Untitled document
Part 139 (Aerodromes) Manual of Standards 2019
I, GRAEME MILLS CRAWFORD, Acting Director of Aviation Safety, on behalf of CASA, make this instrument under regulation 139.005 of the Civil Aviation Safety Regulations 1998, and section 4 of the Acts Interpretation Act 1901.
[Signed G.M. Crawford]
Graeme M. Crawford
Acting Director of Aviation Safety5 September 2019
Contents
Note This Table of Contents is not part of the Part 139 (Aerodromes) Manual of Standards 2019 (the MOS). It is for guidance only and may be modified or edited in any published version of this instrument. See section 1.09 of the MOS.
Page
CHAPTER 1....... PRELIMINARY
Division 1.............. General
1.01 Name
1.02 Commencement
1.03 Purpose
1.04 Application
1.05 Conflict between this MOS and an incorporated document
1.06 Tables, Figures and Notes
1.07 References to ICAO and other documents
1.08 References to intended, nominated, preferred and “should” in a Note
1.09 Table of Contents
Division 2.............. Empowerments
1.10 General power to make a Part 139 Manual of Standards
1.11 Specific regulations for which MOS provisions have been made
CHAPTER 2....... APPLICATION OF STANDARDS
2.01 Definitions
2.02 Application — new aerodromes
2.03 Application — Chapter 22
2.04 Application — existing aerodromes etc.
2.05 Directions to upgrade a part of an existing aerodrome or facility
2.06 Non-application of the standards
CHAPTER 3....... DEFINITIONS ETC.
3.01 Definitions etc.
CHAPTER 4....... AERODROME REFERENCE CODE AND DETERMINATION OF AERODROME STANDARDS
4.01 Aerodrome Reference Code
CHAPTER 5....... AERODROME INFORMATION FOR THE AIP AND THE AERODROME MANUAL
Division 1.............. Information
5.01 Information for the AIP through an AIS provider
5.02 Information to be included in aerodrome manual
5.03 Aerodrome information
5.04 Movement area information
5.05 Visual aids
5.06 Navigation aids
5.07 Rescue and firefighting services
5.08 Ground services
5.09 Aerodrome operational procedures
Division 2.............. Standards for information
5.10 Standards for information published in the AIP through an AIS provider
5.11 Standards for information to be included in aerodrome manual
5.12 Movement area – runways – declared distances information
5.13 Movement area — taxiways
5.14 Movement area — aprons
5.15 Visual aids
5.16 Navigation aids
5.17 Additional hazard information
CHAPTER 6....... AERODROME PLANNING, DESIGN AND MAINTENANCE — PHYSICAL CHARACTERISTICS OF MOVEMENT FACILITIES
Division 1.............. Runways
6.01 Location of runway threshold
6.02 Runway width
6.03 Runway turn pad and runway bypass pad
6.04 Runway starter extension
6.05 Parallel runways
6.06 Runway longitudinal slope
6.07 Runway sight distance
6.08 Transverse slopes on runways
6.09 Runway surface
6.10 Runway bearing strength
6.11 Runway shoulders
6.12 Characteristics of runway shoulders
6.13 Transverse slope on runway shoulder
6.14 Provision of runway strip
6.15 Composition of runway strip
6.16 Runway strip length
6.17 Runway strip width
6.18 Longitudinal slope on graded area of runway strip
6.19 Longitudinal slope changes on graded area of runway strip
6.20 Radio altimeter operating area
6.21 Runway strip transverse slope
6.22 Surface of graded area of runway strips
6.23 Composition of runway strips
6.24 Objects or structures on runway strips
6.25 Runway strip availability
6.26 Runway end safety area (RESA)
6.27 Clearways
6.28 Location of clearways
6.29 Dimensions of clearways
6.30 Slopes on clearways
6.31 Objects or structures on clearways
6.32 Stopways
6.33 Dimensions of stopways
6.34 Surface of stopways
6.35 Stopway slopes and slope changes
6.36 Bearing strength of stopways
Division 2.............. Taxiways
6.37 Taxiway width
6.38 Taxiway edge clearance
6.39 Taxiway curves
6.40 Taxiway longitudinal slope
6.41 Taxiway transverse slope
6.42 Taxiway sight distance
6.43 Taxiway bearing strength
6.44 Taxiway shoulders
6.45 Width of taxiway shoulders
6.46 Surface of taxiway shoulders
6.47 Taxiway strips
6.48 Width of taxiway strip
6.49 Width of graded area of taxiway strip
6.50 Slope of taxiway strip
6.51 Objects or structures on a taxiway strip
6.52 Taxiways on bridges
6.53 Taxiway minimum separation distances
Division 3.............. Holding bays, runway holding positions, intermediate holding positions and road‑holding positions
6.54 Provision of a holding bay, runway holding position, intermediate holding position and road‑holding position
6.55 Location of a holding bay, runway holding position, intermediate holding position or road‑holding position
6.56 Distance from runway holding position, intermediate holding position or road‑holding position, to runway centreline
Division 4.............. Aprons
6.57 Location of apron
6.58 Separation distances on aprons
6.59 Alternative aircraft parking position separation
6.60 Slopes on aprons
6.61 Apron bearing strength
6.62 Apron roads
Division 5.............. Blast and wash from aircraft propulsion systems
6.63 General
6.64 Jet blast, propeller wash and rotor wash air velocity
Division 6.............. Glider facilities
6.65 General
6.66 Dimensions of glider runway strips
6.67 Glider parking areas
6.68 Glider runway strip standards
CHAPTER 7....... OBSTACLE RESTRICTION AND LIMITATION
Division 1.............. General
7.01 Introduction
7.02 Obstacle restriction area
Division 2.............. Obstacle limitation surfaces (OLS)
7.03 Introduction
7.04 Reference elevation datum
7.05 Outer horizontal surface of the OLS
7.06 Conical surface
7.07 Inner horizontal surface
7.08 Approach surface
7.09 Transitional surface
7.10 Inner approach surface
7.11 Inner transitional surface
7.12 Baulked landing surface
7.13 Obstacle-free zone
7.14 Take-off climb surface
7.15 Approach runways — physical dimensions of the OLS
7.16 Take-off runways — physical dimensions of the take-off climb surface
7.17 Establishment of the OLS
7.18 Procedures for aerodrome operators to deal with obstacles in the OLS
7.19 Objects or structures that could become obstacles in the OLS
7.20 Monitoring of obstacles associated with instrument runways
Division 3.............. Aerodrome obstacle and terrain charts
7.21 Type A charts
7.22 Type B charts
7.23 Precision Approach Terrain Charts — ICAO
7.24 Aerodrome Terrain and Obstacle Charts — ICAO (Electronic)
Division 4.............. Principles of shielding
7.25 General
CHAPTER 8....... VISUAL AIDS PROVIDED BY AERODROME MARKINGS, MARKERS, SIGNALS, SIGNS, WIND DIRECTION INDICATORS ETC.
Division 1.............. General
8.01 General
8.02 Permanent aerodrome or partial movement area closure
8.03 Colours
8.04 Visibility of markings and markers
8.05 Dimensions and tolerances of markings
Division 2.............. Markers
8.06 Introduction
8.07 Cones
8.08 Works limit markers
8.09 Gable markers
8.10 Flush runway strip markers
8.11 The use of markers on a runway strip
8.12 The use of markers on an unsealed runway
8.13 The use of markers on an unsealed taxiway
8.14 The use of markers on an unsealed apron
Division 3.............. Runway markings
8.15 Introduction
8.16 Pre-threshold area markings
8.17 Runway threshold markings
8.18 Runway designation markings
8.19 Runway centreline markings
8.20 Runway end markings
8.21 Runway side-stripe markings
8.22 Aiming point markings
8.23 Touchdown zone markings
8.24 Touchdown zone markings – ICAO “A” – basic pattern
8.25 Touchdown zone markings — simple touchdown pattern
8.26 Permanently displaced threshold markings
8.27 Temporarily displaced threshold markings
8.28 Temporarily displaced threshold markings — more than 30 days
8.29 Temporarily displaced threshold markings — more than 5 days to 30 days or less
8.30 Temporarily displaced threshold markings — 5 days or less
8.31 Temporarily displaced threshold markings — large displacements for 30 days or less
8.32 Runway land and hold short position markings
8.33 Runway turn pad markings
8.34 Runway starter extension markings
Division 4.............. Taxiway markings
8.35 Introduction
8.36 Taxi guideline markings
8.37 Taxi guidelines on runways
8.38 Enhanced taxi guidelines
8.39 Runway holding position markings
8.40 Mandatory instruction markings
8.41 Information markings
8.42 Intermediate holding position markings
8.43 Taxiway edge markings
8.44 Holding bay markings
8.45 Taxiway limit markings
Division 5.............. Apron markings
8.46 Introduction
8.47 Apron taxi guidelines
8.48 Apron edge markings
8.49 Aircraft type designator markings
8.50 Parking clearance line
8.51 Aircraft apron limit line markings
8.52 Equipment clearance (staging) line markings
8.53 Equipment storage markings
8.54 Vehicle service road markings
8.55 Aircraft parking position markings
8.56 Lead-in lines
8.57 Aircraft parking position designation markings — apron taxiway and taxilane
8.58 Aircraft parking position designations — parking position
8.59 Aircraft type parking restriction designator markings
8.60 Aircraft parking position limit designators
8.61 Pilot turn line markings
8.62 Primary aircraft parking position markings
8.63 Marshaller stop lines
8.64 Pilot stop line markings
8.65 Alignment lines
8.66 Secondary aircraft parking position markings
8.67 Keyhole markings
8.68 Lead-out lines
8.69 Designation characters for taxi and apron markings
8.70 Push-back operator guidance markings
8.71 Aircraft push-back lines
8.72 Tug push-back vehicle parking position line markings
8.73 Towbar disconnect markings
8.74 Push-back limit markings
8.75 Push-back alignment bar markings
8.76 Passenger path markings
8.77 Miscellaneous area line markings
8.78 Hazardous area markings
Division 6.............. Movement area guidance signs (MAGS)
8.79 Introduction
8.80 Naming of taxiway location signs
8.81 Dimensions and location
8.82 Sign size and location distances, including runway exit signs
8.83 The face width of a sign
8.84 Structural
8.85 Illumination
8.86 MAGS with mandatory instructions
8.87 Runway designation signs
8.88 CAT I, II or III runway designation signs
8.89 Runway holding position signs
8.90 Aircraft NO ENTRY signs
8.91 Vehicle STOP signs
8.92 Runway/runway intersection signs
8.93 MAGS with information
8.94 Taxiway location signs
8.95 Taxiway direction signs
8.96 Destination signs
8.97 Take-off run available signs
8.98 Runway exit signs
8.99 LAHSO distance-to-go signs
8.100 Parking position identification signs
Division 7.............. Wind direction indicators
8.101 Requirements
8.102 Standards for wind direction indicators
Division 8.............. Ground signals
8.103 Signal areas
8.104 Ground signals in signal areas
Division 9.............. Markings for unserviceable areas and works areas
8.105 Introduction
8.106 Markings for unserviceable runways, taxiways and other movement areas
8.107 When unserviceability markings are not required
8.108 Use of unserviceability markers
Division 10............ Obstacle markings
8.109 Obstacles and hazardous obstacles
8.110 Marking of hazardous obstacles
8.111 Marking of hazardous transient obstacles
Division 11............ Frangibility of markers and signs
8.112 Markers
8.113 Movement area guidance signs
Division 12............ Helicopter areas on aerodromes
8.114 Introduction
8.115 Helicopter touchdown and lift-off area markings — non-runway type FATO area
8.116 Helicopter touchdown and lift-off area markings — runway type FATO area
8.117 FATO area perimeter markings — non-runway type
8.118 FATO area perimeter markings — runway type
8.119 Helicopter taxiway markings
8.120 Helicopter apron markings
