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SMALL REGIONAL AERODROME HANDBOOK

AIRPORT PRACTICE NOTE 8

SMALL REGIONAL AERODROME HANDBOOKii

ABOUT THE AUSTRALIAN AIRPORTS ASSOCIATION 1

FOREWARD 2

1. INTRODUCTION 3

2. LEGISLATION & REGULATORY BODIES 5

2.1 THE BIGGER PICTURE 5

2.2 ACTS AND REGULATIONS 5

3. MANAGEMENT 9

3.1 RESPONSIBILITY 9

3.2 COMMUNICATION 15

3.3 MANAGEMENT 18

3.4 STAKEHOLDERS 19

4. AERODROME OPERATIONAL FRAMEWORK 20

4.1 AERODROME MANUAL OUTLINE 20

4.2 REPORTS, ASSESSMENTS AND PLANS 25

4.4 SAFETY & SECURITY 32

4.5 NOISE 34

5. PLANNING 35

5.1 STRATEGIC PLANNING 35

5.2 MASTER PLANNING 37

REFERENCES 38

ABBREVIATIONS 39

WORKS CITED 40

OCTOBER 2015

CON

TEN

TS

SMALL REGIONAL AERODROME HANDBOOK 1

ABOUT THE AUSTRALIAN AIRPORTS ASSOCIATION 1

FOREWARD 2

1. INTRODUCTION 3

2. LEGISLATION & REGULATORY BODIES 5

2.1 THE BIGGER PICTURE 5

2.2 ACTS AND REGULATIONS 5

3. MANAGEMENT 9

3.1 RESPONSIBILITY 9

3.2 COMMUNICATION 15

3.3 MANAGEMENT 18

3.4 STAKEHOLDERS 19

4. AERODROME OPERATIONAL FRAMEWORK 20

4.1 AERODROME MANUAL OUTLINE 20

4.2 REPORTS, ASSESSMENTS AND PLANS 25

4.4 SAFETY & SECURITY 32

4.5 NOISE 34

5. PLANNING 35

5.1 STRATEGIC PLANNING 35

5.2 MASTER PLANNING 37

REFERENCES 38

ABBREVIATIONS 39

WORKS CITED 40

This Airport Practice Note has been prepared with the assistance of:

The Australian Airports Association (AAA) is the national industry voice for airports in Australia. The AAA represents the interests of more than 260 airports and aerodromes Australia wide – from local country community landing strips to major international gateway airports.

There are a further 130 corporate partners representing aviation stakeholders and organisations that provide goods and services to the airport sector. The AAA facilitates co-operation among all member airports and their many and varied partners in Australian aviation, whilst contributing to an air transport system that is safe, secure, environmentally responsible and efficient for the benefit of all Australians and visitors.

The AAA facilitates co-operation among all member airports and their many and varied partners in Australian aviation whilst contributing to an air transport system that is safe, secure, environmentally responsible and efficient for the benefit of all Australians and visitors.

The AAA is the leading advocate for appropriate national policy relating to airport activities and operates to ensure regular transport passengers, freight, and the community enjoy the full benefits of a progressive and sustainable airport industry.

These Airport Practice Notes are prepared on behalf of industry to promote ‘best practice’ across Airport operations.

If you have any questions regarding this document please contact the AAA on 02 6230 1110.

ABOUT THE AUSTRALIAN AIRPORTS ASSOCIATION

Bridget Conroy, MPIA Independent Consultant/Contractor airports, aviation, planning and community. M: 0429 898 575 E: [email protected]

SMALL REGIONAL AERODROME HANDBOOK2

The Australian Airports Association (AAA) commissioned preparation of this handbook for small regional aerodromes to assist aerodrome operators, with little or no aviation experience, in the management of the aerodrome.

This handbook is divided into chapters of key considerations as operators navigate the legislation and regulations while applying best practice. It is prepared with small regional aerodromes in mind and is primarily intended for airports with the following characteristics:

» primarily local government owned and operated;

» not a Commonwealth-leased aerodrome (i.e. Airports Act 1996 does not apply);

» general Aviation (GA) is the primary activity;

» little or no Regular Public Transport (RPT/Air Transport Operations) services; and

» operators that may have had little exposure to the aviation industry.

While this handbook is geared towards a CASA registered aerodrome it is understood at the time of writing that CASA is reviewing its classification system and that the current terminology may be superseded. However, despite the classifications used, suggestions and frameworks presented are a best practice model for inclusive and effective aviation management and operations. The specifics of the regulations are not the focus of this handbook but rather a platform to share operational practices and effective strategies to ensure a safe and effective operation.

This handbook is not a definitive set of considerations for compliance but a tool to assist in best practice for the organisation and management of the aerodrome. It is not intended to be prescriptive, nor provide an exhaustive list of information on matters that should be taken into account but rather direct and inform best practice models through the set of regulations and legislation that exists. This handbook is intended to be a useful reference to aerodrome operators to assist in achieving compliance and implementing best practice for their operation, while simplifying language and processes in order to function on limited staff. In doing so this handbook will also assist senior levels of management to appreciate the elements involved in managing and operating a small regional aerodrome. This Handbook does not replace the regulations and should always be read in conjunction with the relevant regulations.

FOREWARD


1. INTRODUCTION

» National employment at airports was estimated at approximately 115,200 full-time equivalent (FTE) workers.

» As a result of the activity at airports, there are further flow-on benefits that span across the Australian economy. These include induced effects that are generated by the successive rounds of spending enabled by the income and employment supported by the airport industry.

» Beyond their immediate economic footprint, airports play an important social role in connecting individuals, families and communities with the rest of the country and indeed the world.

» Airports provide vital services to their communities, including the facilitation of mail and time-sensitive freight deliveries, aero-medical services, bush taxis, and the transfer of workers to employment centres and job sites.

» Many airports provide training facilities and precincts for high-tech jobs in aviation to ensure the continued and sustainable development of a skilled workforce for the industry.

» Airports recognise their impact on local communities and are increasingly participating in positive activities such as: environmental sustainability initiatives; community engagement programs; and the sponsorship of cultural, sporting and charity events, to ensure they are acting as good corporate citizens within their communities.

» There are significant differences in the business orientation of regional and remote airports and that of much larger airport operations. In many isolated parts of Australia, airports remain the only practical means of access to emergency and essential services and therefore they tend to focus on principal transport infrastructure performance.

» There has been a declining trend in the number of regional airports with RPT/Air Transport Operations over the last two decades. Since 2005, RPT/Air Transport Operations services have ceased at 45 regional airports (mainly on lower density routes), while 25 airports have gained new RPT/Air Transport Operations. On the other hand, the overall number of passenger movements has increased over this period, from 8.5 million passengers to 22.5 million passengers.

Aerodromes are essential infrastructure assets. They provide connectivity, social equity and contribute to their surrounding economy. The Australian Government categorise all the functions of aerodromes, other than RPT/Air Transport Operations, as General Aviation (GA). GA includes charter and private flights, flight training, emergency services, postal mail, freight, recreation, search and rescue, etc. Aerodromes that operate a range of such functions and no RPT/Air Transport Operations are often referred to as GA aerodromes.

There are reports of some 2000 aerodromes across Australia that could be categorised as GA aerodromes. The importance of the role and function of GA aerodromes is not to be dismissed, however capturing their economic and social value has been difficult.

The AAA commissioned Deloitte Access Economics to undertake an economic and social assessment of the airport industry. The result was a report titled Connecting Australia: The economic and social contribution of Australia’s airports (Deloitte Access Economics, June 2013). A copy of this report is available to download from the AAA website.

The Deloitte study examines the significant role of Australia’s network of airports, and provides detailed information on the economic and social contribution of Australia’s airports. This report provides perspective on the connectivity and significance of aerodrome assets in Australia. It is beneficial as a small regional aerodrome to have this perspective in mind. Some of the key points arising from the study are:

» Airports are capital-intensive businesses, underpinned by their principal role as transport infrastructure providers. As such, airports are deeply linked into most economic activities, with these linkages increasingly driven by growth in leisure tourism and the regional expansion of strategic resource and agricultural activities.

» Airport infrastructure, whether terminal facilities or runway works, are among the most expensive forms of commercial and civil construction.

» In 2011, Australia’s airports generated a total economic contribution of around $17.3 billion, equivalent to around 1.2% of Gross Domestic Product.


