SUBPART L
Aerodrome Operational Services, Equipment and
Installations
139.335 Aerodrome operational services, equipment and
installations
(a) Aerodrome
emergency planning:
Introductory Note: Aerodrome emergency planning is the
process of preparing an aerodrome to cope with an emergency occurring at the
aerodrome or in its vicinity. The objective of aerodrome emergency planning is
to minimize the effects of an emergency, particularly in respect of saving
lives and maintaining aircraft operations. The aerodrome emergency plan sets
forth the procedures for coordinating the response of different aerodrome
agencies (or services) and of those agencies in the surrounding community that
could be of assistance in responding to the emergency. Guidance material to assist
the ECAA in establishing aerodrome emergency planning is given in EAC139-24.
(1) General: An aerodrome emergency plan shall be established at an
aerodrome, commensurate with the aircraft operations and other activities
conducted at the aerodrome.
(2) The aerodrome emergency plan shall provide for the coordination of
the actions to be taken in an emergency occurring at an aerodrome or in its
vicinity.
Note1: Examples of
emergencies are: aircraft emergencies, sabotage including bomb threats,
unlawfully seized aircraft, dangerous goods occurrences, building fires natural
disasters and puplic health emergencies.
And public health
emergencies.
Note 2: Examples of public
health emergencies are increased risk of travellers or cargo spreading a
serious communicable disease internationally through air transport and severe
outbreak of a communicable disease potentially affecting a large proportion of
aerodrome staff.
(3) The plan shall coordinate the response or participation of all
existing agencies which, in the opinion of the ECAA, could be of assistance in
responding to an emergency.
Note1: Examples of agencies
are: On the aerodrome: air traffic control units, rescue and fire fighting
services, aerodrome administration, medical and ambulance services, aircraft
operators, security services, and police; and Off the aerodrome: fire
departments, police, health authorities( including medical ambulance hospitals,
and public health services) military, and harbour patrol or coast guard.
Note 2: Public health
services include planning to minimize adverse effects to the community from
health related events and deal with population health issues rather than
provision of health services to individuals .
(4) The
plan should provide for cooperation and coordination with the rescue
coordination centre, as necessary.
(5) The
aerodrome emergency plan document should include at least the following:
(i) Types of emergencies planned for;
(ii) Agencies involved in the plan;
(iii) Responsibility and role of each agency, the
emergency operations centre and the command post, for each type of emergency;
(iv) Information on names and telephone numbers of
offices or people to be contacted in the case of a particular emergency; and
(v) A grid map of the aerodrome and its immediate
vicinity.
(6) The
plan shall observe Human Factors principles to ensure optimum response by all
existing agencies participating in emergency operations.
Note:
Guidance material on Human Factors principles can be found in EAC 139-32.
(7) Emergency
operations centre and command post: A fixed emergency operations centre and a
mobile command post should be available for use during an emergency.
(8) The
emergency operations centre should be a part of the aerodrome facilities and
should be responsible for the overall coordination and general direction of the
response to an emergency.
(9) The command post should be a facility capable of being moved rapidly to the site of an emergency, when required, and should undertake the local coordination of those agencies responding to the emergency.
(10) A person
should be assigned to assume control of the emergency operations centre and,
when appropriate, another person the command post.
(11) Communication system: dequate communication systems linking the
command post and the emergency operations centre with each other and with the
participating agencies should be provided in accordance with the plan and
consistent with the particular requirements of the aerodrome
(12) Aerodrome emergency exercise: The plan shall contain procedures for
periodic testing of the adequacy of the
plan and for reviewing the results in order to improve its effectiveness.
Note: The plan includes all participating agencies
and associated equipment.
(13) The plan shall be tested by
conducting:
(i) A full-scale aerodrome emergency exercise at intervals not
exceeding two years; and
(ii) Partial emergency
exercises in the intervening year to ensure that any deficiencies found during
the full-scale aerodrome emergency exercise have been corrected; and
Reviewed thereafter,
or after an actual emergency, so as to correct any deficiency found during such
exercises or actual emergency.
Note: The
purpose of a full-scale exercise is to ensure the adequacy of the plan to cope
with different types of emergencies. The purpose of a partial exercise is to
ensure the adequacy of the response to individual participating agencies and
components of the plan, such as the communications system.
(14) Emergencies in difficult environments: The plan
shall include the ready availability of and coordination with appropriate
specialist rescue services to be able to respond to emergencies where an
aerodrome is located close to water and/or swampy areas and where a significant
portion of approach or departure operations takes place over these areas.
(15) At those aerodromes located close to water
and/or swampy areas, or difficult terrain, the aerodrome emergency plan should
include the establishment, testing and assessment at regular intervals of a
pre-determined response for the specialist rescue services.
(b) Rescue and fire fighting:
The principal objective of a rescue and fire fighting
service is to save lives in the event of an aircraft accident or incident
occurring at, or in the immediate vicinity of, an aerodrome. The rescue and fire
fighting service is provided to create and maintain survivable conditions, to
provide egress routes for occupants and to initiate the rescue of those
occupants unable to make their escape without direct aid. The rescue may
require the use of equipment and personnel other than those assessed primarily
for rescue and fire fighting purposes.