8.121 Helicopter taxi guideline designations
8.122 Helicopter parking position designation markings
8.123 Helicopter parking position markings — shoulder-line type
8.124 Helicopter parking position markings — touchdown/positioning circle type
8.125 Helicopter apron edge markings
Division 13............ Marking of glider runway strips on an aerodrome
8.126 General
CHAPTER 9....... VISUAL AIDS PROVIDED BY AERODROME LIGHTING
Division 1.............. Lighting requirements
9.01 Minimum lighting system requirements
9.02 Electrical circuitry
9.03 Primary electrical power supply
9.04 Secondary electrical power supply
9.05 Switch-over time for secondary power supply
9.06 Stand-by power supply
9.07 Portable runway lights
9.08 Portable lights on taxiways and apron edges
9.09 Light fixtures and supporting structures
9.10 Standardisation of aerodrome lighting
9.11 Elevated and inset lights
9.12 Lighting intensity and control
9.13 Colours for aeronautical ground lights
9.14 Chromaticity for incandescent lights
9.15 Chromaticity for solid state (LED) lights
9.16 Discrimination between incandescent coloured lights
Division 2.............. Commissioning
9.17 Commissioning of lighting systems — ground checks
9.18 Commissioning of lighting systems — flight checks
Division 3.............. Pilot-activated lighting systems
9.19 General
9.20 VHF carrier activation code
9.21 VHF carrier receiver technical requirements
9.22 Inputs to the PAL
9.23 Fail-safe arrangements with the PAL
9.24 Access to manual switches
9.25 Receiving antenna
9.26 PAL with audio acknowledgment
Division 4.............. Obstacle lighting
9.27 Artificial objects and structures
9.28 Natural obstacles
9.29 Temporary artificial obstacles
9.30 Types of obstacle lighting and their use
9.31 Location of obstacle lights
9.32 Characteristics of low-intensity obstacle lights
9.33 Characteristics of medium-intensity obstacle lights
9.34 Characteristics of high-intensity obstacle lights
9.35 Floodlighting of hazardous obstacles
9.36 Serviceability of obstacle lights
Division 5.............. Aerodrome lighting systems
9.37 Aerodrome beacons
9.38 Illuminated wind direction indicators
Division 6.............. Simple approach lighting
9.39 Simple approach lighting system
9.40 Simple approach lighting system — additional requirements
Division 7.............. Precision approach CAT I, II and III lighting systems
9.41 Precision approach CAT I lighting system
9.42 Precision approach CAT II and CAT III lighting system
Division 8.............. Isocandela diagrams of approach lighting
9.43 Isocandela diagrams of approach lighting
Division 9.............. Visual approach slope indicator systems
9.44 Visual approach slope indicator systems (VASISs)
9.45 Obstacle assessment surfaces
9.46 T-VASIS and AT-VASIS
9.47 Characteristics of T-VASIS light units
9.48 Precision approach path indicator system (PAPI)
9.49 Approach slope and elevation setting of light units
9.50 Siting a PAPI or a double-sided PAPI
Division 10............ Runway lights
9.51 Runway edge lights
9.52 Characteristics of runway edge lights — non-instrument or non-precision approach runway
9.53 Characteristics of runway edge lights — precision approach runway
9.54 Runway threshold lights
9.55 Pattern of runway threshold lights — non-instrument or non-precision approach runway
9.56 Pattern of runway threshold lights — precision approach runway
9.57 Characteristics of runway threshold lights — non-instrument or non‑precision approach runway
9.58 Characteristics of runway threshold lights — precision approach runway
9.59 Additional lighting to enhance threshold location — threshold wing bars and runway threshold identification lights
9.60 Temporarily displaced threshold lights for use at night
9.61 Location of temporarily displaced threshold lights
9.62 Characteristics of temporarily displaced threshold lights
9.63 Runway lighting before a displaced threshold
9.64 Runway end lights
9.65 Characteristics of non-instrument and non-precision approach runway end lights
9.66 Characteristics of precision approach runway end lights
9.67 Runway turn pad, runway bypass pad and runway starter extension edge lights
9.68 Stopway lights
9.69 Hold short lights
9.70 Runway centreline lights
9.71 Simple touchdown zone (TDZ) lights
9.72 Runway TDZ lights
9.73 Photometric characteristics of runway lights and calculation method
9.74 Installation and aiming of light fittings
9.75 Isocandela diagrams of runway lighting
9.76 Illustrations of runway lighting
Division 11............ Taxiway lights
9.77 Provision of taxiway centreline lights
9.78 Provision of taxiway edge lights
9.79 Taxiway markers
9.80 Apron taxiway lighting
9.81 Use of different types of taxiway lights
9.82 Control of lights on taxiways
9.83 Location of taxiway centreline lights
9.84 Spacing of taxiway centreline lights
9.85 Location of taxiway centreline lights on entry and exit taxiways
9.86 Location of taxiway centreline lights on exit taxiways other than rapid exit taxiways
9.87 Location of taxiway centreline lights on rapid exit taxiways
9.88 Characteristics of taxiway centreline lights
9.89 Rapid exit taxiway indicator lights
9.90 Beam dimensions and light distribution of taxiway centreline lights
9.91 Location of taxiway edge lights
9.92 Spacing of taxiway edge lights
9.93 Characteristics of taxiway edge lights
9.94 Taxiway edge markers
9.95 Characteristics of taxiway edge markers
9.96 Taxiway centreline markers
9.97 Characteristics of taxiway centreline markers
9.98 Provision of runway guard lights
9.99 Pattern and location of runway guard lights
9.100 Characteristics of runway guard lights
9.101 Control of runway guard lights
9.102 Provision of intermediate holding position lights
9.103 Pattern and location of intermediate holding position lights
9.104 Characteristics of intermediate holding position lights
9.105 Stop bars
9.106 Location of stop bars
9.107 Characteristics of stop bar lights
9.108 No entry bars
9.109 Photometric characteristics of taxiway lights
9.110 Installation and aiming of light fittings
9.111 Isocandela diagrams for taxiway lights
9.112 Illustrations of taxiway lighting
Division 12............ Apron lights
9.113 Apron floodlighting
9.114 Provision of apron floodlighting
9.115 Location of apron floodlighting
9.116 Characteristics of apron floodlighting
Division 13............ Aircraft parking position lighting
9.117 Visual docking guidance systems
9.118 Characteristics of visual docking guidance systems
9.119 Azimuth guidance unit — location
9.120 Azimuth guidance unit — characteristics
9.121 Stopping position indicator — location
9.122 Stopping position indicator — characteristics
9.123 Advanced visual docking guidance system (A-VDGS)
9.124 Characteristics of an A-VDGS
9.125 Aircraft parking position manoeuvring guidance lights
9.126 Parking position identification signage
Division 14............ Works and unserviceable area lighting
9.127 Lighting associated with closed and unserviceable areas
9.128 Lighted visual aid to indicate a temporary complete runway closure
9.129 Characteristics of a lighted visual aid to indicate a temporary complete runway closure
9.130 Isocandela diagram for lighted visual aid to indicate temporary runway closure
9.131 Movement area access in the vicinity of unserviceable areas
9.132 Characteristics of unserviceability lights
Division 15............ Other lights on an aerodrome
9.133 Works limit lights
9.134 Road and car park lighting
9.135 Road-holding position light
Division 16............ Monitoring, maintenance and serviceability of aerodrome lighting
9.136 General
9.137 Reporting of aerodrome lighting outage
9.138 Standards for apron lighting unserviceability
9.139 T-VASIS standards for unserviceability
9.140 PAPI unserviceability standards
9.141 Interleaved circuitry
9.142 Movement area guidance signs
9.143 Other lighting on the aerodrome
9.144 Lights — requirements for zones
CHAPTER 10..... AERODROME MANUAL
10.01 Requirement for an aerodrome manual
10.02 Form, contents and updating of the aerodrome manual
10.03 Version control and changes to an aerodrome manual
10.04 Application or adoption of other material by the aerodrome manual
CHAPTER 11..... INFORMATION THAT MUST BE INCLUDED IN THE AERODROME MANUAL
11.01 Aerodrome information
11.02 Aerodrome administration
11.03 Aerodrome serviceability inspections
11.04 Aerodrome lighting
11.05 Aerodrome reporting
11.06 Obstacle control
11.07 Aerodrome works safety
11.08 Wildlife hazard management
11.09 Aerodrome safety management
11.10 Aerodrome technical inspections
11.11 Unauthorised entry to aerodrome
11.12 Aerodrome emergency response
11.13 Disabled aircraft removal
11.14 Airside vehicle control
11.15 Aircraft parking control
11.16 Protection of communication, navigation, surveillance and meteorological facilities
11.17 All-weather operations
CHAPTER 12..... INSPECTING AND REPORTING AERODROME CONDITION AND COMPLIANCE
Division 1.............. Serviceability inspections
12.01 General
12.02 Timing of inspections
12.03 Serviceability inspection requirements
12.04 What to report
Division 2.............. Aerodrome technical inspection programs
12.05 Content of aerodrome technical inspection programs
12.06 Inspections at higher volume movement aerodromes
12.07 Inspections at lower volume movement aerodromes
12.08 Other requirements for aerodrome technical inspection programs
12.09 Inspection requirements
12.10 Conduct of aerodrome technical inspections
12.11 Annual aerodrome manual validation and report
CHAPTER 13..... AERODROME PERSONNEL FUNCTIONS
13.01 Introduction
13.02 Accountable manager
13.03 Reporting officer
13.04 Works safety officer
CHAPTER 14..... CONTROL OF AIRSIDE ACCESS AND VEHICLE CONTROL
14.01 Airside access and operation of vehicles — training
14.02 Airside access permits
14.03 Airside vehicle requirements
14.04 Surveillance equipment installed on an airside vehicle
14.05 Airside vehicle lighting requirements
CHAPTER 15..... AERODROME WORKS
15.01 General
15.02 Method of working plans (MOWPs)
15.03 Time-limited works
15.04 Management and control of aerodrome works
15.05 Runway pavement overlay, reconstruction, resealing or widening works
15.06 Works on runway strips
CHAPTER 16..... METHOD OF WORKING PLANS
16.01 Introduction
16.02 Works information
16.03 Restrictions to aircraft operations
16.04 Personnel and equipment
16.05 Aerodrome markers, markings and lights
16.06 Special requirements
16.07 Administration
16.08 Authority
16.09 Drawings
16.10 Distribution list
CHAPTER 17..... WILDLIFE HAZARD MANAGEMENT
17.01 Detection, monitoring and observation
17.02 Wildlife hazard assessment and trigger criteria
17.03 Wildlife hazard management plan triggers
17.04 Preparation of a wildlife hazard management plan
17.05 Wildlife hazard reporting
17.06 Wildlife hazard mitigation
17.07 Training
CHAPTER 18..... PAVEMENT MAINTENANCE
18.01 Pavement cleanliness
18.02 Runway surface friction or texture
CHAPTER 19..... COMMUNICATION, NAVIGATION, SURVEILLANCE (CNS) AND METEOROLOGICAL (MET) FACILITIES
Division 1.............. General
19.01 General
19.02 Maintenance
19.03 Installation requirements
Division 2.............. CNS facilities
19.04 Protection of VOR facilities
19.05 Protection of DME facilities
19.06 Protection of instrument landing systems (ILS)
19.07 Protection of marker beacons
19.08 Protection of non-directional beacons (NDBs)
19.09 Protection of ground-based augmented systems (GBASs)
19.10 Protection of radar sensor sites