The AAA also published a report in 2012 titled Australia’s Regional Airports - Facts, Myths & Challenges, which is useful in understanding the challenges faced by smaller aerodromes. The purpose of the report is to bring together facts about Australia’s regional airports, to dispel various myths that circulate about them, and to catalogue the serious challenges that regional airports face in meeting the future needs of the communities they service. Regional airports form part of the more than 2,000 landing sites for aircraft in Australia that together form a closely knit transport and community service network that accounts for $17.3 billion of economic contribution to the Australian economy during 2001 alone. The report builds on the Deloitte Access Economics study.

Importantly, regional and rural airports are faced with a number of challenges. The key challenges described in the report include:

» the financial capacity to maintain appropriate infrastructure;

» skills shortages;

» the ability to maintain certain services that are to the advantage of the communities around the airports;

» protecting the operational viability of regional airports from off-airport encroachment;

» living with the cost of safety and security regulation;

» susceptibility to broader economic conditions; and

» maintaining regulatory awareness.

Both documents, Connecting Australia: The economic and social contribution of Australia’s airports and Australia’s Regional Airports - Facts, Myths & Challenges are excellent tools in building the aerodromes platform for improvements or upkeep and communicating aerodrome complexities to key decision makers.

Mount Gambier Airport


2. LEGISLATION AND REGULATORY BODIES

2.1 The Bigger PictureAll air transport regulations are implemented at the national level by Federal Governments world-wide and stem from the Chicago Convention on Civil Aviation 1994, and the associated annexes. Member States develop a national legal and administrative framework based on their commitments to the Chicago Convention. In Australia this occurs through the Civil Aviation Act 1988 and associated regulations, which are administered by the Civil Aviation Safety Authority (CASA).

The relevant regulations in Australia are the Civil Aviation Regulations 1988 (CARs), which are gradually being replaced by the Civil Aviation Safety Regulations 1998 (CASRs). CASR Part 139 prescribes the requirements for aerodromes used in air transport operations in accordance with ICAO Annex 14 - Aerodromes. The Manual of Standards (MOS) - Part 139 Aerodromes is made pursuant to CASR Part 139. The MOS sets out the detailed standards and operating procedures of aerodromes used in air transport operations in Australia.

2.2 ActsandRegulationsUnder section 3 of the Civil Aviation Act 1988, an aerodrome is an area authorised by the regulations for use as an aerodrome.

Paragraph 92 (1) (b) of the Civil Aviation Regulations 1988 (CARs) has the effect of authorising a place for use as an aerodrome if it is certified or registered under Part 139 of the Civil Aviation Safety Regulations 1998 (CASR 1998). The CASR 1998 is gradually replacing the CARs. The Manual of Standards (MOS) — Part 139 Aerodromes (the MOS) is made under regulation 139.015 of CASR 1998 to set out the standards for certified and registered aerodromes as well as other aircraft landing areas. While the MOS is a key document CASR 1998 is the head of power that holds information not otherwise contained in the MOS and should be referred to in the first instance. Advisory Circulars (ACs) are published by CASA to provide additional guidance to assist in meeting the regulations.

Adhering to the regulations and understanding the policy context relevant to the small regional aerodrome is essential to meet compliance obligations and best practice. There are a number of regulatory and policy documents to guide an aerodrome in meeting its obligations. It is important to understand the regulations and how they fit together to determine and meet the aerodrome’s compliance and ensure its on-going and safe operation. This section describes some of the aviation-related regulations that directly affect Australian registered aerodromes owners.

There are a number of legislative frameworks that may impact the operation and planning for the future of an aerodrome. Legislation such as the:

» Local Government Act;

» Corporations Act;

» Disability Access Act;

» Aviation Transport Security Act and Regulations;

» Transport Safety Investigation Act and Regulations;

» Emergency Management Act or Disaster Management Act; and

» Environmental Management legislation.

There may be a number of other pieces of legislation that could impact an aerodrome’s operation and planning, therefore it is important to be aware of the specifics of each. Chapter 5 of this Handbook discusses establishing the frameworks that apply to a specific aerodrome as key to opportunities and operational capacity.


CivilAviationAct1988(TheAct)

The Act does not have any sections directly related to aerodromes but it does form the basis of the regulations and CASA’s role in enforcing regulations. Under section 3 an aerodrome is an area authorised by the regulations for use as an aerodrome.

CIVIL AVIATION SAFETY REGULATIONS (CASRS)

CIVIL AVIATION ACT 1988

MANUAL OF STANDARDS (MOS) PART 139 AERODROMES

ADVISORY CIRCULARS (ACS)

Establishes the Civil Aviation Safety Authority (CASA) with functions relating to civil aviation, in particular the safety of civil aviation and for related purposes.

CASRs establish the regulatory framework (Regulations) within which all service providers must operate.

The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air operations.

ACs are intended to provide recommendaitons and guidance to illustrate a means, but not necessarily the only means, of complying with the Regulations.

Figure 1: Document Hierarchy

CivilAviationRegulations1988(CAR)

The CARs are gradually being replaced by the Civil Aviation Safety Regulations 1998 (CASR). Until they are completely replaced, aerodrome operators will need to refer to both sets of legislation. The CARs are supported by a number of other documents:

» Civil Aviation Orders (CAOs) are published by CASA. The CARs require aerodrome operators to comply with the relevant CAOs. Relevant CAOs for aerodromes are:

– Part 20.3 Air Service Operations - Marshalling and Parking of Aircraft

– Part 20.9 Air Service Operations - Precautions in Refuelling, Engine and Ground Radar Operations


» Civil Aviation Advisory Publications (CAAPs) provide guidance and information in a designated subject area, or show a method acceptable to an authorised person or CASA for complying with a related Civil Aviation Regulation. CAAPs should always be read in conjunction with the referenced regulations.

» Rules and Practices for Aerodromes (RPA) are now superseded by the MOS and are only used today for grandfathered provisions.

CivilAviationSafetyRegulations1998(CASR)

The CASR are divided into a number of parts addressing matters such as regulatory administrative procedures, aircraft certification and airworthiness, aircraft standards in a variety of categories such as transport, or acrobatic, standards for rotorcraft, balloons, engines, registration and identification of aircraft, training, licensing, medical, flight rules, navigation, recreational activities etc.

Specifically to aerodrome operators CASR Part 139 Aerodromes is key as it prescribes the requirements for aerodromes used in air transport operations. Part 139 affects:

» aircraft operators;

» aeronautical, navigation and telecommunication service providers;

» State and Local Government agencies;

» certified and registered aerodromes, and Aircraft Landing Area (ALA) operators;

» individuals involved in the operations and maintenance of aerodromes;

» aerodrome consultants; and

» aerodrome and airways equipment suppliers and training organisations.

The Manual of Standards Part 139 – Aerodromes is key as the MOS contains the mandatory Australian standards for infrastructure and operational safety requirements.

TheManualofStandards(MOS) Part 139 - Aerodromes

Aerodrome safety is a vital link in aviation safety and the applicable provisions of the MOS must be complied with to ensure aviation safety.

The MOS is the specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. The MOS – Part 139 Aerodromes together with Part 139 of CASR 1998, sets out the standards for certified aerodromes and registered aerodromes.

The entire MOS sets out the standards aerodromes must comply with such as physical characteristics, publication of aerodrome information, visual aids and obstacles. Chapter 12: Operating Standards for Registered Aerodromes differentiates the operational requirements for a registered aerodrome as compared to certified or other aerodromes.

AdvisoryCirculars(ACs)

An AC is intended to provide recommendations and guidance to illustrate a means, but is not necessarily the only means, of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. ACs are CASA’s explanatory notes and offer the best practice scenarios for matters that are arising.

For example AC 139-09(0) Aerodrome Safety Inspections at Registered and Certain Other Aerodromes offers the explanation, intent and desired outcome of an Aerodrome Safety Inspection (ASI). It also includes how it should be conducted and how the ASI should be reported. ACs are typically organised by references to the matter, purpose and status of the AC. It is then followed by questions that are usually asked of CASA and how to address them.

AC 139-09(0) differentiates between an ASI and daily serviceability inspections the aerodrome carries out. It includes which aerodromes are required to conduct an ASI, who is authorised to conduct an ASI, what needs to be checked and verified as part of an ASI, preparation, certification and distribution of an ASI.


Advisory Circulars are used to guide aerodrome decision-making and are continually developed in consultation with the aviation industry as best practice scenarios.