The most important factors bearing on
effective rescue in a survivable aircraft accident are: the training received,
the effectiveness of the equipment and the speed with which personnel and
equipment designated for rescue and fire fighting purposes can be put into use.
Requirements to combat building and fuel farm fires, or to deal with foaming of
runways, are not taken into account.
(1) Application: Rescue and fire fighting
equipment and services shall be provided at an aerodrome.
Note: Public or private organizations, suitably
located and equipped, may be designated to provide the rescue and fire fighting
service. It is intended that the fire station housing these organizations be
normally located on the aerodrome, although an off-aerodrome location is not
precluded provided the response time can be met.
(2) Where an aerodrome is located close to
water/swampy areas, or difficult terrain, and where a significant portion of
approach or departure operations takes place over these areas, specialist
rescue services and fire fighting equipment appropriate to the hazard and risk
shall be available.
Note 1: Special fire fighting equipment need not be
provided for water areas; this does not prevent the provision of such equipment
if it would be of practical use, such as when the areas concerned include reefs
or islands.
Note 2: The objective is to plan and deploy the
necessary life-saving flotation equipment as expeditiously as possible in a
number commensurate with the largest aeroplane normally using the aerodrome.
Note 3: Additional guidance is available in EAC
139-18.
(3) Level of protection to be provided: The level
of protection provided at an aerodrome for rescue and fire fighting shall be
appropriate to the aerodrome category determined using the principles in .337(e) and .337(f), except that, where the
number of movements of the aeroplanes in the highest category normally using
the aerodrome is less than 700 in the busiest consecutive three months, the
level of protection provided shall be not less than one category below the
determined category.
Note: Either a take-off or a landing constitutes a
movement.
(4) The level of protection provided at an
aerodrome for rescue and fire fighting should be equal to the aerodrome
category determined using the principles in .335(b)(5) and .335(b)(6).
(5) The aerodrome category shall be determined
from Table 9-1 and shall be based on the longest aeroplanes normally using the
aerodrome and their fuselage width.
Note: To categorize the
aeroplanes using the aerodrome, first evaluate their overall length and second,
their fuselage width.
(6) If, after selecting the category appropriate
to the longest aeroplane’s overall length, that aeroplane’s fuselage width is
greater than the maximum width in Table 9-1, column 3 for that category, then
the category for that aeroplane shall actually be one category higher.
Note 1. — See
guidance in the EAC 139-18 for categorizing aerodromes, including those for
all-cargo aircraft operations, for rescue and fire fighting purposes.
Note 2. —
Guidance on training of personnel, rescue equipment for difficult environment
and other facilities and services for rescue and fire fighting is given in EAC
139-56and in the EAC 139-18
(7) During
anticipated periods of reduced activity, the level of protection available
shall be no less than that needed for the highest category of aeroplane planned
to use the aerodrome during that time irrespective of the number of movements.
(8) Extinguishing agents: Both principal and complementary agents
should normally be provided at an aerodrome.
Note:
Descriptions of the agents may be found in EAC 139-18.
(9) The principal extinguishing agent should be:
(i) A foam meeting the minimum performance level
A; or
(ii) A foam meeting the minimum performance level
B; or
(iii) A combination of these agents;
Except that
the principal extinguishing agent for aerodromes in categories 1 to 3 should
preferably meet the minimum performance level B.
Note:
Information on the required physical properties and fire extinguishing
performance criteria needed for a foam to achieve an acceptable performance
level A or B rating is given in EAC 139-18.
(10) The complementary extinguishing agent should be a dry chemical
powder suitable for extinguishing hydrocarbon fires.
Note 1: When
selecting dry chemical powders for use with foam, care must be exercised to
ensure compatibility.
Note 2:
Alternate complementary agents having equivalent fire fighting capability may
be utilized. Additional information on extinguishing agents is given in EAC
139-18.
(11) The amounts of water for foam production and
the complementary agents to be provided on the rescue and fire fighting
vehicles shall be in accordance with the aerodrome category determined
under .337(c), .337(d), .337(e), .337(f)
and Table 9-2, except that these amounts may be modified as follows:
(i) For aerodrome categories 1 and 2 up to 100
per cent of the water may be replaced by complementary agent; or
(ii)
For aerodrome categories 3 to 10 when a foam meeting performance level A is
used, up to 30 per cent of the water may be replaced by complementary agent.
For the
purpose of agent substitution, the following equivalents shall be used:
(A) 1 kg
complementary agent = 1.0 L water for production of a foam meeting performance
level A;
(B) 1 kg complementary agent = 0.66 L water for
production of a foam meeting performance level B.
Note 1: The
amounts of water specified for foam production are predicated on an application
rate of 8.2 L/min/m 2 for a foam
meeting performance level A, and 5.5 L/min/m 2 for a foam
meeting performance level B.
Note 2: When
any other complementary agent is used, the substitution ratios need to be
checked.