19.11 Protection of wide area multilateration (WAM) and automatic dependent surveillance – broadcast (ADS-B) sensors
19.12 Protection of VHF/UHF communication facilities
19.13 Protection of HF communication facilities
19.14 Protection of satellite ground stations (SGSs)
19.15 Protection of microwave links
19.16 Siting requirements for CNS facilities
Division 3.............. Meteorological facilities
19.17 Protection of meteorological facilities
19.18 Siting requirements for meteorological facilities
CHAPTER 20..... EARTHING POINTS
20.01 Ground earthing points
CHAPTER 21..... LIGHT AIRCRAFT TIE-DOWN FACILITIES
21.01 Tie-down facilities
CHAPTER 22..... RADIO COMMUNICATION FACILITIES
22.01 Certified air/ground radio service (CA/GRS)
22.02 Aerodrome frequency confirmation system (AFCS)
22.03 Operation of UNICOM or CA/GRS
22.04 Aerodrome frequency response unit
22.05 Power supply and changeover indications
22.06 UNICOM services
CHAPTER 23..... LOW-VISIBILITY OPERATIONS
23.01 Introduction
23.02 Development of low-visibility procedures (LVP)
23.03 Implementation of low-visibility procedures
23.04 Review of low-visibility procedures
23.05 Runway visual range equipment
23.06 Standards for runways supporting certain precision approach operations
23.07 Facilities and procedures for conducting runway visibility assessments
23.08 Appointed persons conducting runway visibility assessments
23.09 Conducting runway visibility assessments
CHAPTER 24..... AERODROME EMERGENCY PLANNING AND RESPONSE
24.01 Emergency committee
24.02 Aerodrome emergency plan
24.03 Other emergency response arrangements
24.04 Aerodrome location details or maps for emergency agencies
24.05 Emergency preparedness — operators to whom section 24.02 applies
24.06 Emergency preparedness — operators to whom section 24.02 does not apply
CHAPTER 25..... SAFETY MANAGEMENT SYSTEMS
25.01 Introduction
25.02 Requirement for an SMS
25.03 Matters which must be addressed in an SMS
25.04 Particular SMS matters for aerodromes with scheduled international air transport operations
CHAPTER 26..... RISK MANAGEMENT PLANS
26.01 Introduction
CHAPTER 1 PRELIMINARY
Division 1 General
1.01 Name
(1) This instrument is the Part 139 (Aerodromes) Manual of Standards 2019.
(2) This instrument may also be cited as the Part 139 MOS.
(3) In this instrument, unless the contrary intention appears, references to “the MOS” or “this MOS” are references to the Part 139 MOS.
1.02 Commencement
This MOS commences immediately after the commencement of the Civil Aviation Safety Amendment (Part 139) Regulations 2019.
Note New Subparts 139.A to 139.F of CASR are contained in the Civil Aviation Safety Amendment (Part 139) Regulations 2019.
1.03 Purpose
This MOS sets out:
(a) the standards for certified aerodromes; and
(b) in Chapter 22 only — certain standards for all aerodromes.
1.04 Application
This MOS applies only in accordance with Chapter 2.
Note 1 The standards in this MOS are the compliance requirements that must be met for the certification of an aerodrome as a certified aerodrome, or for the continued certification of an aerodrome after an upgrade or replacement of an existing aerodrome facility. When developing new aerodromes, or upgrading or replacing existing facilities, aerodrome operators should consider the aircraft types and operations to be accommodated by the facilities in order to apply the appropriate design, operating and reporting standards for the facility.
Note 2 Without affecting the operation of Chapter 7, for objects or structures which CASA determines are hazardous under regulations 139.175 and 139.180 of CASR, CASA may recommend in writing to the person who owns, or is in occupation or control of, the object or structure that the standards in Chapter 8, Division 10 and Chapter 9, Division 4 should be observed.
1.05 Conflict between this MOS and an incorporated document
Where a provision of this MOS is inconsistent with a provision of an incorporated document the MOS provision takes priority and the incorporated provision applies only insofar as it may do so consistently with the MOS provision.
1.06 Tables, Figures and Notes
In this instrument:
(a) if a numbered Figure, in the form of a drawing, diagram or similar representation, is expressed as illustrating matters, it is guidance that is to be taken into account in interpreting the provision which refers to the Figure; and
(b) if a numbered Figure, in the form of a drawing, diagram or similar representation, is expressed as showing matters, it is to be read with, and may supplement, the information in the provision which refers to the Figure; and
(c) a Note provides information and does not contain standards unless the contrary intention is expressed in a provision for the Note.
Note Tables and Figures are not numbered sequentially. For ease of reference, they are numbered by reference to the section or subsection which first refers to the Table or Figure.
1.07 References to ICAO and other documents
(1) In this MOS, unless the contrary intention appears, a reference to an ICAO document (however described) is a reference to the document as in force or existing from time to time.
(2) In this MOS, reference to a numbered ICAO Annex is a reference to the Annex of that number, as in force or existing from time to time, and as contained in the Chicago Convention.
(3) In this MOS, reference to a numbered ICAO Manual is a reference to the Manual of that number, or subsequent version, as in force or existing from time to time and issued by ICAO.
(4) In this MOS, reference to a numbered ICAO Circular is a reference to the Circular of that number, or subsequent version, as in force or existing from time to time and issued by ICAO.
(5) If a provision of this MOS refers to an ICAO document, then, unless the contrary intention appears, the document, as in force or existing from time to time, is taken to be applied, adopted or incorporated for this MOS.
Note 1 Relevant ICAO documents for this MOS may be accessed by navigating from the following link: reference to an ICAO document, including an ICAO Annex, which only occurs in a Note to a provision does not have the effect that the document is taken to be applied, adopted or incorporated for this MOS, unless the contrary intention appears. Such references in Notes are to documents which may be used as guidance or background information.
(6) In this section, a reference to any ICAO document is to be taken as a reference to the document as affected by any difference that Australia has filed with ICAO in relation to the document.
Note Details of differences that Australia has filed with ICAO are in Section 1.7 of the Aeronautical Information Publication, General, which may be accessed by navigating from the following link: (7) In this MOS, a reference to any Federal Aviation Administration (FAA) Advisory Circular is a reference to the document in the version as in force or existing from time to time.
(8) In this MOS, a reference to any CASA Advisory Circular is a reference to the document in the version as in force or existing from time to time.
(9) In this MOS, a reference to any legislative instrument is a reference to the instrument as in force or existing from time to time.
1.08 References to intended, nominated, preferred and “should” in a Note
(1) In this instrument, unless the contrary intention appears, a reference (however formulated) to a matter or thing intended by an aerodrome operator to be for a purpose, is a reference to the operator’s intention as reasonably deduced or inferred from the following:
(a) the operator’s expressed intention (if any);
(b) the nature and factual circumstances of the matter, whether or not any intention is expressed.
(2) In this instrument, unless the contrary intention appears, a reference to a matter or a thing that is nominated means nominated by an aerodrome operator, and the nomination of the matter or thing must be recorded in the aerodrome manual.
(3) In this instrument, unless the contrary intention appears, a reference (however formulated) in a provision or a Table to a matter, thing or value that is preferred means that, as far as practicable, the use of the matter, thing or value is required in priority to another matter, thing or value expressed in the provision or Table, or in a related provision or Table, although the other matter, thing or value expressed must be used or observed if the preferred matter, thing or value is not used because it is impracticable to do so.
Note The preferred outcome is mandated, but if it is impracticable, the prescribed lesser option must still be complied with.
(4) For subsection (3), if the preferred matter, thing or value is not complied with, the aerodrome manual must contain:
(a) a statement to that effect; and
(b) the reasons for non-compliance; and
(c) the alternative matter, thing or value that is complied with.
Note See also paragraph 11.01 (3) (d).
(5) In this instrument, unless the contrary intention appears:
(a) where a maximum value is mentioned for something — that value must not be exceeded; and
(b) where a minimum value is mentioned for something — at least that value must be achieved.
(6) Unless the contrary intention appears, if a Note at the end of a provision states that some matter “should” be the case, the Note is to be read as a CASA recommendation but without affecting the meaning of the relevant provision.
Note CASA recommendations are usually expressly identified as such. Other uses of the word “should” in a Note are usually for the purpose of assisting readers to understand the meaning of the related provision.
1.09 Table of Contents
The Table of Contents at the front of this MOS is not part of this instrument. It is for guidance only and may be modified or edited in any published version of this instrument.
CHAPTER 1 PRELIMINARY
Division 2 Empowerments
1.10 General power to make a Part 139 Manual of Standards
This MOS and all of its provisions are made under the powers conferred on CASA by regulation 139.005 of CASR.
1.11 Specific regulations for which MOS provisions have been made
Aerodrome manuals
(1) The requirements in this MOS relating to aerodrome manuals for an aerodrome are made for regulation 139.045 of CASR.
Note See, in particular, Chapters 5, 6, 7, 8, 9, 10, 11, 12, 14, 17 and 23.
Aerodrome facilities etc.
(2) The requirements in this MOS relating to aerodrome facilities and equipment for certified aerodromes are made for regulation 139.065 of CASR.
Note See, in particular, Chapters 4, 6, 8, 9, 14, 18, 19, 20, 21 and 22.
Planning etc.
(3) The requirements in this MOS relating to planning aerodrome works, giving notice of planned aerodrome works, and carrying out aerodrome works, at a certified aerodrome are made for regulation 139.070 of CASR.
Note See, in particular, Chapters 8, 9, 11, 13, 15 and 16.
Inspections
(4) The requirements in this MOS relating to aerodrome inspections are made for regulation 139.075 of CASR.
Note See, in particular, Chapters 11 and 12.
Reporting to AIS provider
(5) The requirements in this MOS relating to the operator of a certified aerodrome reporting information to an AIS provider are made for regulation 139.080 of CASR.
Note See, in particular, Chapters 5, 11 and 17.
Reporting changes etc.
(6) The requirements in this MOS relating to reporting changes or occurrences at certified aerodromes are made for regulation 139.085 of CASR.
Note See, in particular, Chapters 5, 6, 7, 8, 9, 12, 15, 17, 19.