CivilAviationAdvisoryPublications(CAAPs)

Civil Aviation Advisory Publications (CAAPs) provide guidance and information in a designated subject area, or show a method acceptable to an authorised person or CASA for complying with a related Civil Aviation Regulation. While the CAAPs relate to the Civil Aviation Regulations 1988 only, and the new CASR 1998 are supported by ACs, it is beneficial to be aware of CAAP 92-1(1) Guidelines for Aeroplane Landing Areas. The guidelines set out factors that may be used to determine the suitability of a place for the landing and taking-off of aeroplanes.

Grafton Airport


3. MANAGEMENT

The style of management and communication structure of each small regional aerodrome will vary according to the role and function of the aerodrome and how the aerodrome is placed in the overarching organisational structure. The management elements discussed in this handbook generally apply to small regional aerodrome operators owned by local government. Key to the management structure is defining the role and function of the aerodrome as a whole in the community/region, so as to build pro-active management, adherence to regulations and operational safety appropriately. Central to managing the asset is to understand managerial responsibilities and communicate these effectively to all levels of the organisation.

3.1 ResponsibilityWhat the aerodrome operator is responsible for is dependent on CASAs categorisation of the aerodrome. While CASA is currently revising its categorisation structure and terminology, the aerodrome’s category is what determines the set of regulations that must be complied with. Categorisation of aerodromes under CASR Part 139 is available on CASA’s website under the Aerodromes section.

Table1: CategoriesofaerodromesunderCASRpart139

Certified Aerodromes

Registered Aerodromes

Other Aerodromes -morethan9butnot more than 30 passengers

Other Aerodromes -operationsunderproposed CASR 135

Maximumlevelofservice provided

RPT or frequent charter with more than 30 passengers

Same physical standards as certified aerodrome

Not certified or registered but served by RPT or by charter operations at least once per week.

Whoisresponsibleforcertification/registration?

CASA Approved Person AOC Holder Responsibility

AOC Holder Responsibility

Where are the standards defined?

MOS MOS MOS MOS Chap 13

Is an aerodrome manual required?

Yes No No No

IsaSafetyManagementSystemrequired?

Yes No No No

Is an Aerodrome TechnicalInspectionrequired?

Yes No No No

IsanAerodromeSafetyInspectionrequired?

No Yes (if RPT or charter operations with more than 9 passenger seats.)

Yes No

IsaTrainedReportingOfficerrequired?

Yes Yes Yes AOC Holder Responsibility

Are aerodrome details publishedinERSA/NOTAM?

Yes Yes No No

Is the aerodrome operator required to monitorobstacles?

Yes Yes AOC Holder Responsibility

AOC Holder Responsibility

Can non-precision instrument approach proceduresbemadeavailable?

Yes Yes No No

Source: www.casa.gov.au/scripts/nc.dll?WCMS:STANDARD:pc=PC_90407


CivilAviationSafetyAuthority’s Responsibility

CASA is the safety regulator, auditing aerodromes’ infrastructure and operational safety practices.

CASA is an independent statutory authority with responsibility for the regulation of civil aviation operations in Australia and the operation of Australian aircraft overseas. CASA gives overriding consideration to air safety, consideration of the environmental effects of the activities it regulates is secondary to its safety-related obligations. Through the Office of Airspace Regulation, CASA also has responsibility for airspace regulation.

AirservicesAustraliaResponsibility

Airservices Australia (AsA) is an aviation service provider. AsA is responsible for:

» Airspace management – air traffic control is used to manage the safe and orderly flow of aircraft into, out of and across Australian airspace. The air traffic controllers manage aircraft through all phases of flight, and the level of service provided by the controllers varies depending on the class of airspace. Airservices manages 11 per cent of the world’s airspace. This is an area of almost 20 million sq. nautical miles.

» Aeronautical information – the aeronautical information management team provides a range of information products for commercial and private pilots to ensure the safety and efficiency of each and every flight. In addition, the team provides an Aeronautical Information Service (AIS) ensuring nation states meet their obligations under the Chicago convention in the most cost effective manner. Aeronautical information is a vital component of air navigation to cover preparation, processing and handling of dynamic data (weather and other conditions that impact flight planning and operations) and static data (covering the location and character of navigation aids, the physical characteristics of airports and geography). It is theresponsibilityoftheaerodromeoperatortoensurethedataiscorrectinthepublicationsandalleffortsaremadetokeepthedatauptodate. How to keep the data up-to-date is discussed in (Section 4 – Aerodrome Operational Framework).

This handbook is focused on a registered aerodrome’s responsibility, which may also include RPT/Air Transport Operations. A registered aerodrome generally is not required to produce a manual, a Safety Management System or an Aerodrome Technical Inspection report. However, RPT/Air Transport Operations may trigger slightly different requirements, as illustrated above and importantly best practice is to put such systems in place at a level commensurate with the operation. Systems such as an aerodrome manual provide for a safe and effective aerodrome operation.

Owner/OperatorsResponsibility

The Manual of Standards (MOS) Part 139 Chapter 12 - Operating Standards for Registered Aerodromes sets out the operator’s responsibility. The owner/operator has control over what happens at the airport and the regulator (CASA) only regulates the aerodrome owner. For example, CASA requires an aerodrome operator to have “procedures” to control vehicles airside but they do not specify any controls per se. The operator will determine the appropriate actions and procedures, which CASA will assess to ensure that vehicles airside are controlled. Actions to fulfil compliance should be determined and reviewed by the owner within the structure of operations to ensure success and minimise risk exposure.

Under the current MOS Part 139 Chapter 12.1.1.2 an aerodrome operator is required to:

» ensure that the aerodrome operational information which he or she has provided and published in ERSA and RDS is current;

» when it is not, promptly advise pilots (through the NOTAM system) of changes which may affect aircraft operations; and

» submit to CASA an aerodrome safety inspection report (see Section 4. Aerodrome Operational Framework) conducted by an approved person, annually or at a time as agreed by CASA.


Key publications that provide information for commercial and private pilots on the safe and efficient conduct of flights are:

– Aeronautical Information Package (AIP);

– Notice to Airmen (NOTAM);

– Aeronautical Information Circulars;

– AIP Supplements; and

– Procedures design – terminal area and Global Positioning System Non Precision arrivals procedures.

Airservices Australia also has resposibility for:

» aviation communications;

» radio navigation aids; and

» aviation rescue fire fighting services.

In addition Airservices Australia works with partners in the aviation industry to minimise the impacts of aircraft noise on communities around airports. Airservices’ role is to:

» ensure that flight departures and arrivals are designed to minimise noise impacts;

» provide information about aircraft noise;

» monitor aircraft noise around major airports; and

» provide a national Noise Complaints and Information Service.

Airservices Australia, in conjunction with industry, have developed a website with more information on aircraft noise at www.aircraftnoise.com.au. See Aerodrome Operational Framework section 4.4 Noise for further information.

Table2: AgraphicalrepresentationofAustralia’sairspaceisrepresentedbelow.

Source: www.airservicesaustralia.com/services/how-air-traffic-control-works/


AircraftNoiseOmbudsman(ANO)

The ANO has been established to conduct independent administrative reviews of Airservices Australia and how it handles aircraft noise-related activities, such as the handling of complaints/enquiries, community consultation processes, and the presentation and distribution of aircraft noise–related information. The aviation industry works closely with the independent office of the ANO to improve the way in which it can respond to community concern about the impact of aviation on communities. Aircraft noise complaints are to be directed in the first instance to Airservices Australia’s Noise Complaints and Information Services, however if little satisfaction is found through these channels, a complaint can be made to the ANO through their online complaint form at https://secure.ano.gov.au/complaints/ or by:

P 1800 266 040 (toll free)E [email protected] Aircraft noise Ombudsman

GPO Box 1985 Canberra City ACT 2601

OfficeofTransportSecurity(OTS)

The Office of Transport Security (OTS) is within the Australian Government’s Department of Infrastructure and Regional Development. OTS is the Government’s security regulator for the aviation and maritime sectors and its primary adviser on transport security. OTS works with the states and territories; other government agencies; international governments and bodies; and the aviation and maritime industry to improve security and prevent transport security incidents, through:

» transport security intelligence;

» transport operations;

» transport security policy, planning and regulation;

» audit, compliance and security measures;

» ensuring a nationally consistent approach; and

» complying with international standards.

OTS is responsible for administering an intelligence-led, risk-based preventive security regime for aviation and works with the industry to achieve sustainable and proportional preventive security measures that are respective to the nature and level of threat.

