sub-regulations (1), (2) and (3) shall be increased as determined by a risk assessment. (5) This regulation applies to aerodromes in categories A (6) This regulation may apply to aerodromes in category B where deemed necessary by the Authority. - 259 Verify source ↗
(1) An operator shall ensure
AI-assisted research summary: An operator must provide rescue-level aircraft equipment on rescue and fire fighting vehicles, for aerodromes covered by this regulation.
259.-(1) An operator shall ensure that rescue level of aircraft equipment commensurate with operations are provided on the rescue and fire fighting vehicle(s) the (2) This regulation applies to aerodromes in category A. (3) This regulation may apply to aerodromes in category B where deemed necessary by the Authority. Response time for rescue and fire fighting services - 260 Verify source ↗
(1) The operational objective of the rescue and
AI-assisted research summary: The rescue and fire fighting service must reach operational runways and the movement area within set response times, keep vehicles maintained, and provide extra equipment/procedures for lower-visibility conditions.
260.-(1) The operational objective of the rescue and fire fighting service shall be to achieve a response time not exceeding three minutes to any point of each operational runway in optimum visibility and surface conditions. 224 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (2) The operational objective of the rescue and fire fighting service shall be to achieve a response time not exceeding three minutes to any other part of the movement area in optimum visibility and surface conditions. (3) For the purpose of these regulations, response time means the time between the initial call to the rescue and fire fighting service, and the time when the first responding vehicle(s) is (are) in position to apply foam at a rate of at least 50 per cent of the discharge rate specified in Table 10 and optimum visibility while optimum visibility and surface conditions means daytime, good visibility, no precipitation with normal response route free of surface contamination such as water. (4) To meet the operational objectives as nearly as possible in less than optimum conditions of visibility, especially during suitable guidance, equipment and/or procedures for rescue and fire fighting services shall be provided. low visibility operations, (5) Any vehicles, other than the first responding vehicle(s), required to deliver the amounts of extinguishing agents specified in Table 10 shall ensure continuous agent application and shall arrive no more than four minutes from the initial call. (6) A system of preventive maintenance of rescue and fire fighting vehicles shall be employed to ensure effectiveness of the equipment and compliance with the specified response time throughout the life of the vehicle. (7) This regulation applies to aerodromes in category A. (8) This regulation may apply to aerodromes in category B where deemed necessary by the Authority. (9) This regulation shall not apply to aerodromes in categories C, D and E. Establish ment of emergenc access y roads - 261 Verify source ↗
(1) Emergency access roads shall be provided
AI-assisted research summary: Aerodromes in categories A and B must have emergency access roads and related road features that support emergency response and runway safety.
261.-(1) Emergency access roads shall be provided aton an aerodrome where terrain conditions permit their construction, so as to facilitate achieving minimum response times. 225 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (2) Particular attention shall be given to the provision of ready access to approach areas up to 1 000 m from the threshold, or at least within the aerodrome boundary and where a fence is provided, the need for convenient access to outside areas shall be taken into account. (3) Aerodrome service roads may serve as emergency access roads when they are suitably located and constructed. (4) Emergency access roads shall be capable of supporting the heaviest vehicles which will use them, and be usable in all weather conditions. (5) Roads within 90 m of a runway shall be surfaced to prevent surface erosion and the transfer of debris to the runway. Sufficient vertical clearance shall be provided from overhead obstructions for the largest vehicles. (6) When the surface of the road is indistinguishable from the surrounding area, edge markers shall be placed at intervals of about 10 m. (7) This regulation applies to aerodromes in category A and B. - 262 Verify source ↗
(1) Rescue and fighting vehicles shall be housed
AI-assisted research summary: Aerodromes in category A, and where appropriate category B, must follow fire-station arrangements for rescue and fighting vehicles.
262.-(1) Rescue and fighting vehicles shall be housed in a fire station. (2) Satellite fire stations shall be provided where the response time cannot be achieved from a single fire station. (3)The fire station shall be located so that the access for rescue and fire fighting vehicles into the runway area is direct and clear, requiring a minimum number of turns. (4) This regulation applies to aerodromes category A and as appropriate, to aerodromes in category B. Rescue and fire fighting service stations Provision of communic ation and alerting systems for rescue and fire fighting services - 263 Verify source ↗
(1) An operator shall provide a discreet
AI-assisted research summary: An operator must provide a discreet communication system linking the fire station, control tower, other aerodrome fire stations, and rescue and fire fighting vehicles, and an alerting system for rescue and fire fighting personnel must be provided at specified aerodrome locations.
263.-(1) An operator shall provide a discreet communication system linking a fire station with the control tower, any other fire station on the aerodrome and the rescue and fire fighting vehicles. (2) An alerting system for rescue and fire fighting personnel, capable of being operated from that station, shall be provided at a fire station, any other fire station on the aerodrome and at the aerodrome control tower. 226 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) A. (3) This regulation applies to aerodromes in category (4) This regulation shall apply to aerodromes in category B as appropriate - 264 Verify source ↗
Section 264
AI-assisted research summary: An aerodrome must have at least the number of rescue and fire fighting vehicles shown in Table 11.
264. The minimum number of rescue and fire fighting vehicle provided firefighting vehicle provided at an aerodrome shall be in accordance with table 11. Minimum number of rescue and fire fighting vehicles Table 11 - Minimum number of rescue and fire fighting vehicles Aerodrome fire Number of rescue and fire fighting vehicles category 1 2 3 4 5 6 7 8 9 10 1 1 1 1 1 2 2 3 3 3 Requirem ents for rescue and fire fighting personnel - 265 Verify source ↗
(1) An operator shall carry out a task resource
AI-assisted research summary: Aerodrome operators must assess staffing needs, keep the staffing level in the Aerodrome Manual, train rescue and fire fighting personnel, run live fire drills, designate enough trained staff during flight operations, and ensure personnel have suitable equipment.
265.-(1) An operator shall carry out a task resource analysis to determine the minimum number of rescue and fire fighting personnel required at the aerodrome, and shall document in the Aerodrome Manual, the level of staffing. 227 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (2) An operator shall ensure that all rescue and fire fighting personnel are p r o p e r l y trained to perform their duties in an efficient manner, and shall participate in live fire drills commensurate with the types of aircraft and type of the aerodrome, including pressure-fed fuel fires. rescue and firefighting equipment in use at For the purpose of these regulations, Pressure-fed fires are fires associated with fuel discharge under very high pressure from a ruptured fuel tank. (3) The training curriculum shall include initial and recurrent instruction in at least the following areas: (a) airport familiarization; (b) aircraft familiarization; (c) rescue and fire fighting personnel safety; (d) emergency communications systems on the aerodrome, including aircraft fire-related alarms; (e) use of the fire hoses, nozzles, turrets and other compliance with appliances required standards prescribed by the authority for (f) application of the types of extinguishing agents standards compliance with required for prescribed by the authority (g) emergency aircraft evacuation assistance; (h) fire fighting operations; (i) adaptation and use of structural rescue and firefighting equipment for aircraft rescue and fire fighting; (j) dangerous goods; (k) familiarization with fire fighters’ duties under the aerodrome emergency plan; and (l) protective clothing and respiratory protection. (4) The rescue and fire fighting personnel training programme shall include training in live fire training, human performance, including team coordination. (5) During flight operations, sufficient trained and competent personnel shall be designated to be readily available to ride operate the rescue and fire fighting vehicles and to operate the equipment at maximum capacity. 228 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Removal of disabled aircraft (6) The rescue and fire fighting personnel shall be deployed in a way that ensures that minimum response times can be achieved and that continuous agent application at the appropriate rate can be fully maintained, taking into account, the need for the personnel to use hand lines, ladders and other rescue and firefighting equipment normally associated with aircraft rescue and fire fighting operations. (7) All responding rescue and fire fighting personnel shall be equipped provided with protective clothing and respiratory equipment to enable them to perform their duties in an effective manner including – (a) helmets; (b) proximity suits; (c) boots; (d) gloves; (8) This regulation shall apply to aerodromes in category A and to category B as appropriate. - 266 Verify source ↗
(1) An operator shall have in place a plan for the
AI-assisted research summary: Operators must keep a disabled-aircraft removal plan and name a coordinator.
266.-(1) An operator shall have in place a plan for the removal of an aircraft disabled on, or adjacent to, the movement area and shall designate a coordinator to implement the plan when necessary. (2) The disabled aircraft removal plan shall be based on the characteristics of the aircraft that may normally be expected to operate at the aerodrome, and include among other things – (a) a list of equipment and personnel on, or in the vicinity of, the aerodrome which would be available for such purpose; and; (b) arrangement for the rapid receipt of aircraft recovery equipment kits from other aerodromes, where applicable; and (c) the name and contact information and capability of the aerodrome for the s of the co-ordinator designated to implementation the plan. (3) The plan under this regulation shall include particulars of the procedures for removing a disabled aircraft on the movement area or adjacent to it. 229 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) This regulation shall not apply to aerodromes in categories B, C, D and E unless otherwise specified by the Authority. Apron manageme nt service - 267 Verify source ↗
(1) When warranted by the volume of
AI-assisted research summary: This section requires apron management and related safety controls at aerodromes when traffic volume and operating conditions warrant it.
267.-(1) When warranted by the volume of traffic and operating conditions, an appropriate apron management service shall be provided on an apron by an aerodrome air traffic services unit, by the aerodrome operating authority, or by a cooperative combination of these, in order to: (a) regulate movement with the objective of preventing collisions between aircraft, and between aircraft and obstacles; (b) regulate entry of aircraft into, and coordinate exit of aircraft from, the apron with the aerodrome control tower; and (c) ensure safe and expeditious movement of vehicles and appropriate regulation of other activities. (2) Where the aerodrome control tower does not participate in the apron management service, procedures shall be established to facilitate the orderly transition of aircraft between the apron management unit and the aerodrome control tower. (3) An operator shall ensure that, where an apron management service is established and, radio telephony communication facilities are provided. (4) Where low visibility procedures are in effect, persons and vehicles operating in the apron shall be restricted to the essential minimum. (5) An emergency vehicle to an emergency shall have priority over all other surface movement traffic. responding (6) vehicle operating on an apron shall: (a) give way to an emergency vehicle; an aircraft taxiing, about to taxi, or being pushed or towed; and (b) give way to other vehicles in accordance with local regulations. 230 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (7) An operator shall ensure visual monitoring of aircraft stand shall be visually monitored to ensure that the recommended clearances distances are provided to an aircraft using the stand and the control of vehicle movement on apron. (8) This regulation does not apply to aerodromes in categories C, D and E unless otherwise deemed necessary by the Authority. - 268 Verify source ↗
(1) An operator shall ensure that trained
AI-assisted research summary: Operators must keep trained personnel, fire equipment, and quick access to rescue and fire-fighting services available during aircraft ground servicing, and position equipment safely during refuelling with passengers present.
268.-(1) An operator shall ensure that trained personnel and fire extinguishing equipment, suitable for at the initial intervention in the event of a fuel fire, is least readily available during the ground servicing of an aircraft, and that there is means of quickly summoning the rescue and fire fighting service in the event of a fire or major fuel spill. (2) An operator shall ensure that, when aircraft refuelling operations take place while passengers are on board, embarking or disembarking, ground equipment are positioned in a manner that allows - (a) the use of a sufficient number of exits for expeditious evacuation; and (b) a ready escape route from each of the exits to be used in an emergency. - 269 Verify source ↗
(1) A person shall not operate a vehicle on the
AI-assisted research summary: People may not operate vehicles in certain aerodrome areas unless authorized, and drivers must follow beacon, instruction, training, and radio-communication rules.
269.-(1) A person shall not operate a vehicle on the manoeuvring area at an aerodrome where air traffic service is provided, except where authorized by the aerodrome control tower. (2) A person shall not operate a vehicle on an apron of an aerodrome except where authorized by the aerodrome operator. (3) A vehicle operating on the movement area shall have a rotating beacon. Ground servicing of aircraft Aerodrom e vehicle operation 231 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) A driver of the vehicle on the movement area shall comply with all mandatory instructions conveyed by markings and signs, where the vehicle is on the manoeuvring area, except where the driver is authorized by: (a) the aerodrome control manoeuvring area; and tower when on the (b) on an apron only as authorized by the appropriate designated authority. (5) A driver of the vehicle on the movement area shall comply with all mandatory instructions conveyed by lights. (6) A driver of a vehicle on the movement area shall comply with all mandatory instructions conveyed by lights and instructions issued by the aerodrome control tower where the vehicle is on the manoeuvring area or by the appropriate designated authority, where the vehicle is on an apron. (7) A driver of a vehicle on the movement area shall be appropriately trained for the tasks to be performed and shall comply with the instructions issued by: (a) the aerodrome control tower, when on the manoeuvring area; and (b) the appropriate designated authority, when on the apron. (8) A driver of a radio-equipped vehicle shall establish satisfactory two-way radio communication with the aerodrome control tower before entering the manoeuvring area and with the appropriate designated authority before entering the apron, and shall maintain a continuous listening watch on the assigned frequency while on the movement area. Surface movement - 270 Verify source ↗
(1) A surface movement guidance and control
AI-assisted research summary: An aerodrome must have a surface movement guidance and control system, and in some cases surface movement radar, with design features and equipment arrangements meeting the stated conditions.