Monitoring airspace etc.
(7) The requirements in this MOS relating to the following:
(a) monitoring the airspace around a certified aerodrome for infringements, or potential infringements, of the airspace;
(b) reporting such infringements, or potential infringements;
(c) reporting changes or occurrences at certified aerodromes;
are made for regulation 139.090 of CASR.
Note See, in particular, Chapters 7 and 12.
Safety management systems and risk management plans
(8) The requirements in this MOS relating to the following:
(a) the circumstances in which a certified aerodrome must have a safety management system (SMS);
(b) safety management systems for aerodromes;
(c) the circumstances in which a certified aerodrome must have a risk management plan;
(d) risk management plans for aerodromes;
are made for regulation 139.095 of CASR.
Note See, in particular, Chapters 25 and 26.
Emergency preparedness etc.
(9) The requirements in this MOS relating to the following:
(a) emergency preparedness of aerodromes;
(b) the circumstances in which a certified aerodrome must have an aerodrome emergency plan;
(c) aerodrome emergency plans for aerodromes;
are made for regulation 139.100 of CASR.
Note See, in particular, Chapters 11 and 24.
Other aerodrome systems
(10) The requirements in this MOS relating to the following:
(a) the kind of systems (other than an SMS) that an aerodrome must have;
Note Systems include the following:
(a) wildlife hazard management systems;
(b) airside vehicle control systems;
(c) aircraft parking control systems.
(b) the circumstances in which a certified aerodrome must have a relevant system;
(c) the relevant system;
are made for regulation 139.105 of CASR.
Note See, in particular, Chapters 11, 14, 17.
Aerodrome personnel
(11) The requirements in this MOS relating to additional personnel that an operator of a certified aerodrome must have are made for regulation 139.110 of CASR.
Training aerodrome personnel
(12) The requirements in this MOS relating to the training, knowledge, qualifications and experience of personnel carrying out the responsibilities of the following positions:
(a) accountable manager;
(b) reporting officer;
(c) if aerodrome works are being carried out at the aerodrome—works safety officer;
(d) any other position to which subsection (11) applies;
are made for regulation 139.115 of CASR.
Note See, in particular, Chapters 13, 17 and 23.
Personnel responsibilities
(13) The requirements in this MOS relating to the personnel mentioned in subsection (12) carrying out the responsibilities of their positions are made for regulation 139.120 of CASR.
Note See, in particular, Chapters 13, 17 and 23.
Ground surveillance systems
(14) The requirements in this MOS relating to the following:
(a) aerodrome ground surveillance systems;
(b) surveillance equipment installed on an airside vehicle;
(c) airside vehicle control in conjunction with ground surveillance systems;
are made for regulation 139.130 of CASR.
Note See, in particular, Chapters 14 and 23.
Aircraft movement data from aerodrome operators
(15) The requirements in this MOS relating to the kinds of aircraft movement data that an aerodrome operator must give to CASA upon request are made for regulation 139.140 of CASR.
Note See, in particular, relevant definitions in Chapter 3.
Aircraft movement data from ATS provider
(16) The requirements in this MOS relating to the kinds of aircraft movement data that an air traffic service (ATS) provider must give to CASA upon request are made for regulation 139.145 of CASR.
Note See, in particular, relevant definitions in Chapter 3.
Frequency confirmation systems
(17) The requirements in this MOS relating to the following:
(a) the circumstances in which a certified aerodrome must have a frequency confirmation system for the aerodrome;
(b) frequency confirmation systems for aerodromes;
are made for regulation 139.150 of CASR.
Note See, in particular, Chapter 22.
CA/GRS
(18) The requirements in this MOS relating to the operation of a certified air/ground radio service (CA/GRS) are made for regulation 139.160 of CASR.
Note See also regulation 139.155 of CASR and Chapter 22 of this MOS.
Proposals to construct structures etc.
(19) The requirements in this MOS relating to any person’s proposal for the construction and erection of additional objects and structures are made for regulation 139.165 of CASR.
Note See, in particular, Chapter 7.
Information for CASA about proposed construction etc.
(20) The requirements in this MOS relating to other information to be given to CASA in relation to a person’s proposal for the construction and erection of objects and structures that:
(a) will have a height of 100 metres or more above ground level; or
(b) will include an emissions source that generates a gaseous efflux with a velocity exceeding 4.3 metres per second at the point of emission; or
(c) are of a kind mentioned in subsection (19);
are made for regulation 139.165 of CASR.
Note See, in particular, Chapter 7.
Proposals to create an emissions source
(21) The requirements in this MOS relating to any person’s proposal for other activities to be undertaken that will create an emissions source are made for regulation 139.170 of CASR.
Information for CASA about proposed emissions sources
(22) The requirements in this MOS relating to other information to be given to CASA in relation to a person’s proposal:
(a) to generate a gaseous efflux with a velocity exceeding 4.3 metres per second at the point of emission; or
(b) of a kind mentioned in subsection (21);
are made for regulation 139.170 of CASR.
What constitutes a hazard
(23) For regulations 139.175, 139.180 and 139.185 of CASR, this MOS prescribes the kinds of objects, structures, and emissions sources, that constitute a hazard to aircraft operations.
Note See, in particular, Chapter 7.
Obstacle limitation surface
(24) The requirements in this MOS for ascertaining a surface associated with an aerodrome
are prescribed for the definition of obstacle limitation surface in the CASR Dictionary.
Note See, in particular, Chapter 7.
CHAPTER 2 APPLICATION OF STANDARDS
2.01 Definitions
In this Chapter:
CASR means the Civil Aviation Safety Regulations 1998.
certified aerodrome means an aerodrome that was a certified aerodrome under Part 139 of CASR immediately before the commencement of this MOS.
existing aerodrome means an aerodrome that was in service as a certified aerodrome or a registered aerodrome under the document called ‘Manual of Standards (MOS) – Part 139 Aerodromes’ as in force immediately before the commencement of this MOS.
existing aerodrome facility means a facility that would have fallen within the definition of an aerodrome facility immediately before the commencement of this MOS had the definition of aerodrome facility then been in force.
Note Aerodrome facility is defined in subsection 3.01 (2).
grandfathered facility means an existing aerodrome facility (the facility) and the obstacle limitation surfaces associated with an existing runway that is part of the existing aerodrome facility (the OLS) that, on and after the commencement of this MOS, do not comply with the standards in this MOS, provided that:
(a) the facility and the OLS complies, and continues to comply, with the standards which applied to the facility and the OLS immediately before the commencement of this MOS; and
Note CASA guidance documents identify the range of previous standards that may have applied.
(b) the aerodrome operator’s aerodrome manual:
(i) identifies the facility and the OLS; and
(ii) sets out in detail how the facility and the OLS do not comply with this MOS.
opted-in means that:
(a) an aerodrome operator voluntarily tells CASA in writing that from a specified date after the commencement of this MOS, a specified grandfathered facility will comply with the requirements of this MOS for the facility; and
(b) the aerodrome operator’s aerodrome manual specifies the date and the facility; and
(c) CASA acknowledges, in writing, that the operator has opted-in.
registered aerodrome means an aerodrome that was a registered aerodrome under Part 139 of CASR immediately before the commencement of this MOS.
replacement, for an existing aerodrome facility, means completion of any activity in relation to the facility which, not being merely maintenance, results in the substitution of a new aerodrome facility for the existing aerodrome facility.
upgrade, for an existing aerodrome facility, means any change to the facility which, for the first time after the commencement of this MOS, enables any of the following changes to aircraft operations using the facility, namely, a change:
(a) from day VFR operations, to night VFR operations;
(b) from non-instrument approaches, to non-precision instrument approaches;
(c) from non-precision instrument approaches, to precision instrument approaches;
(d) from precision CAT I approaches, to precision CAT II or CAT III approaches;
(e) which enables aircraft take-offs and aerodrome surface movements in runway visibility or RVR conditions of less than 550 m;
(f) which enables the aerodrome to accommodate aircraft of a higher category specified in the ARC under section 4.01 of this MOS than was the case before the change;
(g) which enables the aerodrome to accommodate aircraft on scheduled international operations.
Note The upgrade of a particular aerodrome facility that previously was not compliant with the relevant standards in the MOS is the trigger for the particular facility to be brought into compliance with the MOS. Since the timing and budgeting of an upgrade is under the aerodrome operator’s control, so too is the timing of works necessary to bring the non-compliant facility into compliance with this MOS.
2.02 Application — new aerodromes
This MOS applies:
(a) for an aerodrome that comes into operation for the first time after the commencement of this MOS (a new aerodrome); and
(b) to the operator of a new aerodrome.
2.03 Application — Chapter 22
Despite anything else in this MOS, Chapter 22 applies to and for all aerodromes.
2.04 Application — existing aerodromes etc.
(1) Subject to subsection (3), this MOS applies to the operator of an existing aerodrome.
(2) Subject to subsection (3), this MOS applies for an existing aerodrome facility.
(3) The standards in this MOS for an aerodrome facility and the obstacle limitation surfaces associated with a runway (the OLS) do not apply to a grandfathered facility of the same kind if the grandfathered facility:
(a) complies, and continues to comply, with the standards which applied to the aerodrome facility and the OLS immediately before the commencement of this MOS; and
(b) is not:
(i) replaced; or
(ii) upgraded; and
(c) is maintained in accordance with the requirements of this MOS for the same kind of facility.
Note Subsection 2.04 (3) indicates when this MOS does not apply to the aerodrome facilities of an existing aerodrome with grandfathered status. Without grandfathered status, all of the requirements of this MOS apply. With grandfathered status, only the standards in this MOS for an aerodrome facility (as defined), and for the obstacle limitation surfaces associated with a runway that is, or is part of, such a facility, do not apply. Instead, the standards for the aerodrome facility and runway-associated obstacle limitation surfaces that previously applied continue to apply. Processes or systems are not aerodrome facilities (as defined) and the standards for these in this MOS apply to the operators of all existing aerodromes from the commencement of this MOS, subject to any relevant transitional provisions that may be included in Part 202 of CASR after the making of this MOS but before it commences.
(4) Subject to subsection (5), for subparagraph (3) (b) (ii), the standards in this MOS:
(a) apply only to the upgrading of the specific elements of the facility that are being upgraded; and
(b) do not apply to any other elements of the facility which are not being changed and which, therefore, remain grandfathered until they are either replaced or upgraded.
Note See CASA Advisory Circular (AC) 139.A-03: Application of aerodrome standards, as existing from time to time and freely available on the CASA website, for examples of how subsection (4) operates.
(5) Without otherwise affecting subsection (4):
(a) if a runway is upgraded, the associated OLS must then also comply with the requirements of this MOS for the upgraded runway; and
(b) if the aerodrome reference code of the OLS associated with a runway that is part of a grandfathered facility is changed, the aerodrome reference code of that runway may remain the same but only as long as:
(i) the aerodrome reference code of the OLS associated with the runway is not less than the aerodrome reference code for that runway; or
(ii) the changed aerodrome reference code of the OLS associated with the runway does not result in 1 of the changes mentioned in paragraphs (a) to (g) of the definition of upgrade for that runway.