Broadly, OTS is relevant to small regional aerodrome operations through a number of considerations regarding aerodrome operational status, location and critical infrastructure. Typically, OTS is involved when Regular Passenger Transport (RPT) is proposed or is in operation. In the circumstances of RPT/Air Transport Operations, OTS will assess the level of risk presented and make a decision as to whether security controlled measures are required and to what extent. However, OTS will consider other matters such as location and critical infrastructure in their decision to require a security-controlled operation. Should security-controlled measures be put in place a Transport Security Plan (TSP) will be required that will address the risk assessment for the aerodrome.

For example:

1. Bankstown Aerodrome (YSBK) has no RPT/Air Transport Operations but due to its location within Greater Sydney, traffic volume and type of operation, it is categorised as a low-level security-controlled airport.

2. Latrobe Regional Airport (YLTV) is a security-controlled aerodrome given its previous RPT/Air Transport Operations. However, the aerodrome’s location and proximity to State critical infrastructure (i.e. power stations) supports the ongoing security controlled measures in place.

3. Bendigo Aerodrome (YBDG), in 2013, received a proposal for RPT/Air Transport Operations. The proposal triggered contact with OTS to work through the operational impacts and any possible security requirements. In this case, OTS determined the operation to be low risk and therefore did not require security controlled measures to be put in place.

OTS considers an aerodromes operational status location, and critical infrastructure (both on and in the surrounds of the aerodrome) in making a determination for security control measures to be implemented. Any developments, plans, changes in operation, concerns or questions should be directed to the closest OTS regional office as a first point of contact.


AustralianTransportSafetyBureau(ATSB)

ATSB is Australia’s national transport safety investigator. The ATSB’s function is to improve safety and public confidence in the aviation, marine and rail modes of transport. ATSB is responsible for the independent investigation of accidents and incidents involving civil aircraft in Australia. The ATSB is governed by a Commission and is entirely separate from transport policy makers, industry operators, and from transport regulators such as CASA.

The ATSB’s primary focus is the safety of the travelling public. However, all accidents and incidents related to flight safety in Australia or involving Australian registered aircraft overseas must be reported to the ATSB. While the ATSB does not investigate all of these, it still needs to be notified so that the data can be recorded for possible future safety research and analysis. In addition to investigating accidents and incidents, the ATSB investigates safety issues based on occurrence trends that could lead to a future accident. ATSB also participates as an accredited representative on investigations of accidents and serious incidents involving Australian registered aircraft overseas and from time-to-time assists other overseas agencies in their investigations.

There are two main types of reporting:

1. Mandatory reporting of occurrences that are classified as:

a) Immediately Reportable Matters – accidents and serious incidents; and

b) Routine Reportable Matters – incidents.

Both of these forms of reporting are initial reports that the ATSB makes a decision on whether or not to investigate. The decision is based on factors such as safety value to be obtained from the investigation and where resources may best be targeted.

2. REPCON (Aviation Confidential Reporting Scheme) is a voluntary confidential reporting scheme that allows any person who has an aviation safety concern to report it to the ATSB confidentially. Protection of the reporter’s identity and any individual referred to in the report is a primary element of the scheme.

Examples of reportable safety concerns (not exhaustive):

i An incident or circumstance that affects or might affect the safety of aircraft operations;

ii A procedure, practice or condition that a reasonable person would consider endangers, or, if not corrected, would endanger, the safety of air navigation or aircraft operations, for example:

1. Poor training, behaviour or attitude displayed by an aircraft operator, airport operator or air traffic control service provider; or

2. Insufficient qualifications or experience of employees of the aircraft operator, airport operator or air traffic control service provider; or

3. Scheduling that contributes to the fatigue of employees of the aircraft operator, airport operator or air traffic control service provider; or

4. An aircraft operator, airport operator or air traffic control service provider bypassing safety procedures because of operational or commercial pressures; or

5. Inadequate airport facilities for safe operations; or

6. Unsafe passenger, baggage or cargo management; or

7. Inadequate traffic or weather information;

iii Any other matter that affects, or might affect the safety of aircraft operations not reportable under a mandatory reporting scheme.

If in any doubt whether the matter you wish to report is covered by the REPCON scheme or a mandatory reporting scheme please contact the ATSB.


A significant proportion of all occurrences reported to ATSB involve aircraft striking wildlife, especially birds. ATSB published a report in 2014 to give information back to pilots, aerodromes and airline operators, regulators and other aviation industry participants to assist them with controlling the risks associated with bird and animal strikes. There were over 14,500 bird strikes (Australian Transport Safety Bureau, 9 December 2014) reported to ATSB between 2004 and 2013. The rate of birdstrikes per aircraft movement has actually decreased slightly in recent years. However, overall the number of birdstrikes has increased for all operation types but is predominantly attributed to an increase in aircraft movements. Birdstrikes appear to be most common in domestic high capacity aircraft, however since 2011 a decreasing pattern is evident with the lowest level in 10 years. The four most common types of birds in the 2012 to 2013 period remains unchanged; kites, bats/flying foxes, lapwings/plovers and galahs. Despite the strike numbers being recorded, it is important to note “birdstrikes have not been a significant safety risk to civilian air travel in Australia” (Australian Transport Safety Bureau, 9 December 2014). Animal strikes are much less frequent than birdstrikes with hares, rabbits, kangaroos, dogs/foxes and wallabies the most common animal involved (Australian Transport Safety Bureau, 9 December 2014).

The full and comprehensive report Australian Aviation Wildlife Strike Statistics 2004 – 2013 can be found at www.atsb.gov.au/publications/2014/ar-2014-075.aspx.

ATSBReportingAccidents and serious incidents are required to be immediately notified to the ATSB in accordance with section 18 of the Transport Safety Investigation Act 2003. Immediately Reportable Matters (listed above) that affect the safety of aircraft must, in the first instance, be notified to the ATSB by telephone toll-free call 1800 011 034 or fax (02) 6274 6434.

The aviation accident notification online form is to be used to notify the ATSB about all aviation safety occurrences. Found on line www.atsb.gov.au/mandatory/asair-form.aspx

REPCON is a voluntary confidential reporting scheme. REPCON allows any person who has an aviation safety concern to report it to the ATSB confidentially. REPCON is not an alternative to the reporting requirements detailed in Regulations 2.3 and 2.4 of the Transport Safety Investigation Regulations 2003. The online form can be found at www.atsb.gov.au/voluntary/repcon_aviation.aspx

ATSB is responsible for investigating incidents and/or reporting on safety concerns. It is best practice to report any concerns or incidents directly to ATSB who will assist with the most appropriate action. ATSB can be reached on the toll-free number 1800 011 034 to notify of accidents or incidents involving Australian registered aircraft. Use the ATSB website to access more detailed information www.atsb.gov.au/aviation.aspx.

DepartmentofInfrastructureand Regional Development

The Department of Infrastructure and Regional Development advises the government on the policy and regulatory framework for Australian airports and the aviation industry. It is responsible for administering legislation relating to aviation environmental issues and noise policy. The Department works on safety matters, and with state, territory and local government planning agencies to safeguard communities and airports from inappropriate off-airport development that could compromise aviation operations at Australian airports. The National Airports Safeguarding Framework (NASF) is a national land-use planning framework that aims to:

» improve community amenity by minimising aircraft noise-sensitive developments near airports; and

» improve safety outcomes by ensuring aviation safety requirements are recognised in land use planning decisions through guidelines being adopted by jurisdictions on various safety-related issues.

The Framework is important to aerodrome operators as it provides guidance on planning requirements and development that affects aviation operations. The Framework was development by the National Airports Safeguarding Advisory Group, in consultation with industry representatives, in response to improving planning outcomes on and near airports and under flight paths.


The Framework consists of:

» Principles for the National Airports Safeguarding Framework

» Guideline A: Managing Aircraft Noise

» Guideline B: Managing Building-Generated Windshear

» Guideline C: Managing Wildlife Strike Risk

» Guideline D: Managing Wind Turbine Risk to Aircraft

» Guideline E: Managing Pilot Lighting Distraction

» Guideline F: Managing Protected Airspace Intrusion

Refer to the Department’s website (www.infrastructure.gov.au) for how the Framework is applied to each State or Territory.

OperationsofAircraftinFlight

Operation of aircraft in flight is the responsibility of the Pilot In Command (PIC). The aerodrome operator is not responsible for the decisions a pilot makes with his/her aircraft. The aerodrome operator must ensure the aerodromes procedures and status of the air infrastructure is correctly communicated and maintained in the aeronautical publications.