Table 9-1: Aerodrome category for rescue and fire
fighting
|
Aerodrome category |
Aeroplane overall length |
Maximum fuselage width |
|
(1) |
(2) |
(3) |
|
1 |
0 m up to but not including 9 m |
2 m |
|
2 |
9 m up to but not including 12 m |
2 m |
|
3 |
12 m up to but not including 18 m |
3 m |
|
4 |
18 m up to but not including 24 m |
4 m |
|
5 |
24 m up to but not including 28 m |
4 m |
|
6 |
28 m up to but not including 39 m |
5 m |
|
7 |
39 m up to but not including 49 m |
5 m |
|
8 |
49 m up to but not including 61 m |
7 m |
|
9 |
61 m up to but not including 76 m |
7 m |
|
10 |
76 m up to but not including 90 m |
8 m |
(12) At aerodromes
where operation by aeroplanes larger than the average size in a given category
are planned, the quantities of water should be recalculated and the amount of
water for foam production and the discharge rates for foam solution should be increased
accordingly.
Note.
— Additional guidance is available in Chapter 2 of the EAC 139-18.
(13) The
quantity of foam concentrates separately provided on vehicles for foam
production shall be in proportion to the quantity of water provided and the foam
concentrate selected.
(14) The amount of foam concentrate provided on a
vehicle should be sufficient to produce at least two loads of foam solution.
(15) Supplementary water supplies, for the
expeditious replenishment of rescue and fire fighting vehicles at the scene of
an aircraft accident, should be provided.
(16) When both a foam meeting performance level A
and a foam meeting performance level B are to be used, the total amount of
water to be provided forfoam production should first be based on the quantity
which would be required if only a foam meeting performance level A were used,
and then reduced by
(17) The discharge
rate of the foam solution shall not be less than the rates shown in Table 9-2.
(18) The complementary agents shall
comply with the appropriate specifications of the International Organization
for Standardization (ISO)*.
Editorial
Note.— To be put in footnote.
* See ISO
Publication 5923 (Carbon Dioxide), 7201 (Halogenated Hydrocarbons) and 7202
(Powder).
(19) The discharge rate of complementary agents
should be no less than the rates shown in Table 9-2 .
(20) Recommendation.
— Dry chemical powders should only be substituted with an agent that has equivalent
or better fire fighting capabilities, for all types of fires where
complementary agent is expected to be used.
Note.— Guidance on the use of complementary agents can
be found in the EAC
139.18.
(21) A reserve supply of foam concentrate and
complementary agent, equivalent to 200 per cent of the quantities of these
agents to be provided in the rescue and fire fighting vehicles, should be
maintained on the aerodrome for vehicle replenishment purposes. Where a major
delay in the replenishment of this supply is anticipated, the amount of reserve
supply should be increased.
Table 9-2: Minimum usable amounts of extinguishing
agents
|
|
Foam
meeting performance level A |
Foam
meeting performance level B |
Complementary
agents |
||
|
Aerodrome category |
Water1 |
Discharge rate foam
solution/ minute |
Water1 |
Discharge rate foam
solution/ minute |
Dry2 chemical
powders |
|
|
(L) |
(L) |
(L) |
(L) |
(kg) |
|
(1) |
(2) |
(3) |
(4) |
(5) |
(6) |
|
1 |
350 |
350 |
230 |
230 |
45 |
|
2 |
1000 |
800 |
670 |
550 |
90 |
|
3 |
1800 |
1 300 |
1 200 |
900 |
135 |
|
4 |
3600 |
2 600 |
2 400 |
1 800 |
135 |
|
5 |
8100 |
4 500 |
5 400 |
3 000 |
180 |
|
6 |
11 800 |
6 000 |
7 900 |
4 000 |
225 |
|
7 |
18 200 |
7 900 |
12 100 |
5 300 |
225 |
|
8 |
27 300 |
10 800 |
18 200 |
7 200 |
450 |
|
9 |
36 400 |
13 500 |
24 300 |
9 000 |
450 |
|
10 |
48 200 |
16 600 |
32 300 |
11 200 |
450 |
Note 1: The quantities of water shown in columns 2
and 4 are based on the average overall length of aeroplanes in a given
category. Where operations of an aeroplane larger than the average size are
expected, the quantities of water would need to be recalculated. See EAC 139-18
for additional guidance.
Note 2: Any other complementary agent having
equivalent fire fighting capability may be used.
(22) Rescue equipment: Rescue equipment commensurate
with the level of aircraft operations should be provided on the rescue and fire
fighting vehicle(s).
Note:
Guidance on the rescue equipment to be provided at an aerodrome is given in EAC
139-18.
(23) Response time: The operational objective of the
rescue and fire fighting service shall be to achieve a response time not
exceeding three minutes to any point of each operational runway, in optimum visibility and surface conditions.
(24) The operational objective of the rescue and
fire fighting service should be to achieve a response time not exceeding two
minutes to any point of each operational runway, in optimum visibility and
surface conditions.
(25) The operational objective of the rescue and
fire fighting service should be to achieve a response time not exceeding three
minutes to any other part of the movement area in optimum visibility and
surface conditions.