(6) Despite anything else in this section, this MOS applies to a grandfathered facility if, before the facility is replaced or upgraded, the aerodrome operator has opted-in.
Note For the definition of opted-in, see section 2.01.
2.05 Directions to upgrade a part of an existing aerodrome or facility
(1) Subject to subsection (2), if CASA considers that an activity at an existing aerodrome or an existing aerodrome facility would have an adverse effect on aviation safety if it were not considered to be, or deemed to be, a replacement or an upgrade, CASA may use its powers under regulation 11.245 of CASR to direct the aerodrome operator to do 1 or more of the following:
(a) apply this MOS to the activity as if the activity were a replacement or an upgrade;
(b) apply this MOS to another part of the aerodrome or facility as if that other part were directly and significantly affected by the activity.
(2) For subsection (1), CASA must notify an aerodrome operator:
(a) of any proposal to issue a direction under subsection (1); and
(b) that the operator may object to the proposal.
(3) CASA must not issue a direction unless it has considered any objections from the operator that are received within 28 days (or such longer period as CASA permits) after the notification mentioned in subsection (2).
(4) CASA may specify a shorter period than the 28 days mentioned in subsection (3) if CASA determines that aviation safety requires sooner consideration of the matter.
(5) A direction, notification, permission, objection or determination mentioned in this section must be in writing.
(6) If a direction referred to in this section is issued under regulation 11.245 of CASR, the direction ceases to be in force in accordance with regulation 11.250 of CASR.
Note Under regulation 11.250 of CASR, a direction ceases to be in force:
(a) if it specifies a day on which it ceases to be in force — on the specified day; or
(b) if it does not specify a day for that purpose — 1 year after the day it commences.
(7) This section:
(a) applies subject to, and without prejudice to, CASA’s powers under Subpart 11.G of CASR; and
(b) may be applied only insofar as it is consistent with Subpart 11.G of CASR.
2.06 Non-application of the standards
(1) CASA may approve in writing that an operator is not required to meet a standard specified in this MOS.
(2) An approval under subsection (1) must specify the provisions to which the approval applies, and may be 1 or more of the following:
(a) time-limited or open-ended as to its duration;
(b) made subject to conditions.
(3) For subsection (1), CASA may grant an approval if the aerodrome operator:
(a) applies in writing for an approval; and
(b) identifies each of the relevant standards, by reference to the specific provision in the MOS, which it is proposed will not be met, and explains why it will not be met; and
(c) states the length of the period during which each relevant standard will not be met; and
(d) sets out in an accompanying safety assessment:
(i) the effect on aerodrome and aviation safety of not meeting each of the relevant standards; and
(ii) either:
(A) the measures proposed to mitigate those effects; or
(B) the measures proposed to achieve the same safety outcome as the relevant standards in the MOS would achieve; and
(e) satisfies CASA that the approval will not have any adverse effect on aviation safety.
CHAPTER 3 DEFINITIONS ETC.
3.01Definitions etc.
(1) In this instrument:
(a) approval means approval in writing by CASA, unless the contrary intention appears; and
(b) words and phrases have the same meaning as in Part 139 of CASR, unless the contrary intention appears in subsection (2).
Note Various other words and expressions used in this MOS have the same meaning as in the CASR Dictionary.
(2) In this instrument:
AAIS means automatic aerodrome information service.
accelerate-stop distance available (ASDA) is the length of the take-off run available (TORA) plus the length of any stopway (SWY).
Note 1 ASDA = TORA + SWY.
Note 2 Any available clearway (CWY) or runway end safety area (RESA) is not included.
Act means the Civil Aviation Act 1988.
ADS-B means automatic dependent surveillance – broadcast.
AEP means aerodrome emergency plan.
aerodrome has the same meaning as in the Act.
aerodrome beacon means an aeronautical beacon used to indicate the location of an aerodrome from the air.
aerodrome elevation means the elevation of the highest point of the landing area.
aerodrome facility means any of the following physical things at an aerodrome as mentioned in this MOS for an aerodrome:
(a) the physical characteristics of any movement area including runways, taxiways, taxilanes, shoulders, aprons, primary and secondary parking positions, runway strips and taxiway strips;
(b) infrastructure;
(c) structures;
(d) equipment;
(e) earthing points;
(f) cables;
(g) lighting;
(h) signage;
(i) markings;
(j) visual approach slope indicators;
(k) any other similar thing that is physical matter and is used for the operation of aircraft at the aerodrome.
Note 1 Aerodrome facilities are physical matter. For example, a safety management system is not an aerodrome facility. Management and administrative processes do not constitute an aerodrome facility.
Note 2 The expression aerodrome facilities and equipment is defined in the CASR Dictionary. The different expression aerodrome facility is defined in this MOS and has a different meaning.
aerodrome frequency confirmation system means a system which:
(a) responds automatically when a radio transmission is broadcast on an assigned aerodrome frequency; and
(b) is used to confirm that the correct aerodrome frequency has been selected on the air‑band radio.
aerodrome layout is the number of runways, taxiways and aprons at an aerodrome that are provided with lighting, in 1 of the following categories of aerodrome:
(a) basic — an aerodrome with 1 runway, with 1 taxiway to 1 apron area;
(b) simple — an aerodrome with 1 runway, having more than 1 taxiway to 1 or more apron areas;
(c) complex — an aerodrome with more than 1 runway, having more than 1 taxiway to 1 or more apron areas.
aerodrome movement, for an aircraft, means a take-off, a landing, or a touch-and-go manoeuvre at an aerodrome.
aerodrome reference code (ARC) has the meaning given to it in Chapter 4 of this MOS.
aerodrome reference point (ARP) means the designated geographical location of an aerodrome.
aerodrome technical inspection means an inspection of the facilities, equipment and operation of a certified aerodrome, conducted by, or on behalf of, the aerodrome operator to ensure detection of any deterioration that could make any of the facilities, equipment or operations unsafe for aircraft operations.
Aerodrome Terrain and Obstacle Chart — ICAO (Electronic) means an electronic chart that portrays such terrain, obstacle and aeronautical data for an aerodrome as is reasonably required to:
(a) enable an operator to:
(i) carry out operating limitations analysis for aircraft using the aerodrome; and
(ii) know whether the operator’s aircraft may land at, and take off from, the aerodrome within the operating limitations of the aircraft; and
(iii) develop procedures for use in the event of:
(A) a missed approach or take-off; or
(B) an emergency during landing or take-off; and
(b) support the following activities for the safety of air navigation:
(i) instrument procedure design (including circling procedures);
(ii) aerodrome obstacle restriction and removal;
(iii) provision of source data for the production of other aeronautical charts.
Note See sections 7.21 and 7.24.
aerodrome traffic density means the number of aircraft movements in the mean busy hour, in 1 of the following categories:
(a) light — not greater than 15 movements per runway, or typically less than 20 total aerodrome movements;
(b) medium — 16 to 25 movements per runway, or typically between 20 to 35 total aerodrome movements;
(c) heavy — 26 or more movements per runway, or typically more than 35 aerodrome movements.
aeronautical beacon means an aeronautical ground light visible at all azimuths, either continuously or intermittently, to designate a particular point on the surface of the Earth.
aeronautical ground light means any light specially provided as an aid to air navigation, other than a light displayed on an aircraft.
aeronautical study means an investigation of a problem concerned with aircraft operations, aimed at identifying:
(a) possible solutions (if any); and
(b) the solution (if any) which best preserves an acceptable level of aviation safety.
Note CASA guidance on aeronautical studies is contained in CASA Advisory Circular (AC) 139.A-04: Applying for aerodrome authorisations, exemptions and approvals, as existing from time to time and freely available on the CASA website.
aeroplane reference field length means the minimum field length required for an aeroplane to take off at maximum certificated take-off mass, at sea level, in standard atmospheric conditions, in still air and with zero runway slope, as shown in:
(a) the aeroplane’s aircraft flight manual approved by the national aviation authority which issued the initial type certificate for the aeroplane; or
(b) equivalent data from the aeroplane manufacturer.
AFRU means aerodrome frequency response unit and is the abbreviation used for an aerodrome frequency confirmation system.
AIP means Aeronautical Information Publication.
AIP-ERSA means Aeronautical Information Publication - En Route Supplement of Australia.
aircraft classification number (ACN) means a number expressing the relative effect of an aircraft on a pavement for a specified standard subgrade category.
Note For guidance see CASA Advisory Circular (AC) 139.C-07: Strength rating of aerodrome pavements, as existing from time to time and freely available on the CASA website.
aircraft movement means 1 of the following:
(a) the landing of an aircraft at an aerodrome;
(b) the take-off of an aircraft from an aerodrome;
(c) a touch-and-go manoeuvre of an aircraft at an aerodrome.
aircraft movements, when referred to numerically for an aerodrome, for a financial year, means the numbers of aircraft movements at the aerodrome during the financial year, as compiled by the aerodrome operator or the ATS provider.
Note CASA may require an aerodrome operator or an ATS provider to provide it with aircraft movement data: see regulations 139.140 and 139.145 of CASR.
aircraft parking position means an open-air designated area on an apron for parking an aircraft.
Note 1 An aircraft parking position is also known as an aircraft stand.
Note 2 An aircraft parking position does not include any area that is within a fully or partially‑enclosed aircraft hangar.
Note 3 An area designated on an apron as being available for the parking of aircraft is considered to be an aircraft parking position.
airline means an aircraft operator operating aircraft in regular public transport operations.
airside means the following areas, access to which is restricted by the aerodrome operator, or by a Federal or State authority, to authorised persons only:
(a) the movement area of the aerodrome;
(b) where their purpose and use is to directly support aircraft operations — the terrain and buildings adjacent to the movement area, or particular portions of such adjacent terrain and buildings.
Note The word “landside” is used colloquially to denote areas of an aerodrome that are not airside, for example, passenger terminals.
airside driver means a person who drives or operates an airside vehicle.
airside vehicle means a vehicle, including equipment that is mobile under its own power, that is operated airside under the authorisation of the aerodrome operator.
air transport operation has the same meaning as in clause 3 of Part 2 of the CASR Dictionary.
Note An aerial work operation is not an air transport operation.
air transport passenger means a passenger in an air transport operation.
air transport passenger movement numbers, for an aerodrome, for a financial year, means the numbers, published by the Department, of air transport passenger movements at the aerodrome during the financial year, and any reference to air transport passenger movements is a reference to the movements compiled in these numbers.
AIS provider means a person who holds a certificate under regulation 175.055 of CASR.
APEI means the official publication known as Airport Engineering Instructions issued:
(a) by CASA or its predecessors, before the Rules and Practices for Aerodromes (RPA) was first issued; or
(b) otherwise by or under the authority of the Commonwealth.
API means the official publication known as Airport Instructions issued:
(a) by CASA or its predecessors, before the Rules and Practices for Aerodromes (RPA) was first issued; or
(b) otherwise by or under the authority of the Commonwealth.
approved means approved by CASA, whether with or without conditions, unless the contrary intention appears.
apron means a defined area on a land aerodrome to accommodate aircraft for the purposes of loading or unloading passengers, mail or cargo, fuelling, parking, or maintenance.
apron taxiway means a portion of a taxiway system located on an apron to provide a through taxi route for aircraft across the apron to another part of the taxiway system.