State/TerritoryGovernmentsand Local Councils

The AAA’s Practice Note 4 – Regional Airport Master Planning Guideline discusses in detail the planning frameworks, as they are applicable to regional aerodromes. There is likely State or Territory Government legislation and policy of relevance to aerodromes and the Master Plans however, the State/Territory Government regulatory and policy context will vary in each State/Territory. Key pieces of legislation or policy typically relate to:

» aviation;

» airports, airfields or heliports (such as that used in the Victorian State Planning Policy Framework relating to Planning for Airports and Planning for Airfields);

» town planning and land use;

» environmental matters;

» Cultural Heritage;

» infrastructure provision; and

» Economic development.

Local government policies and planning controls, both on and off the aerodrome site, affect the planning and operations of an aerodrome. Local government policies and planning controls will be particularly relevant to the preparation of a Master Plan but also to the surrounding development and how that impacts the aerodrome. Areas to be aware of are:

» urban growth and economic development strategies for the municipality;

» zoning controls that apply to the aerodrome site and surrounding land;

» overlay controls that apply to the aerodrome site (e.g. environmental or heritage overlays); and

» policies or controls relating to particular matters such as urban design, utilities, landscaping etc.

3.2 CommunicationCommunication is key to the safe operation and integration of the aerodrome into the wider community. Important connections and relationships to establish are with the relevant aerodrome CASA inspector, aerodrome users and internally within the organisation.

CASA

Establish a working relationship with the aerodromes’ designated CASA inspector. Registered and certified aerodromes’ are assigned an inspector however aerodromes classified as ‘certain other’ are generally dealt with on a case-by-case basis. The inspector is a first point of contact for regulations and their understanding and implementation. The regulations are always changing with working groups and ACs continually being produced. The aerodrome inspector will assist with what is happening and how that pertains to the aerodrome.

Users

Establish and build relationships with the aerodrome users. The aerodrome users are key stakeholders. Typical users include:

» charter companies;

» training organisations;

» recreational flyers;

» emergency services (i.e. Air Ambulance/Royal Flying Doctor, Fire Operations, SES);

» private flyers; and

» small business.


Know who they are, how they are utilising the aerodrome and understand their needs and plans. The users are the frontline of the aerodrome and a major asset to all endeavours.

Organisation

Aerodromes are a significant asset to any region, town or city. They are an important factor in determining the most appropriate economic regulatory regime for the region and area they serve. Relationships within the aerodrome’s organisation are paramount to productive decision-making and contribute significantly to a safe and streamlined operation. Developing a relationship with various departments in the aerodrome’s overarching organisation creates an open line of communication, which results in decision-making that is productive, timely and progressive.

It is effective to structure a team within the organisation to support the role and function of the aerodrome. Such a team should meet regularly to give everyone the opportunity to understand the operations, build relationships, and assist in any application processes or problem solving. Specifically in a local government owned structure, establish relationships with the planning department; understand their involvement and communicate the aerodrome’s operation. Consider a team including:

CEOand/orAppropriateExecutiveDirectorCreating a control/advisory group within the organisation with the CEO ensures the organisation’s understanding and familiarity with the aerodrome role and function and any immediate needs of the asset. The CEO should have an appreciation for the complexity of regulations and responsibility of owning the aerodrome. This knowledge will help to ensure the aerodrome is integrated appropriately within the organisational structure. Again such a relationship with the CEO streamlines the decision-making process and communicates to the community the value of the aerodrome.

Strategic and Statutory PlannerPlanning departments are responsible for assessing and enforcing planning permit applications in accordance with relevant planning schemes. A planner’s input into both master planning and everyday application matters helps coordinate plans and integrate policies and planning amendments for the future vision of the aerodrome. Planning for the aerodrome, whether it’s master planning, maintenance or general upkeep, requires the involvement of the planning department within the organisation.

Building and Property DepartmentBuilding and property departments generally provide a range of services including building advice, planning certification, building inspections and occupancy permits. Working in a team that incorporates this knowledge gives the aerodrome operator the efficiency of managing buildings on site, as well as disseminating accurate and connected information streamlining any applications and creating up front awareness of policies and procedures.

RiskManagementThe organisations risk management team should be aware of the operation and the role and responsibilities of the aerodrome manager. Aerodrome regulation requires risk evaluations for the safety of its personnel and the aerodrome as an asset. It is essential that the organisation’s risk management team integrate the aerodrome into the existing plans. There are a variety of ways this can be achieved. For example, the aerodrome manual or established documented safety procedures could be integrated into the organisation’s existing health and safety protocol. MOS 12.1.1.5 requires aerodrome operators to demonstrate duty of care in providing a safe facility for aircraft operation and to do so by providing all arrangements regarding aerodrome safety functions in writing. CASA has provided guidance to do so in its AC 139-16 Safety Management Systems (for further information see References). While AC 139-16 is provided for ‘certified’ aerodromes, the material encourages and informs best practice for registered aerodromes to satisfy CASA on duty of care. Communication and the sharing of policies and procedures simplifies this process so that the aerodrome is not re-creating policies and procedures independent of the organisation.


Emergency ManagementIn the case of local government ownership, the Council is responsible for a coordinated Municipal Emergency Management Plan to detail response and recovery from emergencies within their area. Communicating the aerodromes role and function to this team and integrating the asset for assistance (or in the case of an emergency at the aerodrome) is good practice.

Economic/BusinessDevelopmentRepresentativesEconomic and business development teams focus on developing a prosperous local economy and strengthening the organisation’s/region’s business capabilities through engagement, investment and industry development. The business/economic development units within an organisation hold the knowledge and connections to a greater network, which the aerodrome should be connected to. General Aviation including fire suppression services, training and aerial work, surveying, private, business, recreation and sports aviation activity are more locally based activities and services that the community can leverage for their benefit. Using the business/economic development units within the overarching organisation to integrate the various activities at the aerodrome allows it to connect to the vast network outside of the immediate industry.

Customer ServicesThe overarching organisation generally has a reception area that greets and directs enquiries. It is important to ensure the aerodrome’s message and current operation is understood at the front line to ensure informed and accurate information is dispersed. Ensure the reception department is aware and understands the aerodrome, its operations and function.

Building a team for communication and integration of knowledge and networks creates a cohesive and productive working environment. Such a team could come together for updates and exchange of knowledge twice a year with the more functional components such as planning, business and property development on a more frequent basis or as the need arises.

ExternalStakeholders

There are a variety of external stakeholders that use services provided at the aerodrome such as media, government departments, tourism groups and the general public. Creating a general profile to integrate the aerodrome into the general public for awareness and knowledge of activity is instrumental during times of change but also to create ownership and pride of the asset. An aerodrome that is synonymous with the town, city and/or region creates a space where there is appreciation and knowledge that the aerodrome plays a role in the community, even to members who may not use the services or infrastructure.

Media play a major role in communicating the role and function of an aerodrome as well as any development plans or upgrades. Use media to create a public profile on the exciting things that are happening. Social media is a fantastic way to provide informative and smaller more regular messages to assist in integrating the aerodrome into the everyday community conversation and thought. Profile a pilot, service or the message of the aerodrome itself so that the wider community understands and is aware of the aerodrome’s role and function and how that is connected to the region they live and work in. While this builds context and a face for the aerodrome’s current operations it also builds a relationship with the community, which may be beneficial during any future developments. Keeping the flow of information positive and progressive can be done in a direct or indirect manner to support the current and future operations of the aerodrome. Branding of the aerodrome can be spread over various documents particularly through the tourism associations and through local government brochures and pamphlets. In the case of local government owned aerodromes the systems are already in place for community information and communication. The aerodrome team as discussed above will be influential in distributing the aerodromes message. The point is to integrate the aerodrome as a part of the community seamlessly and at times uneventfully. This can be done through a variety of avenues such as newspapers, community or industry newsletters, social media and tourism documents. For example, the Sunshine Coast Airport through its tourism campaign has demonstrated how the aerodrome can be integrated in childrens literature Wish you Were Here (Scrivano & Sams, 2012) reinforcing the transport connections and excitement of travel to its region.


3.3 Management The appointment of an aerodrome manager is pivotal in the consistent communication within and outside the organisation but also contributes to an effective and safe operation. Illustrate where the aerodrome sits in the overarching organisational structure and highlight where the aerodrome is positioned. Where the aerodrome is positioned communicates the decision-making power and the go-to people for any aerodrome enquiries both external and internal.

Aerodrome Manager

The manager is responsible for operating the aerodrome and the appointment of Aerodrome Reporting Officers (ARO). The aerodrome manager also arranges for contractors to carry out aerodrome works as required. It should not be underestimated the time commitment that is required to look after an aerodrome effectively. While it is not uncommon for an aerodrome manager, in the case of local government owned operations, to have a number of portfolios in their care, the policy and regulatory frameworks are substantive. Should a manager not have dedicated time at the aerodrome it is critical (and required) to appoint AROs that can effectively address the regulatory and operational risk and safety issues, as well as communicate effectively with management.