270.-(1) A surface movement guidance and control system (SMGCS) shall be provided at an aerodrome. 232 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) guidance and control systems (2) The design of an SMGCS provided at an aerodrome shall take into account: (a) the density of air traffic; (b) the visibility conditions under which operations are intended; (c) the need for pilot orientation; (d) the complexity of the aerodrome layout; (e) and movements of vehicles. (3). The visual aid components of an SMGCS, that is, markings, lights and signs, shall be designed to conform with the relevant specifications in these regulations (4) An SMGCS shall be designed to assist in the prevention of inadvertent incursions of aircraft and vehicles onto an active runway or taxiway, and collision on any part of the movement area, taking into account of sub regulation (2) above. (5) The system shall be designed to assist in the prevention of collisions between aircraft, and between aircraft and vehicles or objects, on any part of the movement area. (6) Where an SMGCS is provided by selective switching of stop bars and taxiway centre line lights, the following requirements shall be met: (a) taxiway routes which are indicated by illuminated taxiway centre line lights shall be capable of being terminated by an illuminated stop bar; (b) the control circuits shall be so arranged that when a stop bar located ahead of an aircraft is illuminated, the appropriate section of taxiway centre line lights beyond it is suppressed; and (c) the taxiway centre line lights are activated ahead of an aircraft when the stop bar is suppressed. (7) Surface movement radar for the maneuvering area shall be provided at an aerodrome intended for use in runway visual range conditions less than a value of 350 m. 233 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Sitting of equipment and installatio ns on operationa l areas (8) Surface movement radar for the maneuvering area shall be provided at an aerodrome other than that in sub- regulation (7) when traffic density and operating conditions are such that regularity of traffic flow cannot be maintained by alternative procedures and facilities. (9) This regulation shall apply to aerodromes in category A. - 271 Verify source ↗
(1) An aerodrome operator shall comply with
AI-assisted research summary: Aerodrome operators must follow frangibility and height restriction rules for equipment and installations near runways and related safety areas.
271.-(1) An aerodrome operator shall comply with the frangibility and height restriction requirements for equipment or installations located near or on a runway strip, on the non-graded portion of a runway strip, on precision approach for obstacles of operational significance runways, or (2) Unless its function requires it to be there for air navigation or for aircraft safety purposes, no equipment or installation shall be: (a) on a runway strip, a runway end safety area, a taxiway strip or within the distances specified in Table 2, column 11, if it would endanger an aircraft; or (b) on a clearway if it would endanger an aircraft in the air. (3) Any equipment or installation required for air navigation or for aircraft safety purposes which must be located: (a) on that portion of a runway strip within: (i) 75 m of the runway centre line where the code number is 3 or 4; or (ii) 45 m of the runway centre line where the code number is 1 or 2; or (b) on a runway end safety area, a taxiway strip or within the distances specified in Table 2; or (c) on a clearway and which would endanger an aircraft in the air; shall be frangible and mounted as low as possible. 234 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) Any equipment or installation required for air navigation or for aircraft safety purposes which must be located on the non-graded portion of a runway strip shall shall be regarded as an obstacle and shall be frangible and mounted as low as possible. (4) Unless its function requires it to be there for air navigation or for aircraft safety purposes, no equipment or installation shall be located within 240 m from the end of the strip and within: (a) 60 m of the extended centre line where the code number is 3 or 4; or (b) 45 m of the extended centre line where the code number is 1 or 2; of a precision approach runway category I, II or III. (5) Any equipment or installation required for air navigation or for aircraft safety purposes which must be located on or near a strip of a precision approach runway category I, II or III and which: (a) is situated on that portion of the strip within 77.5 m of the runway centre line where the code number is 4 and the code letter is F; or (b) is situated within 240 m from the end of the strip and within: (i) 60 m of the extended runway centre line where the code number is 3 or 4; or (ii) 45 m of the extended runway centre line where the code number is 1 or 2; or (c) penetrates the inner approach surface, the inner transitional surface or the balked landing surface; shall be frangible and mounted as low as possible. (6) Any equipment or installation required for air navigation or for aircraft safety purposes which is an obstacle of operational significance shall be frangible and mounted as low as possible. 235 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Location, constructi on and installatio n of equipment on operationa l areas - 272 Verify source ↗
(1) Except for the purpose of air navigation or
AI-assisted research summary: A person must not build or install equipment or installations on specified runway and taxiway safety areas, unless it is for air navigation or aircraft safety.
272.-(1) Except for the purpose of air navigation or for aircraft safety, a person shall not construct or install equipment or any installation on a runway strip, a runway end safety area, a taxiway strip, a clearway or within any distances determined by the construction or the equipment may endanger the safety of an aircraft. the Authority, where Fencing of aerodrome s, and ground installatio ns and facilities (2) Where any equipment or installation required for air navigation or for aircraft safety purposes is to be located on a portion of a runway strip or on a runway end safety area, a taxiway strip or within any distances determined by the Authority, the equipment or installation shall be frangible and mounted as low as possible in accordance with the standards prescribed in these regulations. - 273 Verify source ↗
(1) An operator of an aerodrome shall provide a
AI-assisted research summary: Aerodrome operators must provide fencing or other suitable barriers and protection measures to keep people, animals, and unauthorized persons out of aircraft movement and sensitive areas.
273.-(1) An operator of an aerodrome shall provide a fence or a suitable barrier on the aerodrome or off- aerodrome, ground installations and facilities, including sewers, ducts and tunnels - (a) to prevent the entrance into the movement area, of persons or any animals likely to be a hazard to aircraft; and (b) to deter the inadvertent or premeditated access of an unauthorised person onto a non-public area of the aerodrome. (2) An operator shall provide suitable means of protection for an aerodrome to deter the inadvertent or premeditated access of unauthorised persons into ground installations and facilities essential for the safe operation of aircraft. (3) The fence or barrier required under sub- regulation (1) shall be located so as to separate the movement area and other facilities or zones on the aerodrome which are vital to the safe operation of aircraft from areas open to public use. 236 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) Where greater security is needed, a cleared area shall be provided on both sides of the fence or barrier to facilitate the work of patrols and to make trespassing more difficult and provision for a perimeter road along the aerodrome fencing for the use of both maintenance personnel and security patrols may be made. (5) category A. This regulation applies to aerodromes in (6) This regulation applies in category B except where deemed otherwise by the Authority to aerodromes Lighting of Security fences and barriers Security lighting of aerodrome fence Maintenan ce of safety inspection programm e - 274 Verify source ↗
Where it is deemed desirable for security
AI-assisted research summary: When security reasons make it desirable, fencing or other barriers protecting international civil aviation facilities must be lit at a minimum essential level.
274. Where it is deemed desirable for security reasons, a fence or other barriers provided for the protection of international civil aviation and its facilities shall be illuminated at a minimum essential level and the security lighting shall be located so that the ground area on both sides of the fence or barrier, particularly at access points, is illuminated. - 275 Verify source ↗
(1)An operator shall establish and maintain a
AI-assisted research summary: An operator must establish and keep a safety inspection programme for the aerodrome.
275.-(1)An operator shall establish and maintain a safety inspection programme for the aerodrome. (2) The safety inspection programme shall -– (a) provide procedures to ensure that competent aerodrome personnel execute the programme effectively; and (b) provide a reporting system to ensure prompt correction of unsafe aerodrome conditions noted during any inspection. Maintenan ce of fire prevention programm e - 276 Verify source ↗
(1) An operator shall establish a fire prevention
AI-assisted research summary: An aerodrome operator must maintain fire prevention arrangements, designate someone to keep the programme up to date, prevent unsafe fire-related practices, and alert rescue and fire fighting services when unsafe maintenance practices occur.
276.-(1) An operator shall establish a fire prevention programme with preventive measures against possible fires on the aerodrome and identify a person to maintain the fire prevention programme for the aerodrome and the aerodrome buildings. 237 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (2) Where an aerodrome does not have designated fire service, the operator shall arrange with the relevant local government authority or any other concerned authority to maintain a fire prevention programme for the aerodrome and to advise the operator of any dangerous conditions for rectification. (3) An operator shall ensure that unsafe practices that may result in fire are not performed on the aerodrome or within its vicinity. (4) Notwithstanding sub-regulation (3) where unsafe practices are performed during maintenance on the aerodrome, an operator shall alert the rescue and fire fighting services concerned, to be on standby for the duration of the practices. (5) Sub-regulation (1) shall not apply to aerodromes in category E Access of ground vehicles to aerodrome movement area - 277 Verify source ↗
(1) An operator shall
AI-assisted research summary: An aerodrome operator must control ground vehicle access and require reflective gear for people on the movement area.
277.-(1) An operator shall - (a) limit the access of any ground vehicles used for the aerodrome and aircraft operations, aerodrome manoeuvring area; to (b) provide adequate procedures for the safe and orderly access of ground vehicles the aerodrome and operation in the manoeuvring area of ground vehicles, where an air traffic service unit is in operation at the aerodrome, in order that each ground vehicle operating in the aerodrome manoeuvring area is controlled by - to ensure to (i) (ii) radio communication two-way between the vehicle and the air traffic service unit; radio accompanying an communication or an escort vehicle including with adequate measures signals or guards the vehicle, where the vehicle does not have a radio; to control 238 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (c) provide adequate measures to ensure that ground vehicles operating in the aerodrome movement area are controlled by signs, signals or standards prescribed by the Authority, where an air traffic service unit is not in operation at the aerodrome; pre-arranged (d) ensure that any person who operates a ground vehicle on the aerodrome movement area is familiar with and complies with the rules and procedures for the operation of ground vehicles as prescribed by the Authority. (2) An operator shall ensure that a person who has access to the aerodrome movement area wears a coloured reflective gear which shall be conspicuously displayed while on the movement area. (3) In this regulation, “gear” includes a vest, band, overcoat, helmet and socks. Operation of Aircraft exceeding certified characteris tics of an aerodrome (2) aircraft that exceeds intending the - 288 Verify source ↗
(1). An operator shall not accommodate an
AI-assisted research summary: Operators may not accommodate certified aerodrome characteristics unless the Authority approves it; aerodrome operators must study compatibility and publish resulting operational measures.
288.-(1). An operator shall not accommodate an the certified characteristics of aircraft aerodromes unless approved by the Authority . An aerodrome operator exceeding to certified accommodate an the aerodrome shall carry out a characteristics of in collaboration with stakeholders compatibility study to aircraft operator(s), Air limited including but not Navigation Service providers and Ground handling agencies (3). The operator shall assess the compatibility between the operation of the aeroplane and aerodrome infrastructure shall develop and implement appropriate measures in order to maintain an acceptable level of safety during operations Information concerning alternative measures, (4). operational restrictions and implemented at an aerodrome arising from sub regulations (2) and (3) above shall be published in Aeronautical Information Publication procedures operating 239 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Applicatio this n of Part Maintenan ce programm e Maintenan ce of pavements and adjacent areas PART XVII AERODROME MAINTENANCE
Part
PART XVII
- 289 Verify source ↗
This part shall apply only to aerodromes in
AI-assisted research summary: This part applies only to aerodromes in categories A and B.
289. This part shall apply only to aerodromes in categories A and B. - 290 Verify source ↗
(1)
AI-assisted research summary: An aerodrome operator must set up a maintenance programme, including preventive maintenance, and follow Human Factors principles.
290.-(1) An operator shall establish at the aerodrome, a maintenance programme, including preventive maintenance to maintain a facility in a condition that does not impair the safety, efficiency regularity and regularity efficiency of air navigation aircraft operations. (2) the aerodrome operator maintenance shall include precautions for runway, taxiway and apron pavements and taxiway shoulders in relation to surface debris and regularity In this regulation - (3) “facility” includes a pavement, visual aid, fencing, drainage system and building; “preventive maintenance” means programmed maintenance work done to prevent failure or degradation of a facility. (4) The design and application of the maintenance programme shall observe Human Factors principles. - 291 Verify source ↗
(1) An operator shall at all times ensure that
AI-assisted research summary: An operator must keep aerodrome movement areas and runways regularly inspected and maintained, including runway friction and taxiway shoulder cleanliness.