ARC means aerodrome reference code.
ARFF unit, for an aerodrome, means the aviation rescue and firefighting unit at the aerodrome.
ARFFS means aviation rescue and firefighting service.
artificial, in relation to an obstacle, object or structure, means an obstacle, object or structure made by human skill and labour.
ATC means air traffic control.
ATS means air traffic service.
AT-VASIS means abbreviated T visual approach slope indicator system.
Australian Height Datum means the datum that sets mean sea level as zero elevation.
A-VDGS means advanced visual docking guidance system.
barrette means 3 or more aeronautical ground lights closely spaced in a transverse line so that from a distance they appear as a short bar of light.
Note Transverse means transverse to the runway centreline.
becomes aware means:
(a)in relation to an aerodrome operator’s awareness of the numbers of aircraft movements at the aerodrome within a period — the operator is taken to know the relevant number of such movements as soon as a reasonable operator, monitoring such movements in any way, would know; and
(b) in relation to an aerodrome operator’s awareness of the numbers of aircraft passenger movements at the aerodrome within a period — the operator is taken to know the relevant number of such movements at the earlier of the following:
(i) the date of publication, if any, by the Department, of the aircraft passenger movement numbers for the aerodrome for the period;
(ii) as soon as a reasonable operator, monitoring such movements in any way, would know.
bypass pad means a pad resembling a runway turn pad except that:
(a)it is extended beyond the declared end of the runway; and
(b)it allows an aircraft to go around the runway end stripe and runway end lights before turning around 180 degrees to use the runway in a reciprocal direction.
CA/GRO means a certified air/ground radio operator.
CA/GRS means a certified air/ground radio service.
CAR means the Civil Aviation Regulations 1988.
CASR means the Civil Aviation Safety Regulations 1998.
CAT, when referring to an instrument approach, means category.
CAVOK means that cloud, visibility and present weather are better than the prescribed values or conditions.
Note CAVOK is sometimes referred to as “ceiling and visibility OK”.
Chicago Convention means the Convention on International Civil Aviation.
civil aviation safety legislation means the Civil Aviation Act 1988, the regulations made under the Act, and instruments, including Civil Aviation Orders and Manuals of Standards, made under the Act or the regulations, and other instruments made under any of the foregoing.
clearway (CWY) means a defined area at the end of the TORA, on the ground or water under the control of the aerodrome operator, that is selected or prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height.
CNS means communications, navigation, surveillance.
Configuration A, for runway guard lights, has the meaning given in subsection 9.99 (1).
Configuration B, for runway guard lights, has the meaning given in subsection 9.99 (1).
critical obstacle means the obstacle within the take-off climb area, or within the approach area, or within both areas, which subtends the greatest vertical angle when measured from the inner edge of the take-off climb surface and/or the approach surface.
CTAF means common traffic advisory frequency.
CVOR means conventional VOR.
daylight means the period between the beginning of morning civil twilight and the end of evening civil twilight.
declared distances means the following:
(a) take-off run available (TORA), being the length of runway declared available and suitable for the ground run of an aeroplane taking off;
Note TORA may include additional length available from a starter extension if provided.
(b) take-off distance available (TODA), being the length of the take-off run available plus the length of the clearway, if provided;
(c) accelerate-stop distance available (ASDA), being the length of the take-off run available plus the length of the stopway, if provided;
(d) landing distance available (LDA), being the length of runway which is declared available and suitable for the ground run of an aeroplane landing.
Department has the meaning given in item 1 in subsection 19A (1) of the Acts Interpretation Act 1901.
Note “Department” means the Department of State of the Commonwealth that is administered by the Minister who, from time to time, administers CASR. At the date of making, this is the Department of Infrastructure, Regional Development and Cities but may change from time to time in accordance with Administrative Arrangements Orders made by the Governor-General.
dependent parallel approaches means simultaneous approaches to parallel or near‑parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centrelines are prescribed.
design slope, for any aerodrome facility, means that, at the design stage of construction, the design of the slope must fall within the range of values expressed in the relevant Table or provision of this MOS for the design slope.
displaced threshold means a threshold not located at the extremity of a runway.
DME means distance measuring equipment.
D value, for a rotorcraft, is the rotorcraft’s maximum dimension when rotors are turning, and is the distance in metres measured from:
(a) the most forward position of the main rotor tip path plane of the rotorcraft;
to:
(b) the most rearward position of the tail rotor tip path plane or of the rotorcraft’s fuselage.
Note “D value” is a common design term used in ICAO Annex 14, Aerodromes, Volume II, Heliports. For ICAO documents, see section 1.06.
DVOR means the Doppler VOR.
earth mat area means the area of virgin ground that is directly underneath, and in immediate proximity to, a communications, navigation, surveillance site.
effective intensity, for a flashing light, is equal to the intensity of a fixed light of the same colour, which will produce the same visual range under identical conditions of observation.
elevation means the vertical distance of a point or a level, on or affixed to the surface of the Earth, measured from mean sea level.
exit taxiway means a taxiway connected to a runway to enable landing aeroplanes to turn off the runway.
facility has the same meaning as aerodrome facility.
FATO area means a final approach and take-off area of an aerodrome used for helicopter operations.
fixed light means a light having constant luminous intensity when observed from a fixed point.
FOD means foreign object debris, which may result in foreign object damage to an aircraft.
frangible object means an object of low mass designed to break, distort or yield on impact so as to present the minimum hazard to aircraft.
GBAS means a ground-based augmentation system comprised of a VHF data broadcast (VDB) antenna and (typically) 4 remote satellite measurement unit (RSMU) antennas, with each of these components:
(a) separately located; and
(b) performing specific functions; and
(c) with different siting requirements and restrictions.
GLS means GBAS landing system, and is a GNSS alternative to an ILS for approach and landing operations using a GBAS as the primary navigational reference.
GNSS means Global Navigation Satellite System.
gravel, for a surface, means that the surface is comprised of gravel and any binding additives but is not sealed.
hazard beacon means an aeronautical beacon used to designate a danger to air navigation.
HF means the high frequency band, that is radio frequencies in the range 3 000 to 30 000 kHz.
holding bay is a defined area where aircraft can be held or bypassed to facilitate efficient surface movement of aircraft.
Note Generally, such an area is offset from the taxiway so that clearance for passing aircraft is maintained.
homogeneous runway surface means a runway surface that has a consistent surface finish across its full width.
Note A non-homogeneous runway surface means a runway surface that has different surface finishes across its full width. A non-homogeneous runway surface may result in differing friction, loading, and wet weather characteristics. Thus, it may limit the operations of some aircraft types depending on the requirements of the aircraft flight manual.
IATA means International Air Transport Association.
ICAO means the International Civil Aviation Organization established under the Chicago Convention.
Note For ICAO documents, see section 1.06.
ICAO Annex, for a numbered ICAO document, means the Annex, of that number, to the Chicago Convention.
ICAO Annex 4 means Annex 4, Aeronautical Charts.
IFR means instrument flight rules, and has the same meaning as that given in CAR for I.F.R.
ILS means an instrument landing system comprised of the following components:
(a) VHF localizer equipment;
(b) UHF glide path equipment;
(c) VHF marker beacons or distance measuring equipment (DME);
(d) localizer far field monitor antennas.
Note Each component of an ILS performs specific functions, and is separately located along the longitudinal axis of, or alongside, the runway. Different siting requirements, and restrictions to access and movement, apply to each site.
ILS critical area means an area about the localizer and glide path antennas where vehicles and aircraft must be excluded during all ILS operations because the presence of vehicles or aircraft inside the area will cause unacceptable disturbance to the ILS signal-in-space.
ILS sensitive area means an area extending beyond the ILS critical area:
(a) where the parking and movement of vehicles and aircraft is controlled to prevent the possibility of unacceptable interference to the ILS signal during ILS operations; and
(b) which is protected against interference caused by large moving objects outside the ILS critical area but still normally within the airfield boundary.
independent parallel approaches means simultaneous approaches to parallel or near‑parallel instrument runways where radar separation minima between aircraft on adjacent extended runway centrelines are not prescribed.
independent parallel departures means simultaneous departures from parallel or near‑parallel instrument runways.
instrument approach procedures means a series of predetermined manoeuvres by reference to flight instruments with specified protection from obstacles from the initial approach fix or, where applicable, from the beginning of a defined arrival route to a point from which a landing can be completed and thereafter, if a landing is not completed, to a position at which holding or en route obstacle clearance criteria apply.
instrument meteorological conditions (IMC) means meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, less than the minimum specified for visual meteorological conditions.
instrument runway means 1 of the following types of runway nominated for the operation of aircraft using instrument approach procedures:
(a) non-precision approach runway, being a runway, served by visual aids and non‑visual aids, intended for landing operations following an instrument approach operation with a minimum descent height or decision height (DH) at or above 250 ft (a type A operation) in runway visibility of not less than 1 000 m;
(b) precision approach runway, Category (CAT) I, being a runway, served by visual aids and non-visual aids, intended for landing operations following an instrument approach operation with a DH lower than 250 ft (a type B operation) but not lower than 200 ft, and either:
(i) in visibility of not less than 800 m; or
(ii) with an RVR of not less than 550 m;
(c) precision approach runway, Special Authorisation Category I (SA CAT I), being a runway, served by visual aids and non-visual aids, nominated for landing operations following an instrument approach type B operation with a DH lower than 200 ft but not lower than 150 ft, and an RVR of not less than 450 m;
(d) precision approach runway, Special Authorisation Category II (SA CAT II) being a runway, served by visual aids and non-visual aids, nominated for landing operations following an instrument approach type B operation with a DH lower than 200 ft but not lower than 100 ft, and an RVR of not less than 350 m;
(e) precision approach runway, CAT II, being a runway, served by visual aids and non‑visual aids, nominated for landing operations following an instrument approach type B operation with a DH lower than 200 ft, but not lower than 100 ft, and an RVR of not less than 300 m;
(f) precision approach runway, CAT III, being a runway, served by visual aids and non‑visual aids, for landing operations following an instrument approach type B operation to and along the surface of the runway and:
(i) for CAT IIIA — nominated for operations with a DH lower than 100 ft or with no decision height, and an RVR of not less than 175 m; and
(ii) for CAT IIIB — nominated for operations with a DH lower than 50 ft or with no decision height, and an RVR of less than 175 m but not less than 50 m; and
(iii) for CAT IIIC — nominated for operations with no DH or RVR limitations.
Note 1 Instrument approach procedures are classified as follows:
(a) Non-precision approach (NPA) procedure: an instrument approach procedure designed for 2D instrument approach type A operations.
(b) Approach procedure with vertical guidance (APV): a performance-based navigation (PBN) non-precision instrument approach procedure designed for 3D instrument approach type A operations.
(c) Precision approach (PA) procedure: an instrument approach procedure based on navigation systems (ILS, MLS, GLS and SBAS CAT I) designed for 3D instrument approach type A or B operations.