CASR Part 139-Aerodromes outlines the applicable standards for registered aerodromes and should be referred to in the first instance for requirements. MOS Part 139 Chapter 12 requires an aerodrome manager operating a registered aerodrome to:

AppointAerodromeReportingOfficers(ARO)The aerodrome must have at least one reporting officer. The appointment of AROs should be appropriate and relative to the aerodrome operations. However, it is valuable to the business to have a dedicated ARO to the aerodrome to ensure continuity and knowledge in implementing the regulations. There are a variety of ways to employ an ARO. For example, in a local government setting, it is possible to have AROs that may have other responsibilities in the organisation. Cooperation with other departments in the organisation allows for multi tasking and scheduling ensuring the tasks are always completed. Employing a groundsman as a dedicated employee to the aerodrome ensures consistency of tasks as well as the opportunity for training.

Ensure ARO TrainingEnsure that prior to an ARO commencing reporting duties that the ARO is competent. The MOS requires the aerodrome operator to appoint persons who are competent. On initial appointment the ARO may receive mentor training by experienced AROs, formal training must be provided as soon as practicable to fulfil regulatory requirements. Ensuring competency is the aerodrome operator’s responsibility and CASA may request proof of competency by a qualified and experienced assessor.

AdvicetotheNOTAMOfficeAdvise the NOTAM office (NOF) in writing the name and contact details of any ARO appointed as per CASR 175.450; and that the ARO is authorised to write and request NOTAMs for publication. CASR Part 175 Aerodrome Operators requires the aerodrome manager to ensure aeronautical data and information is correctly and accurately supplied to its publications.

AerodromeReportingOfficers(ARO)The ARO is responsible for monitoring the serviceability of the aerodrome in accordance with the Manual of Standards; and to report to the NOTAM Office ([email protected]) any changes in conditions or any other occurrences at the aerodrome that must be reported under regulation 139.305. How and what to report is discussed in Section 4 Aerodrome Operational Framework.


3.4 StakeholdersIt is important to establish a relevant set of key stakeholders for communication flow, updates and contribution to any aerodrome proposals. This will be different for every aerodrome depending on ownership, strategy, role and function.

Key stakeholders include, but are not limited to:

CASA

CASA provide the regulatory framework and assistance in understanding the regulations and how to implement them. They are a source of knowledge and a network to ensure operational safety.

Aerodrome Users

Users are key to the operation. Cooperation and understanding of the regulations from the aerodrome operator’s perspective is key to implementation. Often as a user they are in a position to assist in smooth transitions and ideas for implementation.

Organisation’sChiefExecutiveOfficer(CEO)

The CEO is key to the communication and integration into the wider community. Having a CEO participate in the strategic direction, understanding the role, function, and regulatory requirements of the aerodrome assists in decision making, particularly in allocating budget to the aerodrome.

ExecutiveDirector

An Executive Director is a key communicator to the CEO and the organisation. Having a Director understand the framework that the manager is required to operate within streamlines the communication and ensures the aerodrome is not forgotten in the many matters that are presented to the executive teams and councillors in the case of local government.

ReportingOfficers

Reporting officers are the people that work on the ground, keeping the aerodrome safe on a day-to-day basis. Their knowledge of activities and best ways of implementation are invaluable. Reporting officers are often the front line contact at the aerodrome itself and will have relationships with the users at the aerodrome.

City Building and Property

Building and property personnel typically manage property contracts, such as facilities management and legal documents for assets. Ensure this team of people are aware of the intricacies and importance of regulation and the operation itself.

City Emergency Management Coordinator

The aerodrome as an asset should be integrated into the organisation’s emergency management systems. The aerodrome is an asset to emergency management operations and vice versa. Working with the emergency management teams of the organisation will minimise the duplication of documentation and ensure the aerodrome is a participant in planning discussions.

RiskManagementOfficer

Risk teams within an organisation often deal with occupational health and safety frameworks and the risk assessments of the organisation’s assets. Integrating the aerodrome management and operational understanding into this team ensures streamlining of safety requirements for aerodrome personnel and effective managment of insurance matters.


4. AERODROME OPERATIONAL FRAMEWORK

An aerodrome manual is likely the most important management, communication and organisational safety tool for a registered aerodrome. While CASA by regulation do not require a manual for registered aerodromes, it is regarded as best practice to maintain one. Best practice demonstrates the validity of developing an aerodrome manual in order to keep all relevant aerodrome information and documentation in one location. A manual should be a fluid, working document that is updated regularly. A working manual is invaluable to the organisation, the aerodrome management team and the individuals within the operation. A manual is the key to consistently and effectively meeting regulatory requirements and integrating into organisational frameworks such as risk management, insurance and occupational health and safety. It is a reference document for any new aerodrome employees, as well as existing ones, and functions as the communication and organisational tool to aerodrome management.

CASA MOS Chapter 12: Operating Standards for Registered Aerodromes 12.1.1.5 states that although formal documentation of all facets of aerodrome operations are not required, it is in the interest of the operator of a registered aerodrome to be able to demonstrate that he or she is discharging the duty of care in providing a safe facility for aircraft operations. To avoid confusion and misunderstanding, all arrangements regarding aerodrome safety functions must be in writing.

A registered aerodrome manual outline is suggested below. The below inclusions have been found useful and functional to the operation of small regional aerodromes on a daily basis. It is important to ensure that all aspects of the relevant aerodrome’s safety regulations and any additional information that may be beneficial to the day-to-day operations of the aerodrome are included in the manual. A manual should be created in cooperation with the AROs, grounds people and any other relevant personnel to the operation. Examples of registered aerodrome manuals may be listed or available through the AAA members’ industry resources. Suggested inclusions in conjunction with MOS Chapter 12 for a registered aerodrome manual are as follows.

4.1 Aerodrome Manual Outline

Introduction

As a ‘registered’ aerodrome the “XXXX” Aerodrome Manual has been written in accordance with the Manual of Standards (MOS) Part 139 Chapter 12.1.1.5 and will facilitate compliance with the Civil Aviation Safety Regulations Sub Part 139.C Registered Aerodrome.

This section should be signed and dated by the aerodrome manager.

Master Contact List

The master contact list should include the relevant departments of the overarching organisation that are instrumental in the aerodromes regulatory compliance. This could include the CEO, Executive Director, Aerodrome Manager, Reporting Officers, Building and Property, Emergency Management and Risk Management. It is important that the departments are aware and able to access the information on operational and safety requirements.

DistributionList

List the all members that are given a copy of the manual, including the date it was provided. It may be that there is a key contact person for a department (list that name) that keeps the manual for reference for other members of that department. For example, if there are 5 AROs or 3 property personnel it is acceptable to have the manual in one accessible location for the department to access, however one person must be responsible for its upkeep and central location.

AerodromeSiteInformation

Site information is often useful and can be provided as an aerial image with a description of its location in the city/town and characteristics of the airfield infrastructure such as runway length, width and surface, Pavement Classification Number (PCN), pavement type, strength and Maximum Take Off Weight (MTOW). This information should be the current aerodrome operational information that is published in the En-Route Supplement Australia (ERSA) and Runway Distance Supplement (RDS).


AerodromeAdministration

Aerodrome administration includes the organisational structure and a description of the aerodrome management positions.

OrganisationalStructureInclude the organisation’s structure and highlight the aerodrome’s position within. For an example see Figure 2 below.

ManagementPositionsState the aerodrome manager responsibilities and compliance obligations.

List the AROs, their responsibilities and requirements to report to the NOTAM Office (discussed in section 4.1 Reporting). Include their training as work safety officers and frequency of refresher training.

It is good practice to register aerodrome personnel with CASA. This is done in the form of an Aviation Reference Number (ARN). An ARN is similar to an account number or customer number and is quoted whenever communication with CASA takes place. When personnel, particularly AROs obtain an Aeronautical Radio Operators Certificate or any CASA application form, an ARN will need to be provided. An ARN can be applied for through the CASA website using Form 1162.

For personnel that are performing duties on airside an Aeronautical Radio Operators Certificate (eligibility and qualification outlined in CASR Subpart 64.B) is best practice to ensure the appropriate training, communication and understanding of aircraft movement. The certificate training teaches individuals how to operate the radio and communicate effectively with air traffic. When moving around the taxiways and runways it is essential to communicate vehicle movements and understand the movements and intentions of aircraft. In doing so it is also important to supply reporting officers or anyone driving airside with the appropriate tools such as an airband radio, beacon light and safety vests.