291.-(1) An operator shall at all times ensure that - (a) the surfaces of all movement areas including pavements (runways, taxiways, and aprons) and adjacent areas are inspected and their conditions monitored regularly as part of an aerodrome preventive corrective maintenance programme with the objective of avoiding and eliminating any loose objects/debris that might cause damage to aircraft or impair the operation of aircraft systems; and (b) the surface of the runway is maintained in a condition that precludes formation of harmful irregularities such as water pools and rough surfaces; 240 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (c) a paved runway is be maintained in a condition so as to provide surface friction characteristics at or above the minimum friction level specified by the Authority. (d) runway surface friction characteristics for maintenance purposes is periodically measured with a continuous friction measuring device using self-wetting features and documented and that the frequency of these measurements are sufficient to determine the surface friction the characteristics of the runway; trend of (e) corrective maintenance action is taken to prevent the runway surface friction characteristics for either the entire runway or a portion thereof from falling below a minimum friction level specified by the Authority; (f) when there is reason to believe that the drainage characteristics of a runway or portions of the runway, are poor due to slopes or depressions, then the runway friction characteristics are assessed under natural or simulated conditions that are representative of local rain and corrective maintenance action is taken where necessary; (g) where a taxiway is used by turbine-engine aircraft, the surface of the taxiway shoulders is maintained so as to be free of any loose stones or other objects that may be ingested by the aircraft engines; Removal of contamina nts - 292 Verify source ↗
(1) Standing water, mud, dust, sand, oil, rubber
AI-assisted research summary: Runway contaminants must be removed quickly and completely, and chemicals with harmful or toxic effects must not be used.
292.-(1) Standing water, mud, dust, sand, oil, rubber deposits and other contaminants are removed from the surface of runways in use as rapidly and completely as possible to minimize accumulation. (2) Chemicals which may have harmful effects on aircraft or pavements, or chemicals which may have toxic effects on the aerodrome environment, shall not be used. 241 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Runway pavement overlays - 293 Verify source ↗
(1) An operator shall ensure that the overlaying
AI-assisted research summary: An operator must keep runway pavement overlays aligned with the regulations and meet the stated slope, marking, measurement, and friction requirements.
293.-(1) An operator shall ensure that the overlaying of runway pavement overlays is done in accordance with standards prescribed in these regulations. (2) The longitudinal slope of the temporary ramp, measured with reference to the existing runway surface or previous overlay course, shall be: (a) 0.5 to 1.0 per cent for overlays up to and including 5 cm in thickness; and (b) not more than 0.5 per cent for overlays more than 5 cm in thickness. (3) Overlaying shall proceed from one end of the runway toward the other end so that based on runway utilization most aircraft operations will experience a down ramp. (4) The entire width of the runway shall be overlaid during each work session. (5) Before a runway being overlaid is returned to a temporary operational status, a runway centre line marking shall be provided and in addition, the location of any temporary threshold shall be identified by a 3.6 m wide transverse stripe. (6) The frequency of these measurements shall be sufficient to determine the trend of the surface friction characteristics of the runway. (7) An operator shall ensure that, the overlay is constructed and maintained above the minimum friction level specified by the Authority. Preventive maintenan ce of visual aids - 294 Verify source ↗
(1) An operator shall not operate an aerodrome
AI-assisted research summary: Operators must not run an aerodrome unless preventive maintenance for visual aids is in place, and the maintenance system must meet specified lighting reliability and serviceability standards.
294.-(1) An operator shall not operate an aerodrome unless a system of preventive maintenance of visual aids is employed at the aerodrome. (2) The system of preventive maintenance of visual aids to be employed shall ensure lighting and marking system reliability and maintenance performance level objectives at an aerodrome. 242 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) (a) A light shall be deemed to be unserviceable when the main beam average intensity is less than 50 per cent of the value specified in the appropriate figure in the Eighth Schedule to these regulations. (b) For light units where the designed main beam average intensity is above the value shown in the Eighth Schedule to these regulations, the 50 per cent value shall be related to that design value. (4) The system of preventive maintenance employed for a precision approach runway category II or III shall include at least the following checks: (a) visual inspection and in-field measurement of the intensity, beam spread and orientation of lights included in the approach and runway lighting systems; (b) control and measurement of the electrical characteristics of each circuitry included in the approach and runway lighting systems; and the correct functioning of intensity settings used by air traffic control. (c) control of light (5) The in-field measurements of intensity, beam spread and orientation of lights included in approach and runway lighting systems for a precision approach runway category II or III shall be undertaken by measuring all lights, as far as practicable, to ensure conformance with the applicable specification of in the Eighth Schedule to these regulations. (6) Measurement of intensity, beam spread and orientation of lights included in approach and runway lighting systems for a precision approach runway category II or III shall be undertaken using a mobile measuring unit of sufficient accuracy to analyse the characteristics of the individual lights. 243 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (7) The frequency of measurement of lights for a precision approach runways categories II or III shall be based on traffic density, the local pollution level, the reliability of installed lighting equipment and the continuous assessment of the result of the in-field measurements but, in any event, shall not be less than twice a year for in-pavement lights and not less than once a year for other lights. 244 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (8) The system of preventive maintenance employed for a precision approach runway category II or III shall have as its objective that, during any period of category II or III operations, all approach and runway lights are serviceable and that, in any event, at least: (a) 95 per cent of the lights are serviceable in each of the following particular significant elements: (i) precision approach category II and III lighting system, the inner 450 m; (ii) runway centre line lights; (iii) runway threshold lights; and (iv) runway edge lights; (b) 90 per cent of the lights are serviceable in the touchdown zone lights; (c) 85 per cent of the lights are serviceable in the approach lighting system beyond 450 m; and (d) 75 per cent of the lights are serviceable in the runway end lights. In order to provide continuity of guidance, the allowable percentage of unserviceable lights shall not be permitted in such a way as to alter the basic pattern of the lighting system. Additionally, an unserviceable light shall not be permitted adjacent to another unserviceable light, except in a barrette or a crossbar where two adjacent unserviceable lights may be permitted. With respect to barrettes, crossbars and runway edge lights, lights are considered to be adjacent if located consecutively and: (a) laterally: in the same barrette or crossbar; or (b) longitudinally: in the same row of edge lights or barrettes. 245 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (9) The system of preventive maintenance employed for a stop bar provided at a runway-holding position used in conjunction with a runway intended for operations in runway visual range conditions less than a value of 350 m shall have the following objectives: (a) no more than unserviceable; and two lights will remain (b) two adjacent lights will not remain unserviceable unless the light spacing is significantly less than that specified. (10) The system of preventive maintenance employed for a taxiway intended for use in runway visual range conditions less than a value of 350 m shall have as its objective that no two adjacent taxiway centre line lights be unserviceable. (11) The system of preventive maintenance employed for a precision approach runway category I shall have as its objective that, during any period of category I operations, all approach and runway lights are serviceable and that, in any event, at least 85 per cent of the lights are serviceable in each of the following: (a) precision approach category I lighting system; (b) runway threshold lights; (c) runway edge lights; and (d) runway end lights. (12) In order to provide continuity of guidance an unserviceable light shall not be permitted adjacent to another unserviceable light unless the light spacing is significantly less than that specified. 246 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (13) The system of preventive maintenance employed for a runway meant for take-off in runway visual range conditions less than a value of 550 m shall have as its objective that, during any period of operations, all runway lights are serviceable and that in any event: (a) at least 95 per cent of the lights are serviceable in the runway centre line lights (where provided) and in the runway edge lights; and (b) at least 75 per cent of the lights are serviceable in the runway end lights. In order to provide continuity of guidance, an unserviceable light shall not be permitted adjacent to another unserviceable light. (14) The system of preventive maintenance employed for a runway meant for take-off in runway visual range conditions of a value of 550 m or greater shall have as its objective that, during any period of operations, all runway lights are serviceable and that, in any event, at least 85 per cent of the lights are serviceable in the runway edge lights and runway end lights. In order to provide continuity of guidance, an unserviceable light shall not be permitted adjacent to another unserviceable light. (15) During low visibility procedures the appropriate authority shall restrict construction or maintenance activities in the proximity of aerodrome electrical systems. (16) These regulations shall apply to aerodromes category A and where deemed necessary by the Authority, Category B.
Part
Schedule to these regulations, the 50 per cent value shall be
- 295 Verify source ↗
An operator shall ensure that any construction
AI-assisted research summary: An operator must make sure construction or maintenance does not happen near aerodrome electrical systems during low-visibility operations.
295. An operator shall ensure that any construction or maintenance activity is not undertaken in the proximity of aerodrome electrical systems at any time during periods of low visibility operations. Constructi on or maintenan ce activity during low visibility operations 247 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Works at aerodrome s - 296 Verify source ↗
(1) An operator shall establish procedures,
AI-assisted research summary: An operator must set up procedures and precautions for aerodrome works so aircraft operations are not endangered.
296.-(1) An operator shall establish procedures, processes and precautions to ensure that any works carried out at an aerodrome do not endanger the safety of any aircraft operations. (2) The procedures and precautions in sub-regulation (1) shall comply with guidelines prescribed by the Authority. Applicatio n of this Part Electrical power supply systems air for navigation services facilities PART XVIII ELECTRICAL SYSTEMS 297-(1) This part shall apply to aerodromes in category A. (2) This part may apply to aerodromes in categories B, C, and D where deemed necessary by the Authority.
Part
PART XVIII
- 298 Verify source ↗
(1) An operator shall not operate an aerodrome
AI-assisted research summary: An aerodrome operator must have adequate primary power and, in many cases, secondary or emergency power arrangements for aerodrome services and lighting.
298.-(1) An operator shall not operate an aerodrome unless adequate primary power supply systems are made available for the safe functioning of air navigation services and facilities. (2) The design and provision of electrical power systems for aerodrome visual and radio navigation aids shall be such that an equipment failure does not leave the pilot with inadequate visual and non-visual guidance or misleading information. (3) The design and installation of the electrical systems shall take into consideration factors that can lead to malfunction, such as electromagnetic disturbances, line losses, power quality, among others. (4) Where secondary power is required for air navigation services and facilities, the operator shall arrange the electric power supply connections so as to ensure that the facilities are automatically connected to the secondary power supply upon failure of the primary power supply. (5)At an aerodrome provided with runway lighting and without a secondary power supply, sufficient emergency lights shall be conveniently available for installation on at least the primary runway in the event of failure of the normal lighting system. Emergency lighting may also be useful to mark obstacles or delineate taxiways and apron areas. 248 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (6) The time interval between failure of the primary source of power and the complete restoration of the services required by sub regulation (8) shall be as short as practicable, except that for visual aids associated with non- precision, precision approach or take-off runways the requirements of Table 11 for maximum switch-over times shall apply. (7) At an aerodrome where the primary runway is a non-instrument runway, a secondary power supply capable of meeting the requirements of sub regulation (6) shall be provided, except that a secondary power supply for visual aids need not be provided when an emergency lighting system in accordance with sub regulation (5) is provided and capable of being deployed in 15 minutes. the following An operator shall provide aerodrome facilities with secondary power supply capable of supplying power where there is a failure of the primary power supply (8) (a) the signalling lamp and the minimum lighting necessary to enable air traffic services personnel to carry out their duties; (b) all obstacle lights which, in the opinion of the the safe to ensure Authority are essential operation of aircraft; (c) approach, runway and taxiway lighting; (d) meteorological equipment; (e) essential security lighting, if provided; facilities (f) essential equipment and aerodrome emergency agencies; for the (g) floodlighting on a designated isolated aircraft packing position if provided; and (h) illumination of apron areas over which passengers may walk. (7) The maximum switch-over time between failure of the primary source of power and the secondary source of power for the services shall be as indicated in Table 121. 249 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Table 121 - Secondary power supply requirements Runway Type Lighting aids requiring power Non-instrument Non-precision approach Precision approach category I Precision approach category II Maximum switch-over time See regulations 291(6) and 291(7) 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 1 second 15 seconds 15 seconds 15 seconds 1 second 1 second 1 second 1 second 1 second 15 seconds Visual approach slope indicatorsa Runway edgeb Runway thresholdb Runway endb Obstacle Approach lighting system Visual approach slope indicators a,d Runway edge d Runway threshold d Runway end Obstacle a Approach lighting system Visual approach slope indicatorsa,d Runway edge d Runway threshold d Runway end Essential taxiways a Obstacle a Inner 300 m of the approach lighting system Other parts of the approach lighting system Obstacle a Runway edge Runway threshold Runway end Runway centre line Runway touchdown zone All stop bars Essential taxiway Runway edge Runway end Runway centre line All stop bars Essential taxiway a Obstacle a (a) 15 seconds c Runway meant for Note 1 second take-off in runway Supplied with secondary power when their a. Supplied with secondary power when their operation is essential to the safety of flight visual 1 second operation. operation is essential to the safety of flight range conditions less 1 second c. One second where no runway centre line lights are provided. operation; than a value of 800 m 15 seconds d. One second where approaches are over hazardous or precipitous terrain. 15 seconds See Part XIV– Visual aids for air navigation on (b) prescription on , regarding the use of emergency lighting; One second where no runway centre line lights are provided; One second where approaches are over hazardous or precipitous terrain. (d) (c) 250 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (8) For the purpose of this regulation, “switch- over time” means the time required for the actual intensity of a light measured in a given direction to fall from fifty per cent and recover to fifty per cent during a power supply changeover, when the light is being operated at intensities of twenty five per cent or more. (9) The time interval between failure of the primary source of power and the complete restoration of the services required by sub-regulation (6) shall be as short as practicable, except that for visual aids associated with non- precision, precision approach or take-off runways the requirements of Table 121 for maximum switch-over times shall apply. (10) The provision of a definition of a switch-over time shall not require the replacement of an existing secondary power supply before 1st January 2010. (11) For a secondary power supply installed after 4 November 1999, the electric power supply connections to those facilities for which secondary power is required shall be so arranged that the facilities are capable of meeting the requirements of Table 121 for maximum switch-over times. (13) For a precision approach runway, a secondary power supply capable of meeting the requirements of Table 12 1 for the appropriate category of precision approach runway shall be provided. (14) Electric power supply connections to those facilities for which secondary power is required shall be so arranged that the facilities are automatically connected to the secondary power supply on failure of the primary source of power. (15) For a runway meant for take-off in runway visual range conditions less than a value of 800 m, a secondary power supply capable of meeting the relevant requirements of Table 121 shall be provided. 251 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (16) At an aerodrome where the primary runway is a non-precision approach runway, a secondary power supply capable of meeting the requirements of Table 121 shall be provided, except that a secondary power supply for visual aids need not be provided for more than one non-precision approach runway. (17) At an aerodrome where the primary runway is a non-instrument runway, a secondary power supply capable of meeting requirements of sub-regulation (9) shall be provided, except that a secondary power supply for visual aids need not be provided when an emergency lighting system is provided and capable of being deployed in 15 minutes. (18) Requirements for a secondary power supply shall be met by either of the following: (a) independent public power, which is a source of power supplying the aerodrome service from a substation other than the normal substation through a transmission line following a route different from the normal power supply route and such that the possibility of a simultaneous failure of the normal and independent public power supplies is extremely remote; or (b) standby power unit(s), which are engine generators, batteries, etc., from which electric power can be obtained. - 299 Verify source ↗
(1) For a runway meant for use in runway visual
AI-assisted research summary: For runways used in runway visual range conditions below 550 m, the electrical systems must be designed to avoid unsafe or misleading guidance if equipment fails. Where aerodrome secondary power uses duplicate feeders, the supplies must be physically and electrically separate. Where runway and taxiway lighting are both provided on a standard taxi-route runway, the lighting systems must be interlocked so they cannot operate simultaneously.