Note 2 When preparing or nominating their infrastructure to support the desired aircraft operation, the aerodrome operator determines the classification of instrument runway for which the runway is to be nominated provided that the relevant standards in this MOS are achieved. A certified designer under Part 173 of CASR may then be tasked to design the optimal terminal instrument flight procedure to the capabilities of the instrument runway.
Note 3 Special Authorisation Category operations may only be utilised by aircraft operators who meet specific requirements for flight crew competency, aircraft capability and any conditions relevant to the terminal instrument flight procedure.
Note 4 The visual aids provided need not necessarily be matched to the scale of the non-visual aids provided. CASA recommends that visual aids should be determined based on the requirements for the intended classification of operation and in consultation with the aircraft operators for whom it is intended to be utilised.
(i) authorised as a meteorological observer by, or on behalf of, the person who occupies, or for the time being holds, the position of Director of Meteorology under the Meteorology Act 1995; or
(ii) approved for the purpose by CASA, in writing; and
(e) limit reports to the following range of values:
(i) lower limit — 350 m;
(ii) upper limit — 1 500 m; and
(f) if the runway visibility is below 350 m — report the runway visibility as “less than 350 m”.
(3) An RV assessment may only be provided to a pilot if the assessment was conducted within the previous 20 minutes.
CHAPTER 24 AERODROME EMERGENCY PLANNING AND RESPONSE
24.01 Emergency committee
(1) Subsection (2) applies to an aerodrome that, in the course of a financial year, has:
(a) scheduled international air transport operations; or
(b) 350 000 or more air transport passenger movements.
(2) The aerodrome operator must have an aerodrome emergency committee:
(a) if paragraph (1) (a) applies — before scheduled international air transport operations commence; or
(b) if paragraph (1) (b) applies — not later than 3 months after the date of publication, by the Department, of the air transport passenger movement numbers for the aerodrome for the financial year.
(3) The emergency committee, in conjunction with the aerodrome operator, must do the following in accordance with this Chapter:
(a) prepare and maintain the aerodrome emergency plan for the aerodrome;
(b) plan the emergency response arrangements, including emergency preparation, testing and associated exercise activities;
(c) ensure an appropriate and commensurate response will occur in the event of a real emergency;
(d) review the plan:
(i) following a test, an exercise or a real activation of the aerodrome emergency plan for the aerodrome; and
(ii) if subparagraph (i) does not apply, at least annually.
Note See section 11.12 for the aerodrome manual requirements.
(4) Subject to section 24.02, if subsection (1) does not apply to an aerodrome, the aerodrome operator must:
(a) have appropriate emergency procedures; and
(b) ensure that the emergency procedures are part of the local emergency plan administered under the applicable emergency arrangements of the relevant State or Territory.
24.02 Aerodrome emergency plan
(1) Subsection (2) applies to an aerodrome that, in the course of a financial year, has:
(a) scheduled international air transport operations; or
(b) 50 000 or more air transport passenger movements; or
(c) 100 000 or more aircraft movements.
(2) The aerodrome operator must have an aerodrome emergency plan for the aerodrome:
(a) if paragraph (1) (a) applies — before scheduled international air transport operations commence; or
(b) if paragraph (1) (b) applies — not later than 6 months after the date of publication, by the Department, of the air transport passenger movement numbers for the aerodrome for the financial year; or
(c) if paragraph (1) (c) applies — not later than 6 months after the date the aerodrome operator becomes aware of information indicating that, for the first time under this MOS, there have been 100 000 or more aircraft movements at the aerodrome in the course of the financial year.
(3) The aerodrome emergency plan must describe the following:
(a) the composition of the aerodrome emergency committee (if established);
(b) the procedures for liaison with emergency response authorities established under the applicable State or Territory emergency management legislation;
(c) notification procedures to initiate an emergency response;
(d) the role and function of the aerodrome operator’s personnel during an emergency;
(e) the aerodrome’s emergency facilities and equipment, and the procedures for keeping them in readiness for an emergency;
(f) the aerodrome operator’s procedures for an operational response to an emergency, including procedures for the following:
(i) aerodrome access;
(ii) escorting people off the aerodrome;
(iii) emergency assembly;
(iv) establishing an emergency command post;
(v) setting up aerodrome emergency facilities, including reception facilities (as applicable);
(vi) establishing emergency communications systems (as applicable);
(vii) preserving the safety of the movement area during an emergency;
(viii) airside emergency response by aerodrome operator’s personnel;
(g) for a controlled aerodrome — the procedures for a local stand-by;
(h) the procedures to return the aerodrome to operational status after an emergency;
(i) the arrangements for periodic review of the aerodrome emergency plan.
Note See paragraph 24.01 (3) (d) for review requirements at aerodromes with an emergency committee.
(4) The aerodrome emergency plan must consider the following emergency scenarios:
(a) an aircraft crash;
(b) a full emergency;
(c) a disabled aircraft;
(d) a health or medical emergency involving a multiple casualty incident in an aircraft, as defined in the applicable State or Territory emergency management legislation;
(e) events involving hazardous materials on the movement area, including any spill whose volume or mass of hazardous material is likely to cause an adverse effect on the health or safety of any person, or the safety of any aircraft;
(f) an aircraft fire:
(i) within a location that would affect the safety of other aircraft, for example, aircraft docked to the terminal via an aerobridge; or
(ii) on the movement area;
(g) other emergencies likely to present a hazard to aircraft.
(5) If an aerodrome is one:
(a) mentioned in subsection (1); and
(b) whose boundary is a shoreline, or directly accesses an open body of water;
then the aerodrome emergency plan must include arrangements for water rescue.
Note Water rescue may be provided by the ARFFS if present at the aerodrome. If water rescue is exclusively provided by the ARFFS, a reference to the existence of their procedures is sufficient.
(6) Records of reviews, exercises and emergencies conducted under the aerodrome emergency plan must be:
(a) maintained for at least 3 years after their creation; and
(b) made available to CASA on written request during that time.
24.03 Other emergency response arrangements
(1) An aerodrome to which section 24.02 does not apply must be clearly identified within the applicable local or state emergency response plan and emergency response arrangements.
(2) The aerodrome must have emergency response arrangements containing:
(a) procedures for liaison with emergency response authorities established under the applicable State or Territory emergency management legislation; and
(b) notification procedures for the emergency responders; and
(c) aerodrome access locations and access procedures; and
(d) procedures for the escorting of external vehicles and personnel (if applicable); and
Note External vehicles may include the vehicles of other emergency services.
(e) procedures for the setting up of aerodrome emergency facilities including communications systems (if available); and
(f) airside emergency response procedures to be followed by aerodrome personnel (if applicable); and
(g) procedures for preservation of movement area integrity during an emergency; and
(h) procedures to return the aerodrome to operational status after an emergency.
24.04 Aerodrome location details or maps for emergency agencies
(1) An aerodrome operator must make available to emergency agencies location details or maps of the aerodrome and its immediate vicinity.
(2) For subsection (1), the location details or maps must include:
(a) primary and secondary access points; and
(b) emergency assembly areas (if applicable); and
(c) if escorts for external vehicles are not provided by the aerodrome operator — details of any aerodrome hazards that are present.
Note Hazard information might include, for example, drainage infrastructure, open excavations, critical or sensitive areas for navigation and communication equipment, obscured foundations or footings.
24.05 Emergency preparedness — operators to whom section 24.02 applies
(1) An aerodrome operator to whom section 24.02 applies must test the aerodrome emergency plan:
(a) in the following exercises:
(i) a full-scale aerodrome emergency exercise conducted at intervals not exceeding 2 years;
(ii) in each intervening year — partial emergency exercises, for example, a tabletop exercise, to ensure that any deficiencies found during the full-scale aerodrome emergency exercise have been corrected; or
(b) in a series of modular tests in which:
(i) all modules are tested within 3 years; and
(ii) the interval between the test of any module and its previous test is not greater than 3 years; and
(iii) there is a full-scale aerodrome emergency exercise, but not sooner than 3 months before the expiry of the 3 years.
(2) An aerodrome operator to whom section 24.02 applies must complete a review of the aerodrome emergency plan not later than 30 days after any of the following:
(a) the conclusion of an emergency at the aerodrome;
(b) an exercise conducted in accordance with subsection (1);
for the purpose of correcting any deficiency found during the emergency or exercise.
(3) The procedures under the aerodrome emergency plan mentioned in subsection (2) must be reviewed with local emergency responders at least annually.
Note A tabletop exercise conducted between the aerodrome operator and their local emergency responders at least once every 24 months is also recommended to formally evaluate emergency response arrangements.
(4) Compliance with the timing requirements of subparagraphs (1) (a) (i), (1) (b) (iii), or subsection (3) may be deferred, in whole or part, for a maximum period of 24 months, with the approval in writing by CASA (subject to safety conditions, if any), if:
(a) the aerodrome emergency plan is activated during an actual emergency event which tested the functioning of the whole plan (the relevant emergency); and
(b) the aerodrome operator applies in writing for the deferral, and gives CASA written details of the following:
(i) the date, time and nature of the immediately previous emergency exercise or modular tests;
(ii) the date, time and nature of the relevant emergency on which the request for deferral is based;
(iii) all lead and support agencies that participated in the relevant emergency;
(iv) details of how the relevant emergency tested the functioning of the plan;
(v) details of any actions taken to correct any deficiencies found in the aerodrome emergency plan during the relevant emergency.
24.06 Emergency preparedness — operators to whom section 24.02 does not apply
(1) An aerodrome to which section 24.02 does not apply must have procedures for emergency preparedness which ensure that local emergency responders:
(a) are shown the location and operation of any applicable:
(i) aerodrome access points; and
(ii) aerodrome assembly areas; and
(iii) aerodrome emergency facilities and equipment; and
(b) are made aware of any hazardous storage facilities at the aerodrome, including fuel; and
(c) are made aware of any aerodrome or aviation-specific emergency procedures to be followed.
(2) The procedures under subsection (1) must be reviewed with local emergency responders at least once every 2 years.
Note A table-top exercise conducted between the aerodrome operator and their local emergency responders at least once every 24 months is also recommended to formally evaluate emergency response arrangements.
CHAPTER 25 SAFETY MANAGEMENT SYSTEMS
25.01 Introduction
For this Chapter, a safety management system (SMS) is a systematic approach to managing safety at an aerodrome that must include the organisational structures, accountabilities, policies, procedures and documentation required by this Chapter to manage safety in a continuous and systematic way.
25.02 Requirement for an SMS
(1) For an aerodrome that, in the course of a financial year, has:
(a) 50 000 or more air transport passenger movements; or
(b) 100 000 or more aircraft movements;
the aerodrome operator must have an SMS.
Note CASA recommends that all other certified aerodromes should implement and utilise an SMS, as it provides for a systematic process to manage aerodrome safety, including hazards related to aircraft operations, through the following elements:
(a)describing safety policies and objectives;
(b)safety risk management processes;
(c)safety assurance processes;
(d)safety promotion activities.
Further guidance is available through CASA Advisory Circular (AC) 139.C.26: Safety management systems for aerodromes, as existing from time to time and freely available on the CASA website.