Note 1:
Response time is considered to be the time between the initial call to the
rescue and fire fighting service, and the time when the first responding
vehicle(s) is (are) in position to apply foam at a rate of at least 50 per cent
of the discharge rate specified in Table 9-2.
Note 2:
Optimum visibility and surface conditions are defined as daytime, good
visibility, no precipitation with normal response route free of surface
contamination e.g. water.
(26) To meet the operational objective as nearly as possible in less than optimum
conditions of visibility, especially during low visibility operations, suitable
guidance, equipment and/or procedures for rescue and fire fighting services
should be provided.
Note.—
Additional guidance is available in the EAC 139.18.
(27) Any vehicles, other than the first
responding vehicle(s), required to deliver the amounts of extinguishing agents
specified in Table 9-2 shall ensure continuous agent application and shall
arrive no more than arrive no more than four minutes from the initial call.
(28) Any vehicles, other than the first responding
vehicles(s), required to deliver the amounts of extinguishing agents specified
in Table 9-2 should ensure continuous agent application and should arrive no
more than three minutes from the initial call.
(29) A system of preventive maintenance of rescue
and fire fighting vehicles should be employed to ensure effectiveness of the
equipment and compliance with the specified response time throughout the life
of the vehicle.
(30) Emergency access roads: Emergency access roads
should be provided on an aerodrome where terrain conditions permit their
construction, so as to facilitate achieving minimum response times. Particular
attention should be given to the provision of ready access to approach areas up
to
Note:
Aerodrome service roads may serve as emergency access roads when they are
suitably located and constructed.
(31) Emergency access roads should be capable of
supporting the heaviest vehicles which will use them, and be usable in all
weather conditions. Roads within
(32) When the surface of the road is
indistinguishable from the surrounding area,
edge markers should be placed at intervals of about
(33) Fire stations: All rescue and fire fighting
vehicles should normally be housed in a fire station. Satellite fire stations
should be provided whenever the response time cannot be achieved from a single
fire station.
(34) The fire station should be located so that the
access for rescue and fire fighting vehicles into the runway area is direct and
clear, requiring a minimum number of turns.
(35) Communication and alerting systems: A discrete
communication system should be provided linking a fire station with the control
tower, any other fire station on the aerodrome and the rescue and fire fighting
vehicles.
(36) An alerting system for rescue and fire fighting
personnel, capable of being operated from that station, should be provided at a
fire station, any other fire station on the aerodrome and the aerodrome control
tower.
(37) Number of rescue and fire fighting vehicles:
The minimum number of rescue and fire fighting vehicles provided at an
aerodrome should be in accordance with the following tabulation:
|
Aerodrome category |
Rescue and fire fighting vehicles |
|
1 |
1 |
|
2 |
1 |
|
3 |
1 |
|
4 |
1 |
|
5 |
1 |
|
6 |
2 |
|
7 |
2 |
|
8 |
3 |
|
9 |
3 |
|
10 |
3 |
Note:
Guidance on minimum characteristics of rescue and fire fighting vehicles is
given in EAC 139-18.
(38) Personnel: All rescue and fire fighting
personnel shall be properly trained to perform their duties in an efficient
manner and shall participate in live fire drills commensurate with the types of
aircraft and type of rescue and fire fighting equipment in use at the aerodrome,
including pressure-fed fuel fires.
Note 1:
Guidance to assist the aerodrome administrator in providing proper training is
given in EAC 139-56;and EAC 139-18.
Note 2:
Fires associated with fuel discharged under very high pressure from a ruptured
fuel tank are known as “pressure-fed fuel fires”.
Editorial Note.— Renumber existing paragraphs accordingly
(c) Disabled
aircraft removal:
Note: Guidance on removal of a disabled aircraft, including recovery equipment, is given in EAC 139-22.
(1) A plan for the removal of an aircraft
disabled on, or adjacent to, the movement area should be established for an
aerodrome, and a coordinator desig-nated to implement the plan, when necessary.
(2) The disabled aircraft removal plan should be
based on the characteristics of the aircraft that may normally be expected to
operate at the aerodrome, and include among other things:
(i) A list of equipment and personnel on, or in
the vicinity of, the aerodrome which would be available for such purpose; and
(ii) Arrangements for the rapid receipt of
aircraft recovery equipment kits available from other aerodromes.
(d) Wildlife
strike hazard reduction:
Note. The presence of wildlife (birds and animals)
on and in the airport vicinity poses a serious threat to aircraft operational
safety.
(1) The
wildlife strike hazard on, or in the vicinity of, an aerodrome shall be
assessed through:
(i) The establishment of a national procedure
for recording and reporting bird strikes to aircraft;
(ii) The collection of information from aircraft
operators, airport personnel, and other sources. on the presence of wildlife on
or around the aerodrome constituting a potential hazard to aircraft operations;
and
(iii) An ongoing evaluation of the wildlife hazard by competent personnel.
Note: See ECAR Part 173.
(2) Wildlife strike reports shall be collected
and forwarded to ECAA for inclusion in the ICAO Bird Strike Information System
(IBIS) data base.