CEO

Director Director

Other

Director

Other

Director

Aerodrome Manager

ARO

Figure 2: EmergencyServicesCoordinationPoint(ESCP)


Aerodrome Emergency Plan

For ‘registered’ and ‘other’ aerodromes, CASA does not specify the requirement of an Aerodrome Emergency Plan (AEP). However, as with the manual it is best practice and in the interest of the aerodrome and its organisation to ensure an effective response to an emergency situation using the available resources effectively and in a coordinated manner. Despite no requirement to produce and practice an AEP, an emergency situation at any aerodrome is possible. Identifying critical points of contact and procedures will always instill preparedness in handling a situation. It is critical to ensure the AEP is integrated into the local area emergency plans so response to an aerodrome emergency is calculated and coordinated, as well as supported by the wider community. An AEP is an excellent tool to communicate with emergency services who should be met with regularly (e.g. at least once a year) to establish clear roles and responsibility.

The AEP should be simple and effective and relative to the aerodrome’s operation. This may be in the form of a one page flow chart and designated signage on site to assist emergency teams. The AAA industry resources section has provided Airport Practice Note 1: Developing a Rural and Regional Airport Emergency Plan designed to include suggestions and triggers in a template format to provide a consistent guide that will ensure the AEP is resourceful and arranged for effective conduct during an emergency situation. Use the template to guide discussions and questions with the emergency management team and users to create the best action plan. Key points from Practice Note 1 include:

» aerodrome emergency planning team contacts;

» emergency planning map;

» Emergency Services Coordination Point (ESCP); and

» aerodrome local emergency environment context statement.

AerodromeServiceabilityInspections

Aerodrome serviceability inspections are visual checks of elements of the aerodrome that may impact on aircraft safety. The aerodrome must develop, relative to its operation and infrastructure, a checklist that is documented and followed on a regular basis. The AROs can perform this function and supply management with any matters that come to the forefront. For ‘registered’ aerodromes serviceability inspections must be carried out daily prior to RPT/Air Transport Operations, prior to any RPT/Air Transport Operations or in the case of no RPT/Air Transport Operations a minimum of 2 times per week. The decision over frequency should be relative to the operation and asset condition. For example, significant weather phenomena such as strong wind gusts or heavy rain or aircraft usage that is not typical, or concerns over certain sections of infrastructure may trigger additional inspections.

MOS Chapter 12.1.3.2 requires the serviceability inspection checklist to include at minimum the following:

» surface condition of the movement area, including cleanliness;

» surface condition of the runway, particularly the usability of unsealed pavements in wet conditions;

» markings, markers, wind direction indicators and aerodrome lighting systems;

» any obstacles which may infringe the approach, takeoff, transitional, inner horizontal or other surfaces nominated by the procedure designer;

» animal or bird activities on and in the vicinity of the aerodrome;

» check fences or other devices that prevent persons and vehicles getting on the movement area; and

» check currency of any outstanding NOTAM initiated.

The manual should include a copy of the Aerodrome Inspection Checklist in its appendix and update as required. The manual must state the frequency of inspections required at the aerodrome, as well as how and where the inspections are recorded. Any actions that eventuate due to the inspections should be clearly documented as to how they are handled and rectified.


An inspection logbook needs to be maintained to demonstrate that the inspections have been carried out and any remedial actions have been undertaken in an appropriate timeframe. The logbook is typically kept in a location that is accessible by the persons carrying out the inspection and to management as required. When CASA audits an aerodrome they will seek out the logbook and require aerodrome management to demonstrate how the inspections are conducted and recorded.

AerodromeWorks

Any works conducted on the aerodrome must be arranged so as not to create any hazard to aircraft or confusion to pilots. Aerodromes can carry out works without closing the aerodrome provided safety precautions are adhered to. Ensuring pilots and all users are aware of any activity taking place is critical and achieved through the relevant channels such as NOTAMs, emails and notice boards. Safety procedures are specified in MOS Part 139 Chapter 10.10 for aerodrome works without closing the aerodrome. Chapter 10 is for certified aerodromes but the same safety procedures apply for all other aerodromes.

The manual should be clear as to how the aerodrome handles works on site and the discharge of safety measures. For example the manual could state:

The MOS 139 sec 12.1.7 requires aerodrome works to be arranged so as not to create any hazard to aircraft or confusion to pilots. Works that are carried out without closing the aerodrome, the aerodrome works safety procedures are applicable and in accordance with MOS 139 Chapter 10. Certain works undertaken must be in accordance with an approved Method of Working Plan (MOWP) where appropriate.

Method of Working Plans (MOWP) must be prepared when an aerodrome must be closed for works to take place. The MOWP is used to communicate the full scope of works and state which of the aerodrome’s facilities are affected as well as the planned date and time of commencement and how that time will be broken down. Use MOS Part 139 Chapter 10.11: Method of Working Plans for sequence and information to be included.

SafetyInspectionReport

Aerodrome safety inspections (ASIs) are required for any registered aerodrome (CASR 139.315) or ALA (CASR 139.345) that is used by an aircraft engaged in RPT/Air Transport Operations or charter operations and has a maximum seating capacity of more than 9 seats. A CASA approved person under CASR 139.320 must carry out an ASI. A list of people approved to carry out ASIs is provided on the CASA website.

Use this section of the manual to stipulate the aerodrome’s requirement. It is also useful to provide the information of the last approved person who carried out the safety inspection. CASA released AC-139-09 – Aerodrome Safety Inspections in 2007 for guidance (for further information see References).

Tennant Creek Airport


ReportingofObstacles

The Obstacle Limitation Surface (OLS) is instrumental in ensuring aircraft safety. The OLS is the conceptual surfaces associated with a runway, which identify the lower limits of the aerodrome airspace above which objects become obstacles to aircraft operations and must be reported to CASA (Australian Government Civil Aviation Safety Authority, 2014).

Best practice is to ensure aerodrome personnel have a clear understanding of the OLS and how it is placed to ensure accurate and relevant reporting of obstacles. Use the MOS Part 139 Chapter 7: Obstacle Restriction and Limitation for reference on the OLS.

The aerodrome operator (in accordance with MOS Part 139 Section 12.1.9.1) must report to CASA for assessment any obstacles that may infringe on the obstacle limitation surface of the aerodrome or other areas nominated by the procedure designer. The parameters of the OLS survey and plans provided by the procedure designer should be included in this section of the manual. The name and contact of the OLS surveyor could be included in the master contact list to assist in any enquiries relating to OLS matters.

Procedures to Ensure Compliance

The manual should state how the aerodrome would achieve compliance with the relevant elements. Below are examples of procedural compliance for the typical registered aerodrome obligations.

Source: (Government of Canada, 2014)

Source: (Stephens Planning & Design, 2011 )

Figure 4: ObstacleLimitationSurface–SideView

Figure 3: SpatialRepresentationoftheImaginarySurfaces

Runway

Outer Surface

Inner Edge

Take off approach surface

Runway Strip

Horizontal Surface

Conical Surface

Primary Surface Runway

Approach Surface

Transitional Surface


ObstacleLimitationSurvey

An aerodrome operator must ensure that obstacle limitation surfaces are established for the aerodrome in accordance with the standards set out in the MOS (CASR 139.355 Establishment of obstacle limitation surfaces. The OLS for “XXXX” aerodrome is completed annually or at a time recommended by the authorities or when required. The OLS is completed by “XXXX” and are authorised to issue NOTAMs where required in relation to the OLS on the Aerodrome’s behalf.

Pavement Concession

Aircraft above 5,700kg MTOW require a pavement concession to utilize “XXXX” Aerodrome. Pilots should submit an Application for Pavement Concession (Concession form included in appendix) to the Aerodrome Manager as soon as movement details are known or at least three (3) working days prior to the movement to allow processing and approval. The Pavement Concession Calculator available on the AAA website is used to make informed determinations.

Drug and Alcohol Management Plan

The Aerodrome Manager will review this program at regular intervals at least every 5 years, or as directed by CASA, in order to ensure its continued compliance with the requirements of CASRs.

The drug and alcohol online training sign-in and password should be included as well as frequency of reporting require, along with any relevant agreements such as a CASA exemption for micro businesses.

