guidance on the aerodrome certification process …...runway safety team. a team comprised of...

Public Authority for Civil Aviation

GUIDANCE FOR AERODROME CERTIFICATION PROCESS AND SAFETY OVERSIGHT

Copyright © 2018 by the Aerodrome Safety Department - DGCAR All rights reserved. No part of this publication may be stored in a retrieval system, transmitted, or reproduced in

any way, including but not limited to photo-copy, magnetic or other record, without the prior agreement and written permission of the DGCAR.

Manual Number: 1.2.9 Issue Date: 05 August 2018 Revision Number: 01

Guidance on the Aerodrome certification Process and Safety Oversight Rev: 01

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Date of Issue: 05 August 2018 | Public Authority for Civil Aviation Page iv

Table of Content

FOREWORD ..................................................................................................................................... 1

Definitions and Abbreviations ................................................................................................ 2

1.1 Definitions ..................................................................................................................... 2

1.2 Abbreviations ................................................................................................................ 4

General .................................................................................................................................... 5

2.1 Scope of Aerodrome Certification ................................................................................ 5

2.2 Continued oversight ..................................................................................................... 5

2.3 Shared responsibilities and interfaces ......................................................................... 6

2.4 Aerodrome manual ....................................................................................................... 6

2.4.1 Use of the aerodrome manual .............................................................................. 6

2.4.2 Contents of the aerodrome manual ..................................................................... 7

2.4.3 Updating of the aerodrome manual ..................................................................... 7

2.4.4 Location of the aerodrome manual ...................................................................... 8

The aerodrome certification process and Safety Oversight ................................................... 8

3.1 Who must apply for the certificate? ............................................................................ 8

3.2 Timescale for processing of applications ..................................................................... 8

3.3 Conditions that must be satisfied to grant a certificate ............................................... 9

3.4 Initial certification ......................................................................................................... 9

3.4.1 Stage 1: Submit Application .................................................................................. 9

3.4.2 Stage 2: Review of the Applicant by PACA ............................................................ 9

3.4.3 Stage 3: Preparation of the on-site verification team ........................................ 10

3.4.4 Stage 4: On-site verification ................................................................................ 10

3.4.5 Stage 5: Preparation of the final Report on the on-site visit .............................. 11

3.4.6 Stage 6: Submission of the corrective action plan(s) by the aerodrome operator 12

3.4.7 Stage 7: Issuance of the certificate ..................................................................... 12

3.4.8 Stage 8: Promulgation of the status of certification ........................................... 12

3.5 Continued Aerodrome Safety Oversight .................................................................... 14

3.5.1 General ................................................................................................................ 14

3.5.2 Continued oversight principles ........................................................................... 14

3.5.3 Audit of selected items ....................................................................................... 14

3.5.4 Influence of aerodrome safety performance and risk exposure ........................ 15

3.5.5 Continued oversight plans and programmes ...................................................... 15

3.5.6 Unannounced inspections ................................................................................... 16


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3.5.7 Monitoring of corrective actions plans ............................................................... 16

3.5.8 Increased oversight ............................................................................................. 16

Aerodrome safety coordination ........................................................................................... 17

4.1 Coordination affecting aerodrome safety .................................................................. 17

4.2 feedback on occurrences to PACA .............................................................................. 18

4.3 Management of change.............................................................................................. 19

4.4 Obstacle control ......................................................................................................... 20

4.5 Oversight of third parties ........................................................................................... 20

References ............................................................................................................................ 20

Annex 1- Sample of Onsite- verification Team Composition ........................................................ 21

Annex 2- Sample of audit schedule .............................................................................................. 22

Annex 3- On site verification Items............................................................................................... 24

Annex 4- Sample of On-site verification Checklist ........................................................................ 35

Annex 5 - Critical data related to safety occurrences reported at aerodromes for the monitoring of safety ...................................................................................................................................... 106

Annex 6 – Audit Finding Form ..................................................................................................... 111

Annex 7- Sample of Aerodrome Certificate …………………………………………………………………………. 128


Date of Issue: 05 August 2018 | Public Authority for Civil Aviation Page 1

FOREWORD This guidance outlines the general principles and procedures to be followed through all of the

suggested stages of certifying an aerodrome operator: the initial meeting between PACA and

the aerodrome operator, technical inspections of the aerodrome, approval of all or relevant

parts of the aerodrome manual, on-site verification of aerodrome operational aspects

including the safety management system (SMS) of the operator, analysis of the deviations

from regulatory requirements and issuance of the verification report, assessment of the

corrective action plan, issuance of the certificate and continued safety oversight.