Note: The
ICAO Bird Strike Information System (IBIS) is designed to collect and
disseminate information on bird strikes to aircraft. Information on the system
is included in EAC 139-29.
(3) Action
shall to taken decrease the risk to aircraft operations by adopting measures to
minimize the likelihood of collisions between wildlife and aircraft.
Note: Guidance
on effective measures for establishing whether or not wildlife, on or near an
aerodrome, constitute a potential hazard to aircraft operations, and on methods
for discouraging their presence, is given in EAC 139-20.
(4) Garbage disposal dumps or any such other
source which may attracts wildlife to the aerodrome, or its vicinity, shall be
eliminated or their establishment prevented, unless an appropriate wildlife
assessment indicates that they are unlikely to create conditions conducive to a
wildlife hazard problem.
Where the elimination of existing sites is not possible, the aerodrome
operator shall ensure that any risk to aircraft posed by these sites is
assessed and reduced to as low as reasonably practicable.
(5)
Aerodrome operator should give considerations to aviation safety concerns
related to land development in the vicinity of the aerodrome that may attract
wildlife.
(e) Apron management service:
(1) When warranted by the volume of traffic and
operating conditions, an appropriate apron management service should be
provided on an apron by an aerodrome ATS unit, by another aerodrome operating
administration, or by a cooperative combination of these, in order to:
(i) Regulate movement with the objective of
preventing collisions between aircraft, and between aircraft and obstacles;
(ii) Regulate entry of aircraft into, and
coordinate exit of aircraft from, the apron with the aerodrome control tower;
and
(iii) Ensure safe and expeditious movement of
vehicles and appropriate regulation of other activities.
(2) When the aerodrome control tower does not
participate in the apron management service, procedures should be established
to facilitate the orderly transition of aircraft between the apron management
unit and the aerodrome control tower.
Note:
Guidance on an apron management service is given in EAC 139-25 and in EAC
139-30.
(3) An apron management service shall be provided
with radiotelephony communications facilities.
(4) Where low visibility procedures are in
effect, persons and vehicles operating on an apron shall be restricted to the
essential minimum.
Note:
Guidance on related special procedures is given in EAC 139-30.
(5) An emergency vehicle responding to an
emergency shall be given priority over all other surface movement traffic.
(6) A vehicle operating on an apron shall:
(i) Give way to an emergency vehicle; an
aircraft taxiing, about to taxi, or being pushed or towed; and
(ii) Give way to other vehicles in accordance with
local regulations.
(7) An aircraft stand shall be visually monitored
to ensure that the recommended clearance distances are provided to an aircraft
using the stand.
(f) Ground servicing of aircraft:
(1) Fire extinguishing equipment suitable for at
least initial intervention in the event of a fuel fire and personnel trained in
its use shall be readily available during the ground servicing of an aircraft,
and there shall be a means of quickly summoning the rescue and fire fighting
service in the event of a fire or major fuel spill.
(2) When aircraft refuelling operations take place
while passengers are embarking, on board or disembarking, ground equipment
shall be positioned so as to allow:
(i) The use of a sufficient number of exits for
expeditious evacuation; and
(ii) A ready escape route from each of the exits
to be used in an emergency.
(g) Aerodrome vehicle operations:
Note 1:
Guidance on aerodrome vehicle operations is contained in EAC 139-57 and on
traffic rules and regulations for vehicles is contained EAC 139-30.
Note 2: It
is intended that roads located on the movement area be restricted to the
exclusive use of aerodrome personnel and other authorized persons, and that
access to the public buildings by an unauthorized person will not require use
of such roads.
(1) A vehicle shall be operated:
(i) On a manoeuvring area only as authorized by
the aerodrome control tower; and
(ii) On an apron only as authorized by the
appropriate designated authority.
(2) The driver of a vehicle on the movement area
shall comply with all mandatory instructions conveyed by markings and signs unless
otherwise authorized by:
(i) The aerodrome control tower when on the
manoeuvring area; or
(ii) The appropriate designated authority when on
the apron.
(3) The driver of a vehicle on the movement area
shall comply with all mandatory instructions conveyed by lights.
(4) The driver of a vehicle on the movement area
shall be appropriately trained for the tasks to be performed and shall comply
with the instructions issued by:
(i) The aerodrome control tower, when on the
manoeuvring area; and
(ii) The appropriate designated authority, when on
the apron.
(5) The driver of a radio-equipped vehicle shall
establish satisfactory two-way radio communication with the aerodrome control
tower before entering the manoeuvring area and with the appropriate designated
authority before entering the apron. The driver shall maintain a continuous
listening watch on the assigned frequency when on the movement area.
(h)
Surface movement guidance and control systems:
(1) Application: A surface movement guidance and
control system shall be provided at an aerodrome.
Note:
Guidance on surface movement guidance and control systems is contained in EAC
139-30.
(2) Characteristics: The design of a surface
movement guidance and control system should take into account:
(i) The density of air traffic;
(ii) The visibility conditions under which
operations are intended;
(iii)
The need for pilot orientation;
(iv)
The complexity of the aerodrome layout; and
(v) Movements of vehicles.