299.-(1) For a runway meant for use in runway visual range conditions less than a value of 550 m, the electrical systems for the power supply, lighting and control of the lighting systems included in Table under regulation 291 shall be so designed that an equipment failure will not leave the inadequate visual guidance or misleading pilot with information. (2) Where the secondary power supply of an aerodrome is provided by the use of duplicate feeders, such supplies shall be physically and electrically separate so as to ensure the required level of availability and independence. 252 Electrical System design and operations The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Monitorin g of electrical systems (3) Where a runway forming part of a standard taxi- route is provided with runway lighting and taxiway lighting, the lighting systems shall be interlocked to preclude the possibility of simultaneous operation of both forms of lighting. - 300 Verify source ↗
(1) A system of monitoring lighting system
AI-assisted research summary: Lighting systems at an aerodrome must be monitored so faults and operating status can be indicated, with some systems monitored automatically and related information relayed to the relevant unit or crew.
300.-(1) A system of monitoring lighting system reliability shall be employed to indicate the operational status or any fault appropriate to the type and level of operations at an aerodrome of the lighting systems. (2) Where lighting systems are used for aircraft control purposes, such systems shall be monitored automatically so as to provide an indication of any fault which may affect the control functions and this information shall be relayed to the air traffic service unit. (3) Where a change in the operational status of lights occurres, an indication may be provided within two seconds for a stop bar at a runway holding position and within five seconds for all other types of visual aids. (4) For a runway meant for use in runway visual range conditions less than a value of 550 m, the lighting systems detailed in regulation 292 shall be monitored automatically so as to provide an indication when the serviceability level of any element falls below the minimum serviceability level specified by the Authority and this information shall be relayed to the maintenance crew. (5) For a runway meant for use in runway visual range conditions less than a value of 550 m, the lighting systems detailed in regulation 292 shall be monitored the automatically serviceability level of any element falls below the minimum level specified below which operations shall not continue and such information shall be relayed to the air traffic services unit and displayed in a prominent position. indication when to provide an PART XIX INFORMATION TO BE REPORTED TO AERONAUTICAL INFORMATION SERVICES 253 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Applicatio n of this Part
Part
PART XIX
- 301 Verify source ↗
Section 301
AI-assisted research summary: This part applies to all categories of availability of information.
301. aerodromes. This part shall apply to all categories of Availabilit of y Informatio n - 302 Verify source ↗
(1) An operator shall ensure that information
AI-assisted research summary: An aerodrome operator must keep users informed about aerodrome information that affects flights and must report certain errors, changes, obstacle coordinates, and operational-significance issues to the Aeronautical Information Services.
302.-(1) An operator shall ensure that information relating to the aerodrome and its facilities, which is significant for the conduct of flights to and from the aerodrome, is available to the users of the aerodrome. (2) An operator shall be responsible for notifying the Aeronautical Information Services of any errors and omissions in the aeronautical information of operational significance, published in the Aeronautical Information Publication or Aeronautical Information Circular or in the NOTAM, and of any pending changes in the aerodrome or its facilities which are likely to affect this information. (3) An operator shall be responsible for measurement and reporting to the Aeronautical Information Services of geographical coordinates of obstacles affecting operations or navigable airspace in accordance with the obstacle limitation surfaces prescribed in these Regulations (4) An operator shall, for the guidance of pilots and other operators provide information on the - (a) status of aerodrome; licensing or certification of the (b) construction or maintenance work on or immediately adjacent to the manoeuvring area; (c) unserviceable portions of any part of the manoeuvring area; (d) the runway surface conditions when affected by water, damp, wet, water patches or flooded, as appropriate; (e) parked aircraft or other objects on, or immediately adjacent to the taxiways; (f) the presence of other temporary hazards; (g) failure or irregular operation of any part of the aerodrome lighting system, or of the aerodrome main and secondary power supplies; 254 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (h) failure, irregular operation and changes in the operational status of any electronic approach or navigation aid, or aeronautical communication facility; (i) failures and changes in the runway visual range observer system; and (j) any other information of operational significance. Action required for occurrenc es of operationa l significan ce other than those involving electronic aids and communic ation facilities - 303 Verify source ↗
(1) Where any of the following conditions occur
AI-assisted research summary: An operator must promptly update aeronautical information and, when needed, issue a NOTAM through Aeronautical Information Services for listed changes or anticipated changes.
303.-(1) Where any of the following conditions occur or are anticipated, an operator shall take immediate action to amend the information contained in the Aeronautical Information Circular and where necessary, promulgate the change by NOTAM through the Aeronautical Information Services using the Aeronautical Information Services address notified in the Aeronautical Information Circular - (a) changes in the availability of the manoeuvring area and changes in the runway declared distance, except that increases in declared distances may only be made with the approval of the Authority; (b) significant changes in aerodrome lighting and other visual aids; (c) presence or removal of temporary obstructions to aircraft operation in the manoeuvring area; (d) presence of airborne hazards to air navigation; (e) interruption, return to service, or major changes to rescue facilities and fire fighting services in terms of the new category of the rescue and fire fighting service available at the aerodrome; except the promulgated rescue fire fighting category may only be made with the approval of the Authority; (f) failure of or return to operation of hazard beacons and obstruction lights on or in the vicinity of the aerodrome; permanent changes that to (g) erection or removal of obstructions to air navigation, and erection or removal of significant obstacles in take-off, climb or approach areas; (h) air displays, air races, parachute jumping, or any unusual aviation activity; and 255 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Action required for occurrenc es that affect electronic aids and communic ation facilities Aeronauti data cal reporting (i) any other information of operational significance. (2) Where any of the conditions in sub-regulation (1) arises at short notice, an operator shall notify the Aeronautical Information Services for promulgation of a NOTAM. (3) Where any of the conditions in sub-regulation (1) is intended, the operator shall make a written request to the Aeronautical Information Services, for the amendment of the Aeronautical Information Publication and Aeronautical Information Circular or for supplementary action. - 304 Verify source ↗
(1) An operator or a person in charge of a
AI-assisted research summary: An operator or person in charge of a navigation facility must initiate NOTAM action for certain air navigation changes and request NOTAM-related amendments or supplements through the Aeronautical Information Services or approved channels.
304.-(1) An operator or a person in charge of a navigation facility shall initiate NOTAM action - (a) for the establishment or withdrawal of electronic aids to air navigation; and (b) for changes in the regularity or reliability of operation of any electronic aid to air navigation or aeronautical communication facility. (2) An operator or a person in charge of a navigation facility shall request for the NOTAM action, or an amendment or a supplement of Aeronautical Information Publication or Aeronautical Information Circular directly from the Aeronautical Information Services or through channels established by the Authority. - 305 Verify source ↗
(1) An operator shall provide to the Authority
AI-assisted research summary: An operator must provide accurate aeronautical data to the Authority and keep aerodrome-related data accurate, adequate, and protected throughout processing.
305.-(1) An operator shall provide to the Authority for promulgation, accurate aeronautical data as specified in these Regulations. (2) An operator shall ensure that aerodrome related aeronautical data is adequate and accurate and that the integrity of the data is maintained and protected throughout the data process from survey or origin up to the next intended user. (3) An operator shall determine and report aerodrome related aeronautical data in accordance with prescribed accuracy and integrity requirements while taking into account the established quality system procedures. 256 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) Accuracy requirements for aeronautical data shall be based upon a ninety five per cent confidence level and in that respect, three types of positional data, namely; surveyed points, calculated points and declared points shall be identified. (5) Aerodrome mapping data shall be made available to the aeronautical information services for aerodromes in category A where safety and/or performance- based operations suggest possible benefits. (6) Where made available in accordance with these regulations, the selection of the aerodrome mapping data features to be collected shall be made with consideration of the intended applications. (7) Where made available in accordance with these regulations, aerodrome mapping data shall comply with the accuracy and the Authority. integrity requirements specified by (8) Subject to sub-regulation (7), the following classification and data integrity levels shall apply – (a) for routine data: avoid corruption throughout the processing of the data; (b) for essential data: assure corruption does not occur at any stage of the entire process and may include additional processes as needed to address potential risks in the overall system architecture to further assure data integrity at this level; and (c) for critical data: assure corruption does not occur at any stage of the entire process and include additional integrity assurance procedures to fully identified by mitigate thorough system architecture as potential data integrity risks. the effects of faults analysis of the overall PART XX EXEMPTIONS Applicatio n of this Part
Part
PART XX
- 306 Verify source ↗
This regulation shall apply to all categories of
AI-assisted research summary: This regulation applies to all categories of aerodromes.
306. This regulation shall apply to all categories of aerodromes. 257 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Applicatio n for exemption - 307 Verify source ↗
(1) A person may apply to the Authority for an
AI-assisted research summary: A person may apply to the Authority for an exemption, but the application must usually be filed at least 60 days before the proposed effective date and must include specified details.
307.-(1) A person may apply to the Authority for an exemption from any provision of these Regulations. (2) An application for an exemption from any provision of these Regulations shall be submitted at least sixty days before the proposed effective date of exemption. (3) An application for exemption shall contain - (a) the name, physical address, mailing address, telephone number, fax number and email address of the applicant, where available; (b) the specific requirement from which the applicant seeks exemption; (c) justification for the exemption; (d) a description of the type of operations to be conducted under the proposed exemption; (e) the proposed duration of the exemption; (f) a detailed description of the alternative means by which the applicant is to ensure a level of safety equivalent to that established by the regulation from which the exemption is applied for; (g) a review of any known safety concerns related to the required exemption, including information about any relevant accidents or incidents of which the applicant is aware; (h) where the applicant seeks to operate under the proposed exemption outside the air space of the State, an indication as to whether the exemption may contravene any provision of the standards and any regulations pertaining to the airspace in which the operation is to occur; and (i) any other relevant information that may be required by the Authority. (4) Where the applicant seeks emergency processing of an application for exemption, the application shall contain facts and reasons to support the reasons for not filing the application within the time specified in sub regulation (2) and satisfactory reasons for deeming the application an emergency. 258 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (5) The Authority may refuse an application made under sub-regulation (4) where in the opinion of the Authority, the reasons given for the exemption are not satisfactory. (6) An application for exemption accompanied by a fee specified by the Authority. shall be Initial review by the Authority - 308 Verify source ↗
(1) The Authority shall review an application
AI-assisted research summary: The Authority must review exemption applications, notify the applicant if the application meets the stated requirements, and may publish a detailed summary for public comment. If the applicant does not meet the requirements of regulations 194, the Authority must inform the applicant and take no further action.