Aerodrome Agreements

Include any relevant agreements relating to maintenance or operations of the aerodrome you may have with suppliers such as Airservices Australia Aerodrome Operator Interface Arrangement (AOIA). The AOIA is an arrangement some regional aerodromes have with Airservices enabling the continued safe operation of the aeronautical facilities at the aerodrome for both Airservices and the aerodrome operator.

Appendices

The manual should include all forms and agreements such as grounds maintenance schedules, aerodrome inspection checklist, NOTAM form, pavement concession form, applicable agreements and useful abbreviations in this section.

4.2 Reports, Assessments and Plans

What an aerodrome needs to develop plans for, report on and assess is dependent on the category, infrastructure characteristics and operational capacities. The basic compliance requirements for a ‘registered’ aerodrome are listed below.

ObstacleLimitationSurvey(OLS)

The OLS needs to be established, monitored and any infringements reported to CASA. Objects must not be located within the OLS or obstacle restriction area of the aerodrome without the specific approval of CASA.

The aerodrome operator must ensure that obstacle limitation surfaces (OLS) are established for the aerodrome in accordance with the standards set out in the MOS (CASR 139.355 Establishment of obstacle limitation surfaces). OLS surfaces are conceptual surfaces associated with a runway identifying the lower limits of the aerodrome airspace above which objects become obstacles to aircraft operations. Changes to obstacles greater than 0.05% need to be reported. Native vegetation and obstacles around aerodromes can change. Therefore best practice is to ensure aerodromes visually survey their OLS from the aerodrome on an annual basis as a minimum. A qualified person who is knowledgeable on the aerodrome’s OLS should conduct the survey.

Any obstacles reported must be attended to as soon as possible and NOTAMs issued where applicable. Any amendment made to the aerodrome’s published information needs to be recorded by the aerodrome operator so that source information can be updated.

NoticetoAirmen(NOTAM)

A NOTAM is used to inform pilots and aircraft operators of significant changes to the aerodrome that may impact on safe aircraft operations. This is one of the most important aerodrome safety functions, so the process and procedures for initiating NOTAMs should be well understood and articulated clearly in the aerodrome manual. A NOTAM may be originated/created and cancelled by nominated reporting officers or an authorised Airservices Australia or CASA officer.


Where a change in the aerodrome condition requires a NOTAM to be issued, the nominated reporting officer must send the notification to the NOTAM Office (NOF) by email, fax or by telephone. It is understood for many small aerodromes that telephone communication is the most timely manner of reporting as often the aerodrome site is not equipped with fax and email conveniences and in some cases the ARO may be returning to the office to attend to other duties. However, it should be noted that the NOTAM Office prefers email and fax to provide quality assurance and timely records. Aircraft operational safety and timely communication of obstacles is priority, it is appropriate to follow up the phone call with the requested NOTAM in an email or fax. Examples of occurrences that must be reported to the Australian NOTAM Office include:

» changes (temporary or permanent) in the published aerodrome information, that is the Aeronautical Information Publications (i.e. ERSA, AIP, DAP), including additional changes to current permanent NOTAMs;

» aerodrome works affecting aircraft movement areas or the obstacle limitation surfaces, including time-limited works that require more than 10 minutes to re-instate to serviceable order;

» unserviceable portions of the runway or failure in aerodrome lighting or obstacle lighting;

» temporary obstacles to aircraft operations (consider works outside the aerodrome perimeter such as cranes on building sites);

» a significant increase in, or concentration of birds or animals on or in the vicinity of the aerodrome. Different seasons may bring in larger quantities of animal and bird activity, awareness and reporting of such circumstances is valuable safety information for pilots;

» changes in dimensions, declared distance, or supplementary take-off distance for a runway or runway strip that:

– decreases in length by 10m or more;

– increases in length by 30m or more, or;

– changes in width; or

– if the Take-Off Distance Available (TODA) gradient changes by 0.05% or more.

» emergence of new obstacles, for example a new mobile phone tower, a NOTAM should be in place until such time as the AIP is amended;

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

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

» any other significant event, which affects the safety of aircraft using the aerodrome.

Airservices created a NOTAM Originators Manual v.1.2 (2015) for the NOTAM office and aerodrome operators to provide consistency (for further information see References). The Manual provides general NOTAM conventions and offers examples of frequently issued NOTAMs. NOTAM request forms are available on the Airservices website at www.airservicesaustralia.com/wp- content/uploads/notam_request_form.pdf

Pavement Concession

Pavement concessions are considered in cases where an aircraft requests permission to land at an aerodrome where the Aircraft Classification Number (ACN) exceeds the Pavement Classification Number (PCN).

The ERSA lists all aerodromes and their runways with physical characteristics, which a pilot checks prior to every flight, thus the importance of keeping the published information to Airservices Australia up-to-date and correct. The AAA has published in its Pavement Concession Calculator Note (available on the AAA Resources page) which further explains the considerations of concession approval or rejection.

Key to the understanding of pavement concession approvals is that an Aircraft Classification Number (ACN) value greater than the Pavement Classification Number (PCN) of the aerodrome pavements (or operating with tyre pressure greater than the pavement is rated for) will not be permitted to operate at the aerodrome unless the aerodrome operator has approved a pavement concession for the period of operation. CASA published AC 139-25(0) – Strength Rating of Aerodrome Pavements to provide guidance on how to meet specific requirements in relation to the bearing strength of aerodrome pavements and a brief explanation of the ACN-PCN method. The AC also offers guidelines on what degree of overloading may be considered acceptable for an aerodrome’s pavement (for further information see References).


A pavement concession approved to an aircraft operator formalises the acceptance of the heavier aircraft and sets conditions under which the operation may be conducted.

The aerodrome manual should include the pavement concession form and how the concession will be considered. A pavement concession form is available on the AAA website.

In practice a company or pilot will call the aerodrome manager to request approval to use the aerodrome when the ACN exceeds the PCN. There are a variety of considerations in approving a pavement concession as stated in the Pavement Concession Calculator Notes (available through the AAA Members Resources) including:

» The safety of the operation – where overloading of the pavement is so severe that damage to aircraft is likely and the safety of the occupants is in doubt, a pavement concession is not to be approved.

» The probability of pavement damage should be assessed in the frequency of the concession requested, the pavement design and particularly the subgrade as well as any existing signs of distress, the history of the aircraft using other aerodromes and if damage has occurred, and any local conditions that compromise the pavement strength such as recent weather.

» The social and economic importance of the operation is a consideration, such as humanitarian, political or commercial importance. However, in the case of doubt about the safety of the operation, the permission should still be refused. It is appropriate to discuss options of other aircraft or the frequency of the request (i.e. a one-off or multiple).

» The consequence of any pavement damage should be considered. Consider the cost of repairs to pavement damage, the resources available for repair, disruption to the routine operation should damage occur, and will compensation from the aircraft operator be available in the event of damage to pavement.

» Consider the physical characteristics of the aerodrome movement area and its suitability for the intended operations of the overloading aircraft, such as parking and manoeuvrability.

The Pavement Concession Calculator is a tool to assist aerodrome operators to determine pavement concessions for their aerodrome. A pavement strength rating is a set of pavement parameters with a number, which can be, translated into an allowable aircraft gross weight. Its purpose is to protect the pavement and ensure a practical and economical life is maintained. It is the responsibility of the aircraft operator to request a Pavement Concession prior to accessing any aerodrome that the aircraft classification exceeds. The aircraft operator will know the ACN and be aware of the aerodrome’s PCN and physical characteristics through the ERSA, and therefore make the decision to apply for a pavement concession. This reinforces the importance of the aerodrome operator keeping the published information up-to-date. The ERSA lists all aerodromes and their physical characteristics that the pilot checks prior to every flight. It is best practice following a pavement concession approval that a serviceability inspection of the used areas is conducted after the relevant flights.

AerodromeServiceabilityInspections

Aerodrome serviceability inspections are visual checks of the physical elements of the aerodrome, which may impact on aircraft safety. A checklist of contents of the inspection must be developed, commensurate with the size and complexity of the aerodrome (MOS 139 Ch12.1.3.1). The checklist will assist in ensuring that every aspect or element that is applicable to the aerodrome is reviewed at each inspection to ensure that a safe environment is available for aircraft manoeuvrability. Best practice is to maintain the checklist and keep it current by including or removing relevant parts as the aerodrome changes. The serviceability inspections should give the aerodrome operator the confidence that the infrastructure is operable, as well as assist in managing and planning for maintenance and/or upgrades. The checklist should be kept current in the m

SMALL REGIONAL AERODROME HANDBOOK - Airport S...2 ALL The Australian Airports Association (AAA)...

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