(3) The visual aid components of a surface
movement guidance and control system, i.e. markings, lights and signs should be
designed to conform with the relevant specifications in .321, .323 and .325, respectively.
(4) A surface movement guidance and control
system should be designed to assist in the prevention of inadvertent incursions
of aircraft and vehicles onto an active runway.
(5) The system should be designed to assist in
the prevention of collisions between aircraft, and between aircraft and
vehicles or objects, on any part of the movement area.
Note: Guidance
on control of stop bars through induction loops and on a visual taxiing
guidance and control system is contained in EAC 139-12.
(6) Where a surface movement guidance and control
system is provided by selective switching of stop bars and taxiway centre line
lights, the following requirements shall be met:
(i) Taxiway routes which are indicated by
illuminated taxiway centre line lights shall be capable of being terminated by
an illuminated stop bar;
(ii) The control circuits shall be so arranged
that when a stop bar located ahead of an aircraft is illuminated the
appropriate section of taxiway centre line lights beyond it is suppressed; and
(iii) The taxiway centre line lights are activated
ahead of an aircraft when the stop bar is suppressed.
Note 1: See
Sections .323(o) and .323(q) for specifications on taxiway centre line lights
and stop bars, respectively.
Note 2:
Guidance on installation of stop bars and taxiway centre line lights in surface
movement guidance and control systems is given in EAC 139-12.
(7) Surface movement radar for the manoeuvring
area should be provided at an aerodrome intended for use in runway visual range
conditions less than a value of 350m.
(8) Surface movement radar for the manoeuvring
area should be provided at an aerodrome other than that in 139.335(h)(7) when
traffic density and operating conditions are such that regularity of traffic
flow cannot be maintained by alternative procedures and facilities.
Note:
Guidance on the use of surface movement radar is given in EAC 139-30 and ECAR Part 172.
(i) Siting of equipment and installations on
operational areas:
Note 1:
Requirements for obstacle limitation surfaces are specified in .317(b).
Note 2: The design of light fixtures and their supporting structures,
light units of visual approach slope indicators, signs, and markers, is
specified in .323(a), .323(e), .325(a)
and .327(a), respectively. Guidance on the frangible design of visual and
non-visual aids for navigation is given in eca 139-14 ( in preparation )
(1) Unless its function requires it to be there
for air navigation purposes, no equipment or installation shall be:
(i) On a runway strip, a runway end safety area,
a taxiway strip or within the distances specified in Table 3-1, column 11, if
it would endanger an aircraft; or
(ii) On a clearway if it would endanger an
aircraft in the air.
(2) Any equipment or installation required for
air navigation purposes which must be located:
(i) On that
portion of a runway strip within:
(A) 75 m of
the runway centre line where the code number is 3 or 4; or
(B) 45 m of
the runway centre line where the code number is 1 or 2; or
(ii) On a runway end safety area, a taxiway strip
or within the distances specified in Table 3-1; or
(iii) On a
clearway and which would endanger an aircraft in the air.
Shall
be frangible and mounted as low as possible.
(3) Existing non-visual aids need not meet the
requirement of 139.335(i)(2) until 1 January 2010.
(4) Any equipment or installation required for
air navigation purposes which must be located on the non-graded portion of a
runway strip should be regarded as an obstacle and should be frangible and
mounted as low as possible.
Note:
Guidance on the siting of navigation aids is contained in EAC 139-14.
(5) Unless its function requires it to be there
for air navigation purposes, no equipment or installation shall be located
within 240 m from the end of the strip and within:
(i) 60 m of the extended centre line where the
code number is 3 or 4; or
(ii) 45 m of the extended centre line where the
code number is 1 or 2;
Of a
precision approach runway category I, II or III.
(6) Any equipment or installation required for
air navigation purposes which must be located on or near a strip of a precision
approach runway category I, II or III and which:
(i) Is situated on that portion of the strip
within 77.5 m of the runway centre line where the code number is 4 and the code
letter is F; or
(ii) Is situated within 240 m from the end of the
strip and within:
(A) 60 m of the extended runway centre line where
the code number is 3 or 4; or
(B) 45 m of the extended runway centre line where
the code number is 1 or 2; or
(iii) Penetrates the inner approach surface, the
inner transitional surface or the balked landing surface;
Shall
be frangible and mounted as low as possible.
(7) Existing non-visual aids need not meet the
requirement of 139.335(i)(6) until 1 January 2010.
Note: See
.323(a)(5) for the protection date for existing elevated approach lights.
(8) Any equipment or installation required for
air navigation purposes which is an obstacle of operational significance in
accordance with .317(b)(4), .317(b)(11), .317(b)(20) or .317(b)(27) should be
frangible and mounted as low as possible.
(j) Fencing:
(1) Application: A fence or other suitable
barrier should be provided on an aerodrome to prevent the entrance to the
movement area of animals large enough to be a hazard to aircraft.
(2) As of 23 November
(3) A fence or other suitable barrier should be
provided on an aerodrome to deter the inadvertent or premeditated access of an
unauthorized person onto a non-public area of the aerodrome.