308.-(1) The Authority shall review an application for exemption for accuracy and compliance with the requirements of these regulation. that (2) Where the Authority determines the application for exemption meets the requirements of this Part and that a review of its merits are justified, the Authority shall notify and may publish in the Gazette or at least one local daily newspaper of wide circulation, a detailed summary of the application, for public comment, specifying the date by which the comments are to be received by the Authority for consideration. (3) Where the requirements of regulations 194, the Authority shall inform the applicant and no further action shall be taken on that application. the applicant does not meet Evaluation of applicatio for n exemption - 309 Verify source ↗
(1) The Authority shall conduct an evaluation of
AI-assisted research summary: The Authority must evaluate certain exemption applications, tell the applicant in writing, and publish a detailed report with the decision.
309.-(1) The Authority shall conduct an evaluation of an application after the initial review in accordance with regulation 195, to determine whether - the aeronautical study and risk (a) based on the applicant assessment, provides a level of safety equivalent that to established by the regulation from which the exemption is sought; the proposal by (b) a grant of the exemption would contravene the applicable standards; (c) the request shall be granted or refused and any conditions or limitations that may be part of the exemption. (2) The Authority shall inform the applicant in writing and publish a detailed report of its evaluation and decision to grant or deny the application for exemption. 259 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Applicatio n of this Part Change of name of a licence or certificate holder (3) The report referred to in sub-regulation (2) shall specify the duration of the exemption and any conditions or limitations of the exemption. (4) Where an exemption affects a significant population of the aviation industry in the State, the Authority shall publish the report in the Aeronautical Information Circular. PART XXI GENERAL PROVISIONS
Part
PART XXI
- 310 Verify source ↗
Section 310
AI-assisted research summary: This part applies to all categories of aerodromes unless another provision says otherwise.
310. This part shall apply to all categories of aerodromes except where otherwise specified. - 311 Verify source ↗
(1) A holder of a
AI-assisted research summary: A licence, certificate, or registration approval holder may ask the Authority to change the holder’s name. The application must include the current document and, if available, a court order or other legal proof of the name change.
311.-(1) A holder of a licence, certificate or registration approval may apply to the Authority to change the name of the holder of the licence, certificate or registration approval. (2) An application in sub regulation (1) shall be accompanied by - (a) the current licence, certificate or registration approval; and (b) a court order, or any other legal document verifying the change of name, if any. (3) The Authority shall change the name of the licence, certificate or holder and issue a replacement registration approval with the appropriate endorsement. (4) The Authority shall retain copies of the documents submitted under sub regulation (2). Change of address of a licence or certificate holder - 312 Verify source ↗
A holder of a licence, certificate or registration
AI-assisted research summary: A licence, certificate, or registration holder must tell the Authority about changes to its physical address at least 14 days before the change, and about any mailing address change when it happens.
312. A holder of a licence, certificate or registration approval, shall inform the Authority of – (a) change in the physical address at least fourteen days in advance; and (b) the mailing address upon the change. 260 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (2) Where a holder of a licence, certificate or registration approval does not inform the Authority of the change in the physical address within the time specified in sub regulation (1), the Authority may suspend the licence, certificate or registration approval. Use and retention of licences, certificate s, approvals and records - 313 Verify source ↗
(1)A person shall not
AI-assisted research summary: A person must not use, forge, alter, lend, falsely represent, or tamper with certain aviation documents and records, and the Authority may suspend or cancel an operator’s licence, certificate, or approval for a contravention.
313.-(1)A person shall not - (a) use a licence, certificate, approval, permission, exemption or any other document issued or required by or under these Regulations which is forged, altered, revoked, or suspended, or which the person is not entitled to use; (b) forge or alter a licence, certificate, approval, permission, exemption or any other document issued or required by or under these Regulations; (c) lend a licence, certificate, approval, permission, exemption or any other document issued or required by or under these Regulations to any other person; or (d) make any false representation for the purpose of himself, herself or any other an licence, certificate, approval, permission or procuring for person the issue, renewal or variation of exemption or other document. (2) A person shall not, during the period for which it is required under these Regulations to be preserved - (a) mutilate, alter, render illegible or destroy a licence, certificate or registration approval or any entry made in any record; (b) knowingly make, procure or assist in the making of any false entry in a licence, certificate or record, or (c) wilfully omit to make a material entry in a licence, certificate or registration approval or record. (3) A record required to be maintained under these Regulations shall be recorded in a permanent and indelible material. 261 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) A person shall not purport to issue a licence, certificate, approval or exemption for the purpose of these Regulations unless that person is authorised to do so. (5) The Authority may suspend or cancel a licence, certificate or approval of an operator who contravenes any provision of these Regulations. Replacem ent of documents - 314 Verify source ↗
A holder of a licence, certificate or approval
AI-assisted research summary: A holder of a licence, certificate, or approval may apply to the Authority for a replacement, using the prescribed form.
314. A holder of a licence, certificate or approval who requires a replacement of the licence or certificate may apply to the Authority in the prescribed form Aeronauti cal user charges - 315 Verify source ↗
(1)The Authority shall notify of the fees to be
AI-assisted research summary: The Authority must notify the fees charged for certain licence, approval, inspection, and investigation activities, applicants must pay the fee before processing, and the Authority must not refund fees in specified cases.
315.-(1)The Authority shall notify of the fees to be charged in connection with – (a) the issue, validation, renewal, extension or variation of any licence, certificate, approval or any other document, including a copy of any of these; (b) the undertaking of any examination, test, inspection or investigation; (c) the grant of any permission or approval required for the purpose of these Regulations. (2) Where an application for which any fee is chargeable under sub-regulation (1) is made, the applicant shall, before the application is processed, pay the required fee. (3) The Authority shall not refund the fees where an application is withdrawn after payment of fees is made or where the application ceases to have effect or is refused. Condition s for operating an aerodrome - 316 Verify source ↗
(1) A person shall not operate an aerodrome
AI-assisted research summary: A person must not operate a licensed, certificated, or registered aerodrome unless its facilities and characteristics match the needs of the aircraft it is intended for.
316.-(1) A person shall not operate an aerodrome licensed, certificated or registered under these Regulations unless the facilities and characteristics of the aerodrome are effectively related and match the needs of the aircraft for which the aerodrome is intended. 262 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (2) When the aerodrome accommodates an aeroplane that exceeds the certificated characteristics of the aerodrome, the compatibility between the operation of the aeroplane and the aerodrome infrastructure and operations shall be assessed and appropriate measures developed and implemented in order to maintain an acceptable level of safety during operations. (3) Information concerning alternative measures, operational restrictions and implemented at an aerodrome arising from regulation 309(1) above shall be promulgated. procedures operating Lighting of en- route obstacles - 317 Verify source ↗
(1)An owner or a person in charge of an en
AI-assisted research summary: Owners or persons in charge of an en-route obstacle must fit and keep the required lights displayed, and fix failed lights within 24 hours.
317.-(1)An owner or a person in charge of an en- route obstacle shall ensure that the en-route obstacle is fitted with medium intensity steady red light – (a) positioned as close as possible to the top of the obstacle; and (b) spaced as far as practicable, equally between the ground level with an interval the top lights and not exceeding thirty three metres, at intermediate levels. (2) Where any light which is required by this regulation to be displayed fails, an owner or a person in charge of an en-route obstacle shall repair or replace the light as soon as is reasonably practicable but in any case not later than twenty four hours after the failure of the light. (3) Subject to sub-regulation (2), an owner or a person in charge of an en-route obstacle shall ensure that the lights required to be fitted by this regulation are displayed. (4) An owner or a person in charge of an en-route obstacle shall ensure that sufficient light is fitted and arranged at each level of an obstacle where lights are required to be fitted, so as to show, when displayed, in all directions. (5) The Authority may direct that an en-route obstacle is fitted with additional lights which shall be displayed in such positions and at such times as the Authority may specify. 263 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Land use the in vicinity of an aerodrome Aeronauti cal study and risk assessmen t (6) For the purpose of this regulation – (a) “en-route obstacle” means any building, structure or erection, which is one hundred metres or more, above ground level, except a building, structure or erection, which is in the vicinity of an aerodrome; (b) “medium intensity steady light” means a light, which complies with the characteristics described for a medium intensity type C light. - 318 Verify source ↗
All land use practices and activities in the
AI-assisted research summary: Land use practices and activities near an aerodrome must follow the Authority’s guidelines.
318. All land use practices and activities in the vicinity of an aerodrome shall conform to the guidelines prescribed by the Authority. - 319 Verify source ↗
(1) Where an aerodrome does not meet the
AI-assisted research summary: If an aerodrome does not meet prescribed standards, the operator must do an aeronautical study and risk assessment and propose measures, and the Authority may set conditions and procedures for equivalent safety.
319.-(1) Where an aerodrome does not meet the requirements of the prescribed standards, the Authority may determine, after carrying out aerodrome operator shall conduct an aeronautical studies and risk assessment and propose measures to be implemented to ensure maintenance of equivalent operational safety at an aerodrome without compromising the established requirements, the conditions and procedures that are necessary to ensure a level of safety equivalent to that established by the relevant prescribed standard. (2) The Authority shall assess the outcome of the conduct of risk assessment and aeronautical study in order to ensure compliance with the safety policies, processes and adequacy of the equivalent level of safety performance proposed by the operator. Deviations from standards - 320 Verify source ↗
Any deviation from a prescribed standard or
AI-assisted research summary: Any deviation from a prescribed standard or procedure in these regulations must be recorded in an endorsement on the aerodrome manual.
320. Any deviation from a prescribed standard or procedure in these Regulations shall be set out in an endorsement on the aerodrome manual. 264 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Safety inspection s and audits - 321 Verify source ↗
The Authority shall at any time and discretion
AI-assisted research summary: The Authority may conduct safety inspections and audits related to aerodrome applications and an operator’s documents and records.
321. The Authority shall at any time and discretion – (a) carry out such safety inspections and audits as may be necessary for the purpose of verifying the validity of an application for construction and operation of an aerodrome; (b) carry out safety inspections and audits of any document and records of an operator, which may be necessary to determine compliance with the appropriate requirements as prescribed in these Regulations. Obligation to insure an aerodrome - 322 Verify source ↗
(1) A person shall not operate, or cause or
AI-assisted research summary: An aerodrome must not be operated unless insurance is in force, and the operator must send the insurer’s certificate to the Authority.
322.-(1) A person shall not operate, or cause or permit any other person to operate, an aerodrome unless there is a policy of insurance in force in relation to that aerodrome. (2) A policy of insurance shall be of no effect for the purposes of sub regulation (1) unless- (a) there has been issued by the insurer to the operator a certificate in relation to the policy of insurance in such form and containing such particulars as the Authority may prescribe, and (b) the operator has sent, or caused to be sent, to the Authority a copy of such certificate. (3) If the policy of insurance at any time or for any reason ceases to have effect, any licence or certificate issued under these Regulations in respect of the aerodrome to which the policy of insurance relates shall thereupon be deemed to have been revoked. (4) A licence or certificate shall not be renewed or amended under these Regulations in relation to the operation of an aerodrome where the policy of insurance has expired. (5) In this regulation "policy of insurance" means a policy which insures the operator of an aerodrome against liability in respect of loss and damage caused to any person or property at that aerodrome and which complies with such conditions as may be prescribed by the Authority. (6) This regulation shall not apply to aerodromes in categories C, D and E unless required by the Authority. 265 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Certification, Licensing and Registration of aerodromes Standards for Aerodro- mes Category D in Manuals of standards - 323 Verify source ↗
A person shall not operate an aerodrome unless
AI-assisted research summary: A person must not operate an aerodrome unless they hold a certificate, licence, or registration approval issued by the Authority.
323. A person shall not operate an aerodrome unless that person holds a certificate, licence or a registration approval issued by the Authority in accordance with Part III, Part IV and Part V of these regulations.
Part
Part IV and Part V of these regulations.
- 324 Verify source ↗
Specific Standards for physical characteristics,
AI-assisted research summary: For category D aerodromes (heliports), the Authority prescribes the standards for physical characteristics, obstacle restrictions and removal, aeronautical ground lights, and visual aids for navigation.