This Document describes the different steps of the initial certification process and the

checklist that can be used by PACA to assess the acceptance of an aerodrome manual and

initial certification of an aerodrome. It details en second time the general principles and

procedures to be followed have been developed to assist the aerodrome operators to meet

their safety obligations.

This manual is effective from 05 August 2018.



Definitions and Abbreviations

1.1 Definitions

Aerodrome. A defined area on land or water (including any buildings, installations and

equipment) intended to be used either wholly or in part for the arrival, departure and surface

movement of aircraft.

Aerodrome certificate. A certificate issued by the Public Authority for Civil Aviation under applicable regulations for the operation of an aerodrome.

Aerodrome elevation. The elevation of the highest point of the landing area.

Aerodrome manual. The manual that forms part of the application for an aerodrome certificate pursuant to these regulations, including any amendments thereto accepted/approved by the PACA.

Aerodrome reference point. The designated geographical location of an aerodrome.

Aircraft classification number (ACN). A number expressing the relative effect of an aircraft

on a pavement for a specified standard subgrade category.

Aircraft stand. A designated area on an apron intended to be used for parking an aircraft.

Apron. A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of loading or unloading passengers, mail or cargo, fuelling, parking or maintenance.

Apron management service. A service provided to regulate the activities and the movement of aircraft and vehicles on an apron.

Arresting System. A system designed to decelerate an aeroplane overrunning the runway.

Certified aerodrome. An aerodrome whose operator has been granted an aerodrome certificate by the Public Authority for Civil Aviation

Clearway. A defined rectangular area on the ground or water under the control of the

appropriate authority, selected or prepared as a suitable area over which an aeroplane may

make a portion of its initial climb to a specified height.

Declared distances:

a) Take-off run available (TORA) - The length of runway declared available and

suitable for the ground run of an aeroplane taking off.



b) Take-off distance available (TODA) - The length of the take-off run available plus

the length of the clearway, if provided.

c) Accelerate-stop distance available (ASDA) - The length of the take-off run

available plus the length of the stopway, if provided.

d) Landing distance available (LDA) - The length of runway which is declared

available and suitable for the ground run of an aeroplane landing.

Foreign Object Debris (FOD). An inanimate object within the movement area which has no

operational or aeronautical function and which has the potential to be a hazard to aircraft

operations.

Movement area. That part of an aerodrome to be used for the take-off, landing and taxiing

of aircraft, consisting of the manoeuvring area and the apron(s).

Outer main gear wheel span (OMGWS). The distance between the outside edges of the main

gear wheels.

Pavement classification number (PCN). A number expressing the bearing strength of a

pavement for unrestricted operations.

Runway Safety Team. A team comprised of representatives from [the aerodrome operator],

air traffic service providers, airlines or aircraft operators, pilot and air traffic controllers

associations and any other group with a direct involvement in runway operations [at a

specific aerodrome,] that advise the appropriate management on the potential runway

[safety] issues and recommend mitigation strategies.

Runway end safety area (RESA). An area symmetrical about the extended runway centre line

and adjacent to the end of the strip primarily intended to reduce the risk of damage to an

aeroplane undershooting or overrunning the runway.

Runway strip. A defined area including the runway and stopway, if provided, intended:

a) To reduce the risk of damage to aircraft running off a runway; and

b) To protect aircraft flying over it during take-off or landing operations.



1.2 Abbreviations

ACN: Aircraft classification number

AGA Aerodromes and ground aids

ASDA Accelerate-stop distance available

ATS Air traffic services

OFZ Obstacle free zone

OLS Obstacle Limitation Surface

OMGWS Outer main gear wheel span

PACA Public Authority of Civil Aviation

PAPI Precision approach path indicator

PCN Pavement classification

RESA Runway end safety area

RST Runway Safety Team

RVR Runway visual range

TODA Take-off distance available

TORA Take-off run available



General 2.1 Scope of Aerodrome Certification The scope of certification covers all relevant specifications established through the regulatory framework applicable to the aerodrome. In fact, the relevant specifications stem from CAR 139- PART 1 provisions.

The scope of certification includes at least the subjects below: a) Compliance of the aerodrome infrastructure with CAR139-Part1 for the operations the

aerodrome is intended to serve; b) The operational procedures and their day-to-day application, when applicable, concerning:

1) Aerodrome data and reporting; 2) Access to the movement area; 3) Aerodrome emergency plan; 4) Rescue and firefighting (RFF); 5) Inspection of the movement area; 6) Maintenance of the movement area; 7) Hazardous meteorological conditions; 8) Visual aids and aerodrome electrical systems; 9) Safety during aerodrome works; 10) Apron management; 11) Apron safety; 12) Vehicles on the movement area; 13) Wildlife hazard management; 14) Obstacles; 15) Removal of a disabled aircraft; 16) Low visibility operations; and 17) Compliance of the safety management system (SMS) with applicable regulations.