Note 1: This
is intended to include the barring of sewers, ducts, tunnels, etc., where
necessary to prevent access.
Note 2:
Special measures may be required to prevent the access of an unauthorized
person to runways or taxiways which overpass public roads.
(4) As
of 23 November 2006, a fence or other suitable barrier shall be provided on an
aerodrome to deter the inadvertent or premeditated access of an unauthorized
person onto a non-public area of the aerodrome.
Note 1: This
is intended to include the barring of sewers, ducts, tunnels, etc., where
necessary to prevent access.
Note 2:
Special measures may be required to prevent the access of an unauthorized
person to runways or taxiways which overpass public roads.
(5) Suitable means of protection should be
provided to deter the inadvertent or premeditated access of unauthorized
persons into ground installations and facilities essential for the safety of
civil aviation located off the aerodrome.
(6) As of 23 November 2006, suitable means of
protection shall be provided to deter the inadvertent or premeditated access of
unauthorized persons into ground installations and facilities essential for the
safety of civil aviation located off the aerodrome.
(7) Location: The fence or barrier should be
located so as to separate the movement area and other facilities or zones on
the aerodrome vital to the safe operation of aircraft from areas open to public
access.
(8) As of 23 November 2006, the fence or barrier
shall be located so as to separate the movement area and other facilities or
zones on the aerodrome vital to the safe operation of aircraft from areas open
to public access.
(9) When greater security is thought necessary, a
cleared area should be provided on both sides of the fence or barrier to
facilitate the work of patrols and to make trespassing more difficult.
Consideration should be given to the provision of a perimeter road inside the
aerodrome fencing for the use of both maintenance personnel and security
patrols.
(k) Security lighting: At an aerodrome where it is
deemed desirable for security reasons, a fence or other barrier provided for
the protection of international civil aviation and its facilities should be
illuminated at a minimum essential level. Consideration should be given to
locating lights so that the ground area on both sides of the fence or barrier,
particularly at access points, is illuminated
139.337 Handling and storing of hazardous
substances and materials.
(a) Each certificate
holder which acts as a cargo handling agent shall establish and maintain
procedures for the protection of persons and property on the airport during the
handling and storing of any hazardous materials, that is, or is intended to be,
transported by air. These procedures shall provide for at least the following:
(1) Designated
personnel to receive and handle hazardous substances and materials.
(2) Assurance
from the shipper that the cargo can be handled safely, including any special
handling procedures required for safety.
(3) Special
areas for storage of hazardous materials while on the airport.
(b) Each certificate
holder shall establish and maintain standards acceptable to the ECAA for
protecting against fire and explosions in storing, dispensing, and otherwise
handling fuel, lubricants, and oxygen (other than articles and materials that
are, or are intended to be, aircraft cargo) on the airport. These standards
shall cover facilities, procedures, and personnel training and shall address at
least the following:
(1) Grounding
and bonding.
(2) Public
protection.
(3) Control
of access to storage areas.
(4) Fire
safety in fuel farm and storage areas.
(5) Fire
safety in mobile fuelers, fueling pits, and fueling cabinets.
(6) The fire
code of the public body having jurisdiction over the airport.
(c) Each certificate
holder shall, as a fueling agent, comply with and, require all other fueling agents operating on
the airport to comply with the standards established under paragraph (b) of
this section and shall perform reasonable surveillance of all fueling
activities on the airport with respect to those standards.
(d) Each certificate
holder shall inspect the physical facilities of each airport tenant fueling
agent at least once every 3 months for compliance with paragraph (b) of this
section and maintain a record of that inspection for at least 12 months. The
certificate holder may use an independent organization to perform this
inspection if:
(1) It is
acceptable by the ECAA; and
(2) It
prepares a record of its inspection sufficiently detailed to assure the
certificate holder and the ECAA that the inspection is adequate.
(e) The training of fueling personnel in fire safety shall include at
least the following:
(1) At least
one supervisor with each fueling agent shall have completed an aviation fuel
training course in fire safety which is acceptable to the ECAA.
(2) All
other employees who fuel aircraft, accept fuel shipments, or otherwise handle
fuel shall receive at least on-the-job training in fire safety from the
supervisor trained in accordance with paragraph (e)(1) of this section.
(f) Each certificate
holder shall obtain certification once a year from each airport tenant fueling
agent that the training required by paragraph (e) of this section has been
accomplished.
(g) Unless otherwise
authorized by the ECAA, each certificate holder shall require each tenant
fueling agent to take immediate corrective action whenever the certificate
holder becomes aware of noncompliance with a standard required by paragraph (b)
of this section. The certificate holder shall notify the ECAA immediately when
noncompliance is discovered and corrective action cannot be accomplished within
a reasonable period of time.
(h) EAC121-5 contain
standards and procedures for the handling and storage of hazardous substances
and materials which are acceptable to the ECAA.