324. Specific Standards for physical characteristics, obstacle restrictions and removal, aeronautical ground lights and visual aids for navigation shall be as prescribed by the Authority in the Manual of standards for aerodromes in category D (Heliports). - 325 Verify source ↗
Whenever there is a conflict between provisions
AI-assisted research summary: If these regulations conflict with the Manuals of standards, these regulations prevail.
325. Whenever there is a conflict between provisions of these regulation and provisions of the Manuals of standards, provisions of these regulations prevails. PART XXII OFFENCES AND PENALTIES Contrave- ntion of Regulatio ns
Part
PART XXII
- 326 Verify source ↗
A person who contravenes any provision of
AI-assisted research summary: If a person contravenes these Regulations, their certificate, licence, approval, authorization, or another document may be revoked or suspended.
326. A person who contravenes any provision of these Regulations may have his certificate, licence, approval, authorization or such other document revoked or suspended. Offences and Penalties - 327 Verify source ↗
(1) A person who contravenes any provision of
AI-assisted research summary: A person who breaches the Regulations commits an offence and may be fined, imprisoned, or both.
327.-(1) A person who contravenes any provision of these Regulations, shall, be guilty of an offence and upon conviction, shall be liable to a fine or imprisonment or both, and in the case of a continuing contravention, each day of the contravention shall constitute a separate offence. (2) Any person who has been convicted under sub regulation (1) shall be liable to a fine of not more than two million shillings or to imprisonment for a term not more than six months or to both, and in a case of a continuing offence shall be liable to a fine of not more than fifty thousand shillings for each day the offence continues. 266 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (3) Where it is proved that an act or omission of any person, which would otherwise have been a contravention by that person of a provision of these Regulations, orders or notices made there under was due to any cause not avoidable by the exercise of reasonable care by that person, the act or omission shall be deemed not to be a contravention by that person of that provision. PART XXIII SAVINGS AND TRANSITION Savings and Transition Revocatio n
Part
PART XXIII
- 328 Verify source ↗
A licence, certificate, approval or any other
AI-assisted research summary: Older licences, certificates, approvals, and similar documents issued to an operator stay valid under these Regulations until they expire or the Authority cancels them.
328. A licence, certificate, approval or any other document issued to an operator prior to the commencement of these Regulations shall continue in force as if it was issued under these Regulations until it expires or is cancelled by the Authority. - 329 Verify source ↗
The Civil Aviation (Aerodromes) Regulations,
AI-assisted research summary: The Civil Aviation (Aerodromes) Regulations, 2013 is revoked.
329. The Civil Aviation (Aerodromes) Regulations, 2013 is revoked. 267 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) _________ FIRST SCHEDULE ________ (Made under Regulation 57) _________ PART A SAFETY MANAGEMENT SYSTEM AT AERODROMES
Part
PART A
- 3 Verify source ↗
Section 3
AI-assisted research summary: Category A aerodromes must have a documented safety management system, and aerodromes and their facilities, equipment, and systems must be designed and operated so hazards do not create unacceptable risk.
3. Safety Management Aerodromes in Category A shall have in place a system for managing safety, to which it is committed, is readily identifiable by the personnel of the Aerodrome and the personnel of the Authority and is clearly documented in the Aerodrome Manual. Interpretation In this Schedule, unless the context otherwise requires - “risk” is the combination of the probability, or frequency of occurrence of a defined hazard and the magnitude of the consequences of the occurrence. Safety Objective An aerodrome and the facilities, equipment and systems of the aerodrome shall be designed and operated such that for any hazard, the combination of the probability of occurrence and the seriousness of the consequences of the hazard occurring must not result in a level of risk that is unacceptable. - 4 Verify source ↗
Section 4
AI-assisted research summary: Aerodrome safety management systems must include specified safety policy statements, responsibilities, supplier safety assurance, and an emergency response plan.
4. Safety Management Policy Statements Safety Management Systems (SMS) established at aerodromes shall include the following- (a) a statement that the highest priority shall be attached to safety in relations to all business activities; (b) a business objective for safety that shall minimise the aerodrome’s contribution to aviation accidents risk to as low as reasonably practicable; (c) a commitment by the aerodrome operator to adopt an explicit and pro- active approach to safety management; (d) statements of safety-related responsibilities and accountabilities at all levels of the organization; a commitment to comply with all appropriate safety standards; (e) (f) a commitment that the safety assurance processes used by external suppliers comply with safety standards and requirements; (g) an emergency response plan that provides for the orderly and efficiency transition and coordination of operations from normal to emergency and back to normal. - 5 Verify source ↗
Section 5
AI-assisted research summary: An aerodrome operator must follow safety management steps, including assessing safety significance, keeping records, training staff, auditing, monitoring, reporting to the Authority, and controlling safety documents.
5. Safety Management Principles 268 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (1) (a) Whenever practicable, quantitative safety levels shall be derived, maintained and improved for all aviation products and services delivered by the aerodrome; and when quantitative safety levels cannot be derived, a qualitative reasoning shall be performed in order to meet the safety objective. (b) An operator shall assess all existing operations, proposed changes, additions or replacements for their safety significance. (c) An operator shall identify and record the safety requirements for a service or product, the results of the safety assessment process and the evidence that the safety requirements have been met; and the records shall be maintained throughout the life of the service or product. (d) An operator shall ensure that personnel whose functions impact on safety at the aerodrome are adequate, trained and qualified for the job they are required to do and for which they have accountability. (2) (a) An operator shall ensure that there is accountability, at a suitable senior level for the management, development and monitoring of the safety management system. (b) An operator shall routinely carry out internal safety audits to provide assurance of the safety activities and to confirm compliance with the safety requirements and the safety management system. (c) An operator shall have in place suitable monitoring arrangements so that undesirable trends in service or product performance can be recognized and be subject to remedial action; and in order to achieve this, the operator shall in accordance with the provisions of the Part B of this Schedule – (i) establish a reporting system for accident and incident reporting that ensures the Authority is informed of the aviation safety aspects in connection with the aerodrome; (ii) investigate safety significant occurrences, identify any failures of its management of safety and take corrective action if required; (d) The operator shall establish and maintain procedures, which enable tracing of documents and data related to the safety management system, and the procedures shall ensure that all safety related documents and data are available, and that invalid documents and data shall be destroyed and secured against unintended use. - 6 Verify source ↗
Section 6
AI-assisted research summary: Operators must set up and keep safety management processes and documentation, and get Authority approval for certain system changes; aerodrome licensees must notify the Authority in writing when compliance criteria are met.
6. Safety Management Strategy (1) An operator shall establish processes to identify safety shortcomings, so that remedial action can be taken to ensure safety levels are maintained. (2) The basic principles to be applied in the safety management strategy shall include - (a) safety achievement; specifying the means by which the safety performance of the organization meets its safety objectives and derived requirements; (b) safety assurance; specifying the means for providing assurance 269 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) that risks are being managed properly and effectively; (c) safety performance monitoring and measurement; specifying the means to verify safety performance of the organisation and to validate the effectiveness of safety risk controls; (d) safety promotion; specifying the means by which safety issues are communicated within the aerodrome to eliminate unnecessary risks and avoid repeat errors or risks and safety training programme that ensures personnel are trained and competent to perform SMS duties. (3) An operator shall develop and maintain a formal process to: (a) ensure that hazards in operations are identified. (b) identify changes within the organisation which may affect processes and services and shall describe arrangements to ensure safety performance before implementing changes. (c) identify the causes of substandard performance of safety management systems, determine the implications of substandard performance of the SMS in operation and eliminate or mitigate such processes. Operational safety assurances documentation An operator shall produce and maintain safety assurance documentation, and this documentation shall cover- (a) all safety related roles and functions; (b) a safety based risk assessment of the roles and functions where practicable; (c) a process of risk management for safety related tasks and functions to ensure that identified risks remain tolerable; (d) safety performance measurements of the current operations as part of the ongoing risk management; and (e) corrective procedures and measures that modify the original tasks or functions to address inadequate performance. Safety assurance documentation on systems requiring approval (1) An operator shall, when intending to introduce new systems into operation, or introduce changes to, or replace existing systems, submit an application for approval by the Authority. (2) if the intended changes affect the approvals in the aerodrome licence. (3) An aerodrome licensee shall, if satisfied that their own safety requirements as well as those issued by the Authority have met the compliance criteria, notify the Authority in writing indicating compliance with the specified safety requirements for any operational system. The aerodrome operator shall also submit an application for approval 270 - 8 Verify source ↗
Section 8
AI-assisted research summary: 8. The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.)
8. The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 9 Verify source ↗
Section 9
AI-assisted research summary: An aerodrome safety assessment must identify hazards, assess their seriousness and likelihood, judge whether the risk is tolerable, and take action to reduce risk.
9. Safety assessment methodology The safety assessment of the aerodrome shall involve - (a) systematic identification of possible hazards to aircraft; (b) evaluation of the seriousness of the consequences of the hazard occurring; (c) considering the chances of a hazard happening; (d) determining whether the consequent risk is tolerable and within the operators acceptable safety performance criteria; and (e) taking action to reduce the severity of the hazard or the probability of it arising in order to reduce the risk to a tolerable level. - 10 Verify source ↗
Section 10
AI-assisted research summary: An operator must carry out internal safety audits of an aerodrome to assess compliance, risk management, and the competence and performance of those responsible for safety.
10. Safety auditing of aerodromes An operator shall carry out internal safety auditing of the aerodrome in order to determine - (a) the level of compliance with requirements; (b) the areas and degree of risk and their effective management; and (c) the competence and performance of those responsible for safety. PART B AIRCRAFT ACCIDENT AND INCIDENT REPORTING AND INVESTIGATION AT AERODROMES
Part
PART B
- 1 Verify source ↗
Section 1
AI-assisted research summary: This schedule sets out requirements for reporting aerodrome defects, failures, or malfunctions that could affect safe operation or endanger people or property.
1. Aerodrome occurrence reporting (1) This schedule prescribes the requirements for reporting the occurrence or detection of defects, failures or malfunctions at an aerodrome, its components or equipment, which could jeopardize the safe operation of the aerodrome or cause it to become a danger to persons or property. (2) The objectives of the aerodrome occurrence reports are as follows - (a) to ensure that knowledge of these occurrences is disseminated so that other persons and organizations may learn from them; and (b) to enable an assessment to be made by those concerned (whether internal or external to the aerodrome operator) of the safety implications of each occurrence, both in itself and in relation to previous similar occurrences, so that they may take or initiate any necessary action. - 2 Verify source ↗
Section 2
AI-assisted research summary: Operators must promptly report certain accidents, serious incidents, and serious injuries at the aerodrome, and later provide a detailed occurrence report.
2. Reportable occurrences and reporting procedures (1) An operator shall notify the Authority of any accident, serious incident, fatal or serious injury occurring at the aerodrome as soon as practicable after the occurrence and provide a detailed occurrence report thereafter. (2) For the purpose of this Schedule - (a) “accident” means an occurrence associated with the operation of an aircraft, which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which; 271 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (i) a person is fatally or seriously injured as a result of- (aa)being in the aircraft, or (bb) direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or (cc) direct exposure to jet blast, except when the injury are from natural causes, self-inflicted, or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew or; (ii) the aircraft sustains damage or structural failure which- (aa) adversely affects the structural strength, performance or flight characteristics of the aircraft; and (bb) would normally require major repair or replacement of the affected component except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips, antennas, tires, brakes, fairings, small dents or puncture holes in the aircraft skin; or (iii) the aircraft is missing or is completely inaccessible. (b) “serious incident” includes- (i) a near collision requiring avoidance manoeuvre to avoid a collision or an unsafe situation or where an avoidance action would have been appropriate; (ii) a controlled flight into terrain only marginally avoided; (iii) an aborted take-off on a closed or engaged runway; (iv) a take-off from a closed or engaged runway with marginal separation from an obstacle; (v) a landing or attempted landing on a closed or engaged runway; (vi) a take-off or landing incident such as undershooting; or overrunning or running off the side of runways; or (v)a major failure of any navigation aid when a runway is in use; (c) “serious injury” means any injury that is sustained by a person in an accident and that- (i) requires hospitalisation for more than forty eight hours, within seven days from the date the injury was commencing received; (ii) results in a fracture of any bone, except simple fractures of fingers, toes or nose; (iii) involves lacerations which cause severe haemorrhage, nerve, muscle, or tendon damage; (iv) involves any injury to any internal organ; (v) involves second or third degree burns, or any burns affecting more than 5% of the body surface; or (vi) involves verified exposure to infectious substances or injurious radiation. (3) The operator shall notify the Aircraft Accident and Incident Investigation Branch whenever an accident or serious incident occurs on or adjacent to his aerodrome in accordance with the provisions of the Civil Aviation (Aircraft Accident and Incident Investigation) Regulations. 272 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) Information to be provided in the reporting and notification of an accident, serious incident or serious injury shall as far as possible include the following - (a) the date and local time of occurrence; (b) the exact location of the occurrence with reference to some easily defined geographical point ; (c) detailed particulars of the parties involved, including the owner, operator, manufacturer, nationality, registration marks, serial numbers, assigned identities of aircraft and equipment; (d) a detailed description of the sequence of events leading up to the incident; (e) the physical characteristics, environment or circumstances of the area in which the incident occurred and an indication of the access difficulties or special requirements to reach the site; (f) the identification of the person sending the notice and where the incident occurred; (g) in the case of an aircraft accident, the number of crew members, passengers or other persons respectively killed or seriously injured as a result of the accident; and (h) a description of the follow-up action being taken after the incident has occurred. - 3 Verify source ↗
Section 3
AI-assisted research summary: An operator must keep aerodrome occurrence reports and use them to improve operational safety; the Authority may require the operator to produce related information.