(2) The SMS (the first SMS) must be prepared and implemented not later than 12 months after:
(a) for paragraph (1) (a) — the date of publication, by the Department, of the air transport passenger movement numbers indicating that, for the first time under this MOS, there have been 50 000 or more air transport passenger movements for the aerodrome for the financial year; or
(b) for paragraph (1) (b) — the date the aerodrome operator becomes aware of information indicating that, for the first time under this MOS, there have been 100 000 or more aircraft movements at the aerodrome in the course of the financial year.
(3) The SMS must be reviewed, and revised if necessary, not later than 12 months after the first SMS, and the SMS must be reviewed, and revised if necessary, at least once every 12 months thereafter.
(4) If paragraph (2) (a) or (2) (b):
(a) applied to an aerodrome operator; and
(b) subsequently ceased to apply to the operator; and
(c) subsequently would have applied to the operator again if such application were deemed to be for the first time under this MOS;
then:
(d) the paragraph applies to the operator as if it were for the first time under this MOS (the deemed first time); and
(e) subsection (3) applies to the operator for the second and subsequent reviews after the deemed first time.
(5) The operator of an aerodrome with scheduled international air transport operations must have an SMS before such scheduled operations commence.
(6) The aerodrome operator must ensure that the SMS is:
(a) maintained as a functioning system that is guided and supported by the SMS documentation required by this Chapter; and
(b) commensurate with the size of the aerodrome and the complexity of its activities; and
(c) used to ensure that aviation safety risks associated with the aerodrome’s activities are reduced to a level that is as low as reasonably practicable; and
(d) reviewed at least once every 12 months.
25.03 Matters which must be addressed in an SMS
(1) The SMS must provide for, and include documented details of, the aerodrome operator’s:
(a) commitment to, and responsibility for, aerodrome safety; and
(b) safety policy and safety objectives.
(2) The SMS must provide for, and include documented details of, the safety accountabilities of the aerodrome operator’s managers.
(3) The SMS must provide for, and include documented details of, the aerodrome operator’s procedures for the following:
(a) the appointment of safety management personnel;
(b) relevant third-party relationships and interactions;
(c) coordination of an emergency response plan;
(d) identification of, and access to, documentation relevant to the SMS.
(4) The SMS must provide for, and include documented details of, the aerodrome operator’s safety risk management processes, including:
(a) hazard identification processes; and
(b) risk assessment and mitigation processes.
(5) The SMS must provide for, and include documented details of, the aerodrome operator’s safety assurance process, including the procedures for the following:
(a) safety performance monitoring and measurement;
(b) internal safety investigation;
(c) management of change that may affect safety;
(d) continuous improvement of the SMS.
(6) The SMS must provide for, and include documented details of, the aerodrome operator’s safety training and promotion process, including the procedures for the following:
(a) SMS training and education;
(b) SMS safety communication.
25.04 Particular SMS matters for aerodromes with scheduled international air transport operations
(1) The operator of an aerodrome that has scheduled international air transport operations must have an SMS that:
(a) complies with section 25.03; and
(b) provides for, and includes documented details of, the matters mentioned in this section.
Management commitment
(2) The aerodrome operator’s safety policy must:
(a) reflect organisational commitment to safety, including the promotion of a positive safety culture; and
(b) include a clear statement about the allocation of resources for the implementation of the safety policy; and
(c) include safety reporting procedures; and
(d) in the context of the aerodrome operator’s aviation activities — indicate which types of behaviours are unacceptable as well as indicating circumstances under which disciplinary action would not apply; and
(e) be signed by the accountable manager; and
(f) be communicated and promoted throughout the aerodrome operator’s organisation; and
(g) be periodically reviewed to ensure it remains relevant and appropriate to the operator.
Safety objectives
(3) The aerodrome operator’s safety objectives must:
(a) form the basis for safety performance monitoring and measurement; and
(b) reflect the aerodrome operator’s commitment to continuously improve the effectiveness of the SMS; and
(c) be communicated and promoted throughout the organisation; and
(d) be periodically reviewed to ensure the objectives remain relevant and appropriate to the operator.
Safety accountabilities and responsibilities
(4) The safety accountabilities must identify:
(a) the accountable manager who, irrespective of other functions, is accountable to the aerodrome operator for implementation and maintenance of an effective SMS; and
(b) the organisational lines of accountability for safety, including the direct accountability of specified senior management personnel; and
(c) the responsibilities of all members of the operator’s organisation who, irrespective of other functions, have responsibility for safety performance; and
(d) the specific levels of management with authority to make decisions regarding safety risk tolerability.
Appointment of primary person responsible for the SMS
(5) The SMS must identify at least one senior management individual, appointed by the aerodrome operator under the SMS, to be the primary person responsible for implementation, and continuous improvement, of the SMS (the primary person responsible for the SMS).
Note Depending on the size of the aerodrome and the complexity of its operations or services, responsibility for implementation and maintenance of the SMS may be assigned to one or more persons. The role of safety manager could be a sole function, or a function combined with other duties provided the other duties did not result in a conflict of interest or adversely affect the performance of safety duties.
Third-party interfaces
(6) The SMS must include procedures to ensure that:
(a) products or services provided by any third parties in the conduct of the aerodrome operator’s activities do not compromise aviation safety; and
(b) safety-critical information derived from the SMS is actively conveyed to relevant third parties.
Coordination of emergency response planning
(7) The SMS must include:
(a) an emergency response plan that addresses accidents and incidents in aircraft operations and other aviation emergencies; and
(b) procedures to ensure that the emergency response plan is properly coordinated with the emergency response plans of those organisations with which it must interface during the operator’s provision of aviation activities, products and services.
SMS documentation
(8) The SMS must provide for the following:
(a) an up-to-date SMS manual that describes the following:
(i) the safety policy and objectives;
(ii) the SMS requirements;
(iii) the SMS processes and procedures;
(iv) the accountabilities, responsibilities and authorities for SMS processes and procedures;
(v) the minimum skills and knowledge required for the primary person responsible for the SMS;
Note Depending on the size of the aerodrome and the complexity of its aviation products or services, the SMS manual may be a stand-alone document or may be integrated with other organisational documents.
(b) the creation, maintenance and retention of relevant operational records arising from the implementation and operation of the SMS under this Chapter.
Note 1 Relevant SMS operational records would include records, reviews, reports, assessments, analyses, verifications, investigations, training and communication programs, risk and hazard registers, safety cases, and details of persons who are or have been the primary persons responsible for the SMS.
Note 2 Depending on the size of the aerodrome and the complexity of its aviation products or services, SMS operational records may be a stand-alone collection or database, or they may be integrated with other organisational documents.
Hazard identification
(9) The SMS must include the aerodrome operator’s procedures to:
(a) identify hazards associated with its aviation activities, aviation products or aviation services; and
(b) ensure that hazard identification is based on a combination of proactive and reactive methods of safety data collection.
Safety risk assessment and control
(10) The SMS must include the aerodrome operator’s procedures to ensure the analysis, assessment and control of the safety risks associated with identified hazards.
Safety performance monitoring and measurement
(11) The SMS must include the aerodrome operator’s procedures to:
(a) verify the operator’s own safety performance and validate the effectiveness of risk controls; and
(b) ensure that the operator’s safety performance is verified by reference to:
(i) specified safety performance indicators; and
(ii) the safety performance targets of the SMS; and
(iii) the SMS’s safety objectives.
Internal safety investigation
(12) The SMS must include the aerodrome operator’s procedures for internal safety investigations, including procedures to:
(a) determine the level of investigation required for particular types of adverse events; and
(b) endeavour to establish the root cause of adverse events that are investigated; and
(c) communicate throughout the organisation the outcome of investigations.
Management of change
(13) The SMS must include the aerodrome operator’s procedures to:
(a) identify changes which could affect the level of safety risk associated with the operator’s aviation products or services; and
(b) identify and manage the safety risks that could arise from those changes.
Continuous improvement of the SMS
(14) The SMS must include the aerodrome operator’s procedures to ensure the maintenance of, and continuous improvement in, the overall effectiveness of the SMS.
SMS training and education
(15) The SMS must include the aerodrome operator’s procedures to maintain and deliver a safety training program to ensure that:
(a) the operator’s personnel are trained and competent to perform their SMS duties; and
(b) as far as possible, and to the degree appropriate, the relevant personnel of third-party service providers are provided with relevant SMS training; and
Note CASA considers “relevant personnel” to be persons whose role as a third party in relation to an aerodrome could affect aviation safety at the aerodrome.
(c) the scope of the SMS training is appropriate to each individual’s involvement in the SMS.
Safety communication
(16) The SMS must include the aerodrome operator’s procedures to maintain a formal means of safety communication that:
(a) ensures personnel are aware of the SMS to a degree commensurate with their positions; and
(b) conveys safety-critical information; and
(c) communicates safety accountabilities, responsibilities and authorities throughout the operator’s organisation; and
(d) explains why particular actions are taken to improve safety; and
(e) explains why safety procedures are introduced or changed.
CHAPTER 26 RISK MANAGEMENT PLANS
26.01 Introduction
(1) Except when an SMS is provided in accordance with Chapter 25, for an aerodrome that, in the course of a financial year, has either of the following:
(a) 25 000 or more air transport passenger movements;
(b) 20 000 or more aircraft movements;
the aerodrome operator must have a risk management plan (RMP) prepared and implemented by not later than 12 months after:
(c) for paragraph (a) — the date of publication, by the Department, of the air transport passenger movement numbers indicating that there have been 25 000 or more air transport passenger movements for the aerodrome for the financial year; or
(d) for paragraph (b) — the date the aerodrome operator becomes aware of information indicating that there have been 20 000 or more aircraft movements at the aerodrome in the course of the financial year.
Note CASA recommends that all other aerodromes should implement and utilise an SMS, as it provides for a systematic process to manage hazards related to aircraft operations through the following elements:
(a)describing safety policies and objectives;
(b)safety risk management processes;
(c)safety assurance processes;
(d)safety promotion activities.
Further guidance is available through CASA Advisory Circular (AC) 139.C.27: Risk management plans for aerodromes, as existing from time to time and freely available on the CASA website.
(2) Any procedure, system or manual used by an aerodrome operator to manage hazards affecting aircraft operations is deemed to be a risk management plan and must comply with this section.
(3) The aerodrome operator must ensure that a risk management plan is:
(a) maintained as a functioning plan; and
(b) commensurate with the size of the aerodrome and the complexity of its activities; and
(c) used to ensure that aviation safety risks associated with the aerodrome’s activities are reduced to a level that is as low as reasonably practicable; and
(d) reviewed at least once every 12 months.
(4) A risk management plan must address the following:
(a) hazard identification;
(b) risk assessment and control;
(c) creation and management of relevant risk management plan documents, including:
(i) a risk register; and
(ii) records of any dedicated risk assessments performed to address aerodrome hazards affecting aircraft operations.
(5) If paragraph (1) (a) or (1) (b):
(a) applied to an aerodrome operator; and
(b) subsequently ceased to apply to the operator; and
(c) subsequently would have applied to the operator again if such application were deemed to be for the first time under this MOS;
then:
(d) the paragraph applies to the operator as if it were for the first time under this MOS (the deemed first time); and
(e) paragraph (3) (d) applies to the operator for the second and subsequent reviews after the deemed first time.
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