139.339 Self-inspection program
(a) Each certificate
holder shall inspect the airport to assure compliance with this subpart:
(1) Daily,
except as otherwise required by the airport certification manual or airport
certification specifications;
(2) When
required by any unusual condition such as construction activities or
meteorological conditions that may affect safe air carrier operations; and
(3) Immediately
after an accident or incident.
(b) Each certificate holder shall provide the
following:
(1) Equipment
for use in conducting safety inspections of the airport;
(2) Procedures,
facilities, and equipment for reliable and rapid dissemination of information
between airport personnel and its air carriers;
(3) Procedures
to ensure that qualified inspection personnel perform the inspections; and
(4) A
reporting system to ensure prompt correction of unsafe airport conditions noted
during the inspection.
(c) Each certificate holder shall prepare and keep
for at least 6 months, and make available for inspection by the ECAA on
request, a record of each inspection prescribed by this section, showing the
conditions found and all corrective actions taken.
(d) EAC 139-64 contain standards and procedures for
the conduct of airport self-inspections which are acceptable to the ECAA.
139.341 Protection of navaids.
Each certificate holder shall:
(a) Prevent the
construction of facilities on its airport that, as determined by the ECAA,
would derogate the operation of an electronic or visual navaid and air traffic
control facilities on the airport;
(b) Protect, or
if the owner is other than the certificate holder, assist in protecting, all
navaids on its airport against vandalism and theft; and
(c) Prevent, insofar as it is within the airport's authority, interruption of visual and electronic signals of navaids.
(a) Each
certificate holder shall provide:
(1) Safeguards acceptable to the ECAA to prevent
inadvertent entry to the movement area by unauthorized persons or vehicles; and
(2) Reasonable protection of persons and property
from aircraft blast.
(b) Fencing
meeting the requirements of ECAR Part 107 in areas subject to that part is
acceptable for meeting the requirements of paragraph (a)(1) of this section.
139.345 Wildlife hazard management
(a) Each certificate holder should provide for the
conduct of an ecological study, acceptable to the ECAA, when any of the
following events occurs on or near the airport:
(1) An air carrier aircraft
experiences a multiple bird strike or engine ingestion.
(2) An air carrier aircraft
experiences a damaging collision with wildlife other than birds.
(3) Wildlife of a size or in
numbers capable of causing an event described in paragraph (a) (1) or (2) of
this section is observed to have access to any airport flight pattern or
movement area.
(b) The study required in paragraph (a) of this
section should contain at least the following:
(1) Analysis of the event which
prompted the study.
(2) Identification of the
species, numbers, locations, local movements, and daily and seasonal
occurrences of wildlife observed.
(3) Identification and location
of features on and near the airport that attract wildlife.
(4) Description of the wildlife hazard
to air carrier operations.
(c) The study required by paragraph (a) of this
section should be submitted to the ECAA, who determines whether or not there is
a need for a wildlife hazard management plan. In reaching this determination,
the ECAA considers:
(1) The ecological study;
(2) The aeronautical activity at
the airport;
(3) The views of the certificate
holder;
(4) The views of the airport
users; and
(5) Any other factors bearing on
the matter of which the ECAA is aware.
(d) When the ECAA determines that a wildlife hazard management plan is needed, the certificate holder should formulate and implement a plan using the ecological study as a basis. The plan should:
(1) Be submitted to, and approved
by, the ECAA prior to implementation; and
(2) Provide measures to alleviate
or eliminate wildlife hazards to air carrier operations.
(e) The plan should include at least the
following:
(1) The persons who have
authority and responsibility for implementing the plan.
(2) Priorities for needed habitat
modification and changes in land use identified in the ecological study, with
target dates for completion.
(3) Identification of resources to be provided by
the certificate holder for implementation of the plan.
(4) Procedures to be followed during air carrier
operations, including at least:
(i) Assignment of personnel responsibilities for
implementing the procedures;
(ii) Conduct of physical inspections of the
movement area and other areas critical to wildlife hazard management
sufficiently in advance of air carrier operations to allow time for wildlife
controls to be effective;
(iii) Wildlife control measures; and
(iv) Communication between the wildlife control
personnel and any air traffic control tower in operation at the airport.
(5) Periodic evaluation and review of the
wildlife hazard management plan for:
(i) Effectiveness in dealing with the wildlife
hazard; and
(ii) Indications that the existence of the
wildlife hazard, as previously described in the ecological study, should be
reevaluated.
(6) A training program to provide airport
personnel with the knowledge and skills needed to carry out the wildlife hazard
management plan required by paragraph (d) of this section.
(f) Notwithstanding the other requirements of this
section, each certificate holder shall take immediate measures to alleviate
wildlife hazards whenever they are detected.
(g) EAC139-65 contains standards and procedures
for wildlife hazard management at airports which are acceptable to the ECAA.
139.347 Noncomplying conditions
(a) Unless otherwise authorized by
the ECAA, whenever the requirements of this Part cannot be met to the extent
that uncorrected unsafe conditions
exist on the
airport, the certificate holder
shall limit air carrier operations to those portions of the airport not
rendered unsafe by those conditions.
(b) The certificate holder shall
notify the ECAA of any condition which do not meet the standards prescribed in
this Part immediately.