3. Aerodrome occurrence records (1) An operator shall establish and maintain aerodrome occurrence reports for any accident, serious incident, serious injury or any occurrence or event that has a bearing on the safety of aerodrome operations. (2) An operator shall use aerodrome occurrence reports to monitor and improve the level of operational safety, including reviews of safety standards required. (3) The Authority may require the operator to produce and provide information contained in the aerodrome occurrence report relating to any safety occurrence or event. - 4 Verify source ↗
Section 4
AI-assisted research summary: Operators must investigate accidents or serious incidents, inspect the aerodrome after such events, and provide investigation information if the Authority requires it.
4. Aircraft accident and incident investigation (1) In the event of an accident or serious incident, an operator shall carry out its own investigations. (2) The investigations carried out by the aerodrome operator shall be additional to that carried out by the Aircraft Accident and Incident Investigation Branch to enable the operator to assess safety of aircraft operations at his aerodrome. (3) The investigator, or team of investigators, shall be technically competent and shall either possess or have access to the background information, so that the facts and events are interpreted accurately. The investigations shall be a search to establish how the mishap happened, why it occurred, including organizational contributing factors, and to recommend action to prevent a recurrence, and shall not be intended to apportion blame. 273 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (4) The lesson learnt derived from an aerodrome incident or accident investigation shall be disseminated to personnel to provide feedback for safety improvement. (5) The Authority may require the operator to produce and provide information contained in the aerodrome accident or incident investigation report relating to any such event. (6) An operator shall inspect his aerodrome, as circumstances require, to ensure safety as soon as practicable after any aircraft accident or incident. 274 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) ________ SECOND SCHEDULE ________ (Made under Regulations 75) _______ PARTICULARS TO BE INCLUDED IN AN AERODROME MANUAL FOR AERODROMES IN CATEGORY A PART I: GENERAL General information, including the following – (a) (b) (c) (d) (e) (f) purpose and scope of the aerodrome manual; the legal requirement for an certificate and an aerodrome manual as prescribed in the national regulations; conditions for use of the aerodrome - a statement to indicate that the aerodrome shall at all times, when it is available for the take-off and landing of aircraft, be so available to all persons on equal terms and conditions; the available aeronautical promulgation; the system for recording aircraft movements; and obligations of the operator. information system and procedures for its PART 2: PARTICULARS OF THE AERODROME SITE General information, including the following – (a) (b) (c) (d) a plan of the aerodrome showing the main aerodrome facilities for the operation of the aerodrome including, particularly, the location of each wind direction indicator; a plan of the aerodrome showing the aerodrome boundaries; a plan showing the distance of the aerodrome from the nearest city, town or other populous area, and the location of any aerodrome facilities and equipment outside the boundaries of the aerodrome; and particulars of the land title of the aerodrome site. If the boundaries of the aerodrome are not defined in the land title documents particulars of the land title to, or interest in, the property on which the aerodrome is located and a plan showing the boundaries and position of the aerodrome. PART 3: PARTICULARS OF THE AERODROME REQUIRED TO BE REPORTED TO THE AERONAUTICAL INFORMATION SERVICE
Part
PART 3:
- 1 Verify source ↗
Section 1
AI-assisted research summary: This section lists the general information to be provided about an aerodrome, including its name, location, coordinates, elevations, runway details, aerodrome temperature, beacon details, and operator contact information.
1. General Information (a) the name of the aerodrome; 275 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (b) (c) (d) (e) (f) (g) (h) the location of the aerodrome; the geographical coordinates of the aerodrome reference point determined in terms of the World Geodetic System - 1984 reference datum; the aerodrome elevation and geoid undulation; the elevation of each threshold and geoid undulation, the elevation of each runway end and any significant high and low points along the runway, and the highest elevation of the touchdown zone of a precision approach runway; the aerodrome reference temperature; details of the aerodrome beacon; and the name of the operator and the address, telephone and facsimile numbers at which the operator may be contacted at all times. - 2 Verify source ↗
Section 2
AI-assisted research summary: This section lists the aerodrome information and measurements that should be available, including runway, taxiway, apron, obstacle, distance, and rescue and fire-fighting details.
2. Aerodrome dimensions and related information General information, including the following – (a) (b) (c) (d) (e) (f) (g) (h) (i) (j) (k) (l) (m) (n) runway - true bearing, designation number, length, width, displaced threshold location, slope, surface type, type of runway and, for a precision approach runway, the existence of an obstacle free zone; length, width and surface type of strip, runway end safety areas, stopways; length, width and surface type of taxiways; apron surface type and aircraft stands; clearway length and ground profile; visual aids for approach procedures, viz. Approach lighting type and indicator system (PAPI/APAPI and T- visual approach slope VASIS/AT-VASIS); marking and lighting of runways, taxiways, and aprons; other visual guidance and control aids on taxiways (including runway holding positions, intermediate holding positions and stop bars) and aprons, location and type of visual docking guidance system; availability of standby power for lighting; the location and radio frequency of VOR aerodrome checkpoints; the location and designation of standard taxi routes; the geographical coordinates of each threshold; the geographical coordinates of appropriate taxiway centre line points; the geographical coordinates of each aircraft stand; the geographical coordinates and the top elevation of significant obstacles in the approach and take-off area, in the circling area and in the vicinity of the aerodrome. (This information may best be shown in the form of charts such as those required for the preparation of aeronautical information publications, as specified in Annexes 4 and 15 to the Convention); pavement surface type and bearing strength using the Aircraft Classification Number - Pavement Classification Number method; one or more pre-flight altimeter check locations established on an 276 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (o) (p) (q) take-off distances distance landing apron and their elevation; declared distances: take-off run available, available, accelerate-stop distance available, available; disabled aircraft removal plan: the telephone/telex/ facsimile number and e-mail address of the aerodrome coordinator for the removal of a disabled aircraft on or adjacent to the movement area, information on the capability to remove a disabled aircraft, expressed in terms of the largest type of aircraft which the aerodrome is equipped to remove; and rescue and fire-fighting; the level of protection provided, expressed in terms of the category of the rescue and fire-fighting services, which shall be in accordance with the longest aircraft normally using the aerodrome and the type and amounts of extinguishing agents normally available at the aerodrome. Note.- the accuracy of the information in Part 3 is critical to aircraft Information requiring engineering survey and shall be gathered or verified by qualified safety. assessment technical persons. PART 4: PARTICULARS OF THE AERODROME OPERATING PROCEDURES AND SAFETY MEASURES - 1 Verify source ↗
Section 1
AI-assisted research summary: This section lists the general information about an aerodrome, including its name, location, coordinates, elevations, reference temperature, and operator contact details.
1. General Information (a) (b) (c) the name of the aerodrome; the location of the aerodrome; the geographical coordinates of the aerodrome reference point determined in terms of the World Geodetic System - 1984 (WGS-84) reference datum; 284 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (d) (e) (f) (h) the aerodrome elevation points along the runway, and the highest elevation of the touchdown zone of a precision approach runway; the aerodrome reference temperature; the name of the aerodrome operator and the address, telephone and facsimile numbers at which the aerodrome operator may be contacted at all times. - 2 Verify source ↗
Section 2
AI-assisted research summary: This section lists aerodrome information to be provided, including runway, strip, apron, altimeter check, and rescue/fire-fighting details, and says information needing engineering survey or assessment must be gathered or verified by qualified technical persons.
2. Aerodrome dimensions and related information General information, including the following – (a) (b) (c) (d) (e) runway - true bearing, designation number, length, width, displaced threshold location, slope, surface type, type of runway and, for a precision approach runway, the existence of an obstacle free zone; Length, width and surface type of strip, apron surface type and aircraft stands; one or more pre-flight altimeter check locations established on an apron and their elevation; rescue and fire-fighting plan; Note.- the accuracy of the information in this Part is critical to aircraft safety. Information requiring engineering survey and assessment shall be gathered or verified by qualified technical persons. PART 4: PARTICULARS OF THE AERODROME OPERATING PROCEDURES AND SAFETY MEASURES
Part
PART 4:
- 1 Verify source ↗
Section 1
AI-assisted research summary: This section lists what information must be included for reporting changes to an aerodrome.
1. Aerodrome reporting Particulars of the procedures for reporting any changes to the aerodrome the Aeronautical Information Publication and information set out Aeronautical Information Circular and procedures for requesting the issue of NOTAMs, including the following – in (a) (b) (c) arrangements for reporting any changes to the Authority and recording the reporting of changes during and outside the normal hours of aerodrome operations; the names and roles of persons responsible for notifying the changes, and their telephone numbers during and outside the normal hours of aerodrome operations; and the address and telephone and facsimile numbers, as provided by the Authority, of the place where changes are to be reported to the Authority. - 2 Verify source ↗
Section 2
AI-assisted research summary: The provision requires access-control procedures for the aerodrome movement area, including each relevant party’s role and contact details for the personnel controlling access.
2. Access to the aerodrome movement area Particulars of the procedures that have been developed and are to be followed the agency responsible for preventing unlawful in coordination with interference in civil aviation at the aerodrome and for preventing unauthorized entry of persons, vehicles, equipment, animals or other things into the movement area, including the following – 277 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (a) (b) the role of the operator, the aircraft operator, aerodrome fixed-base operator, the aerodrome security entity, the Authority and other government departments, as applicable; and the personnel responsible for controlling access to the aerodrome, and the telephone numbers for contacting them during and after working hours. - 3 Verify source ↗
Section 3
AI-assisted research summary: This provision lists the items that an aerodrome emergency plan should cover.
3. Aerodrome emergency plan Particulars of the aerodrome emergency plan, including the following – (a) (b) (c) (d) (e) (f) plans for dealing with emergencies occurring at the aerodrome or in its vicinity, including the malfunction of aircraft in flight; structural fires; sabotage, including bomb threats (aircraft or structure); unlawful seizure of aircraft; and incidents on the aerodrome covering “during the emergency” and “after the emergency” considerations; details of test and aerodrome facilities and equipment to be used in emergencies, including the frequency of those tests; details of exercises to test emergency plans, including the frequency of those exercises; a list of organizations, agencies and persons of authority, both on- and/off-aerodrome, for site roles; their telephone and facsimile numbers, e-mail addresses and the radio frequencies of their offices; the establishment of an aerodrome emergency committee to organize training and other preparations for dealing with emergencies; and the appointment of an on-scene commander for the overall emergency operation. - 4 Verify source ↗
Section 4
AI-assisted research summary: It requires particulars of the rescue and fire-fighting facilities, equipment, personnel, and procedures at the aerodrome.
4. Rescue and fire-fighting Particulars of the facilities, equipment, personnel and procedures for meeting the rescue and fire-fighting requirements, including the names and roles of the persons responsible for dealing with the rescue and fire-fighting services at the aerodrome. - 5 Verify source ↗
Section 5
AI-assisted research summary: The operator must keep particulars of the procedures for inspecting the aerodrome movement area and obstacle limitation surfaces.
5. Inspection of the aerodrome movement area and obstacle limitation surface by the operator Particulars of the procedures for the inspection of the aerodrome movement area and obstacle limitation surfaces, including the following – (a) (b) arrangements for carrying out inspections, including runway friction and water-depth measurements on runways and taxiways, during and outside the normal hours of aerodrome operations; arrangements and means of communicating with air traffic control during an inspection; 278 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (c) (d) (e) (f) (g) arrangements for keeping an inspection logbook, and the location of the logbook; details of inspection intervals and times; inspection checklist; arrangements for reporting the results of inspections and for taking prompt follow-up actions to ensure correction of unsafe conditions; and the names and roles of persons responsible for carrying out inspections, and their telephone numbers during and after working hours. - 6 Verify source ↗
Section 6
AI-assisted research summary: This section says the inspection and maintenance procedures for aeronautical lights, signs, markers, and aerodrome electrical systems should cover inspection arrangements, checklists, recording results, follow-up corrections, routine and emergency maintenance, backup power, failure-handling methods, and responsible personnel contact details.
6. Visual aids and aerodrome electrical systems the procedures inspection and maintenance of Particulars of aeronautical lights (including obstacle lighting), signs, markers and aerodrome electrical systems, including the following – (a) the for arrangements for carrying out inspections during and outside the normal hours of aerodrome operation, and the checklist for such inspections; arrangements for recording the result of inspections and for taking follow-up action to correct deficiencies; arrangements for carrying out routine maintenance and emergency maintenance; arrangements for secondary power supplies and, if applicable, the particulars of any other method of dealing with partial or total system failure; and personnel responsible for the inspection and maintenance of the lighting, and the telephone numbers for contacting those persons during and after working hours. (b) (c) (d) (e) - 7 Verify source ↗
Section 7
AI-assisted research summary: The section requires particulars of the facilities and procedures for maintaining the movement area, including paved areas, unpaved runways and taxiways, runway and taxiway strips, and aerodrome drainage.
7. Maintenance of the movement area Particulars of the facilities and procedures for the maintenance of the movement area, including arrangements for- (a) (b) (c) (d) maintaining the paved areas; maintaining the unpaved runways and taxiways; maintaining the runway and taxiway strips; and the maintenance of aerodrome drainage. - 8 Verify source ↗
Section 8
AI-assisted research summary: Procedures for safe aerodrome construction and maintenance work must include specified contact and notification details.
8. Aerodrome works - safety Particulars of the procedures for planning and carrying out construction and maintenance work safely (including work that may have to be carried out at short notice) on or in the vicinity of the movement area which may extend above an obstacle limitation surface, including the following – (a) arrangements for communicating with air traffic control during the 279 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (b) (c) (d) progress of such work; the names, telephone numbers and roles of the persons and organizations responsible for planning and carrying out the work, and arrangements for contacting those persons and organizations at all times; the names and telephone numbers, during and after working hours, of the aerodrome fixed-base operators, ground handling agents and aircraft operators who are to be notified of the work; a distribution list for work plans, if required. - 9 Verify source ↗
Section 9
AI-assisted research summary: This section lists the topics that apron management procedures must cover.
9. Apron management Particulars of the apron management procedures, including the following – (a) (b) (c) (d) (e) arrangements between air traffic control and the apron management unit; arrangements for allocating aircraft parking positions; arrangements for initiating engine start and ensuring clearance of aircraft push-back; marshalling service; and leader (van) service. - 10 Verify source ↗
Section 10
AI-assisted research summary: This section lists apron safety management procedures, including protection from jet blasts, safety precautions during operations, apron sweeping and cleaning, reporting incidents and accidents, and auditing safety compliance for personnel working on the apron.
10. Apron safety management Procedures to ensure apron safety, including – (a) (b) (c) (d) (e) (f) protection from jet blasts; enforcement of safety precautions during operations; apron sweeping; apron cleaning; arrangements for reporting incidents and accidents on an apron; and arrangements for auditing the safety compliance of all personnel working on the apron. refuelling aircraft - 11 Verify source ↗
Section 11
AI-assisted research summary: This section requires particulars of the procedure for controlling surface vehicles near the movement area, including traffic rules, speed limits, enforcement methods, and how driving permits are issued.
11. Airside vehicle control Particulars of the procedure for the control of surface vehicles operating on or in the vicinity of the movement area, including the following – (a) (b) details of the applicable traffic rules (including speed limits and the means of enforcing the rules); the method of issuing driving permits for operating vehicles in the movement area. 280 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 12 Verify source ↗
Section 12
AI-assisted research summary: This section lists the details procedures should cover for dealing with bird or mammal hazards near aircraft operations.
12. Birds and wildlife hazard management Particulars of the procedures to deal with the danger posed to aircraft operations by the presence of birds or mammals in the aerodrome flight pattern or movement area, including the following- (a) (b) (c) for implementing birds and wildlife control arrangements for assessing birds and wildlife hazards; arrangements programmes; and the names and roles of the persons responsible for dealing with birds and wildlife hazards, and their telephone numbers during and after working hours. - 13 Verify source ↗
Section 13
AI-assisted research summary: This section lists the procedures to cover obstacle control around aerodromes, including monitoring and notifying the Authority about obstacles and related changes.
13. Obstacle control Particulars setting out the procedures for – (a) (b) (c) (d) (e) monitoring the obstacle limitation surfaces and type A chart for obstacles in the take-off surface; controlling obstacles within the authority of the operator; monitoring the height of buildings or structures within the boundaries of the obstacle limitation surfaces; controlling new developments in the vicinity of aerodromes; and notifying the Authority of the nature and location of obstacles and subsequent addition of removal of obstacles for action as necessary, including amendment of the Aeronautical Information Services publications. - 14 Verify source ↗
Section 14
AI-assisted research summary: This section describes what the procedures for removing a disabled aircraft must cover.
14. Removal of disabled aircraft Particulars of the procedures for removing a disabled aircraft on or adjacent to the movement area, including the following – (a) the roles of the operator and the holder of the aircraft operator certificate. (b) (c) (d) arrangements for notifying the aircraft operator. arrangements for liaising with the air traffic control unit; arrangements for obtaining equipment and personnel to remove the disabled aircraft; and role and telephone numbers of personnel responsible for arranging for the action as necessary, including amendment of the AIS publications. (e) - 15 Verify source ↗
Section 15
AI-assisted research summary: This section describes what procedures must cover for the safe handling and storage of hazardous materials at an aerodrome, including special storage areas for inflammable liquids and other hazardous materials, and the dispensing and handling of such materials.
15. Handling of hazardous materials (1) Particulars of the procedures for the safe handling and storage of hazardous materials on the aerodrome, including the following - (a) arrangements for special areas of the aerodrome to be set up for the storage of inflammable liquids (including aviation fuels) and 281 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) any other hazardous materials; and (b) dispensing and handling of hazardous materials. the method to be followed for the delivery storage, (2) For the purposes of this paragraph “hazardous materials” include inflammable liquids and solids, corrosive liquids, compressed gases and magnetized or radioactive materials. - 16 Verify source ↗
Section 16
AI-assisted research summary: This section concerns procedures for low-visibility operations, including measuring and reporting runway visual range and identifying the personnel responsible for doing so.
16. Low visibility operations Particulars of procedures to be introduced for low-visibility operations, including the measurement and reporting of runway visual range as and when required, and the personnel, their telephone numbers, responsible for measuring the Runway Visual Range. Protection of sites for radar and navigational aids - 17 Verify source ↗
Section 17
AI-assisted research summary: The provision requires procedures for protecting radar and radio navigational aid sites on an aerodrome so their performance is not degraded.
17. Particulars of the procedures for the protection of sites for radar and radio navigational aids located on the aerodrome to ensure that their performance will not be degraded, including the following- (a) (b) (c) arrangements for the control of activities in the vicinity of radar and navigational aids installations; arrangements for ground maintenance in the vicinity of these installations; and arrangements for the supply and installation of signs warning of hazardous microwave radiation. Note 1. In writing the procedures for each category, clear and precise - - - - information shall be included on - (i) when, or in what circumstances, an operating procedure is to be activated; (ii) how an operating procedure is to be activated; (iii) actions to be taken; (iv) the equipment necessary for carrying out the actions, and access to such equipment. Note 2. if any of the procedures specified above are not relevant or applicable, reasons shall be given. PART 5: AERODROME ADMINISTRATION AND SAFETY MANAGEMENT SYSTEM - 1 Verify source ↗
Section 1
AI-assisted research summary: This section describes what aerodrome reporting procedures must cover, including reporting changes to aerodrome information and requesting NOTAMs.
1. Aerodrome reporting Particulars of the procedures for reporting any changes to the aerodrome information set out in the AIP and AIC and procedures for requesting the issue of NOTAMs, including the following - arrangements for reporting any changes to the Authority and (a) recording the reporting of changes during and outside the normal hours of aerodrome operations; (b) and their telephone aerodrome operations; and (c) Authority, of the place the names and roles of persons responsible for notifying the changes, numbers during and outside the normal hours of the address and telephone and facsimile numbers, as provided by the where changes are to be reported to the Authority. - 2 Verify source ↗
Section 2
AI-assisted research summary: This provision describes procedures for access to the aerodrome movement area, including security roles, contact details, inspections, reporting, and correcting unsafe conditions.
2. Access to the aerodrome movement area Particulars of the procedures that have been developed and are to be followed 285 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) the agency responsible for preventing unlawful in coordination with interference in civil aviation at the aerodrome and for preventing unauthorized entry of persons, vehicles, equipment, animals or other things into the movement area, including the following – the role of the aerodrome operator, the aircraft operator, aerodrome aerodrome security entity, the Authority and other (a) fixed-base operator, the government departments, as applicable; and (b) the telephone numbers (c) (d) prompt follow-up actions to (e) inspections, and their telephone the personnel responsible for controlling access to the aerodrome, and for contacting them during and after working hours. inspection checklist; arrangements for reporting the results of inspections and for taking ensure correction of unsafe conditions; and the names and roles of persons responsible for carrying out numbers during and after working hours.
Part
PART 5: AERODROME ADMINISTRATION AND SAFETY MANAGEMENT
- 1 Verify source ↗
Section 1
AI-assisted research summary: This provision lists particulars for aerodrome administration, including an organizational chart, key personnel responsibilities, the person responsible for aerodrome safety, and airport committees.
1. Aerodrome administration Particulars of the aerodrome administration, including the following – (a) an aerodrome organizational chart showing the names and positions 282 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) of key personnel, including their responsibilities; the name, position and telephone number of the person who has overall responsibility for aerodrome safety; and airport committees. (b) (c) - 2 Verify source ↗
Section 2
AI-assisted research summary: An aerodrome manual for categories B and C must include specified safety, operations, records, training, and site details. Aerodromes available for take-off and landing must be offered to all persons on equal terms and conditions.
2. Safety Management System Particulars of the safety management system established for ensuring compliance with all safety requirements and achieving continuous improvement in safety performance, the essential features being – (a) (b) (c) (d) (e) the safety policy, in so far as applicable, on the safety management process and its relation to the operational and maintenance process; the structure or organization of the Safety Management System, including staffing and the assignment of individual and group responsibilities for safety issues; Safety Management System strategy and planning, such as setting safety performance target, allocating priorities for implementing safety initiative and providing a framework for controlling the risks to as low a level as is reasonably practicable keeping always in view the requirements of the prescribed standards and recommended practice, and regulations; Safety Management System implementation, including facilities, methods and procedures for the effective communication of safety messages and the enforcement of safety requirements; a system for the implementation of, and action on, critical safety areas which require a higher level of safety management integrity (safety measures programme); (h) (g) (f) measures for safety promotion and accident prevention and a system for risk control involving analysis and handling of accidents, incidents, complaints, defects, faults, discrepancies and failures, and continuing safety monitoring. the internal safety audit and review system detailing the systems and programmes for quality control of safety; the system for documenting all safety-related aerodrome facilities as well as airport operational and maintenance records, including information on the design and construction of aircraft payments and aerodrome lighting. The system shall enable easy retrieval of records including charts; personnel training and competency, including the review and evaluation of the adequacy of training provided to personnel on safety-related duties and of the certification system for testing their competency; and the incorporation and enforcement of safety-related clauses in the contract for construction work at the aerodrome. (i) (j) ___________ THIRD SCHEDULE 283 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) ____________ (Made under Regulation 75) _________ PARTICULARS TO BE INCLUDED IN AN AERODROME MANUAL FOR AERODROMES IN CATEGORIES B AND C. PART I: GENERAL General information, including the following – (a) (b) purpose and scope of the aerodrome manual; the legal requirement for an aerodrome licence and an aerodrome Handbook as prescribed in the national regulations; conditions for use of the aerodrome - a statement to indicate that the aerodrome shall at all times, when it is available for the take-off and landing of aircraft, be so available to all persons on equal terms and conditions; the available aeronautical promulgation; the system for recording aircraft movements; and obligations of the aerodrome operator. information system and procedures for its (c) (d) (e) (f) PART 2: PARTICULARS OF THE AERODROME SITE General information, including the following – (a) (b) (c) a plan of the aerodrome showing the main aerodrome facilities for the operation of the aerodrome including, particularly, the location of each wind direction indicator; a plan of the aerodrome showing the aerodrome boundaries; a plan showing the distance of the aerodrome from the nearest city, town or other populous area, and the location of any aerodrome facilities and equipment outside the boundaries of the aerodrome; and PARTICULARS OF THE AERODROME REQUIRED TO BE REPORTED TO THE AERONAUTICAL INFORMATION SERVICE (AIS) PART 3:
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