2.1.3 The aerodrome manual describes all the information, for each certified aerodrome, pertaining to the above scope of certification concerning the aerodrome site, facilities, services, equipment, operating procedures, organization and management, including its SMS.

2.1.4 The complexity and size of the aerodrome may necessitate the SMS to be included in a separate manual.

2.2 Continued oversight

2.2.1 Once PACA has completed a thorough review of the compliance of an aerodrome with the applicable certification requirements, leading to the granting of the certificate to the aerodrome operator, continued oversight should be established by PACA (Aerodrome Safety department) in order to ensure that compliance with regard to certification conditions and ongoing additional requirements is maintained.



2.2.2 By the end of December of Each year, the Aerodrome safety department shall prepare a plan for continued oversight audit. The audit can cover all or specific items of certification depending on the previous audit or inspection.

2.3 Shared responsibilities and interfaces Depending on the Provisions on CAR-139 or other relevant regulations, the aerodrome operator may not be responsible for some of the subjects detailed in the above scope of certification. In this case, the aerodrome manual should clearly define, for each of these items, which coordination and procedures have been put into place in the case of multiple responsible stakeholders.

2.4 Aerodrome manual 2.4.1 Use of the aerodrome manual An application for an aerodrome certificate shall be accompanied by an aerodrome manual produced/printed and Signed by the aerodrome operator (signed by the accountable executive) in accordance with CAR 139- Part 1. Once granted a certificate, the aerodrome operator is required to maintain the aerodrome manual in conformity with the applicable regulation and enable all aerodrome operating staff to have access to the relevant parts of the manual.

Note 1- The term “operating staff” refers to those persons, whether or not they are employed by the aerodrome operator, whose duties are concerned either with ensuring safety of aerodrome operations or require them to have access to the aerodrome movement areas and all other areas within the aerodrome perimeter.

Note 2- When considered suitable for security or management reasons, the aerodrome operator may restrict the access of some operating staff to parts of the aerodrome manual, if they are suitably briefed by other means to perform their duties adequately and this would not impair the safety of aerodrome operations.

2.4.1.1 Scope of the aerodrome manual

2.4.1.1.1 The aim and objectives of the aerodrome manual and how it is to be used by operating staff and other stakeholders should be stated in the manual.

2.4.1.1.2 The aerodrome manual contains all the relevant information to describe the management and operational structure. It is the means by which all aerodrome operating staff are fully informed as to their duties and responsibilities with regard to safety, including information and instructions related to those matters specified in the applicable regulation. It describes the aerodrome services and facilities, all operating procedures, and any restrictions in place.

2.4.1.2 Ownership of the aerodrome manual

2.4.1.2.1 The aerodrome operator is responsible for developing and maintaining the aerodrome manual, as well as providing appropriate personnel access to it.



2.4.1.2.2 It is the responsibility of the aerodrome operator to be satisfied with the appropriateness of each provision of the aerodrome manual to a particular operation and to make amendments and additions as necessary.

2.4.1.3 Format of the aerodrome manual

2.4.1.3.1 As part of the certification process, the aerodrome operators shall prepare and submit to PACA an aerodrome manual (hard copy and electronic) which will include all pertinent information on the aerodrome site, facilities, services, equipment, operating procedures, organization and management including a safety management system, is submitted by the applicant for acceptance prior to granting the aerodrome certificate.

2.4.1.3.2 The aerodrome manual accurately reflects the aerodrome’s SMS and shows, in particular, how the aerodrome intends to measure its performance against safety targets and objectives.

2.4.1.3.3 All aerodrome safety policies, operational procedures and instructions are contained in detail or cross referenced to other formally accepted or recognized publications.

2.4.1.3.4 Content and general guidelines for the preparation of the Aerodrome manual are given in CAR-139, Chapter 12.

2.4.2 Contents of the aerodrome manual

The aerodrome manual shall contain, as a minimum, the following sections, including the parts listed below:

Administration procedure for the aerodrome manual particulars of the aerodrome site Particulars of the aerodrome required to be reported to aeronautical information

services (AIS) Particulars of the aerodrome operating procedures and safety measures Aerodrome administration Aerodrome safety management system

The Content of those parts is detailed in CAR-139-Part1, Chapter 12.

2.4.3 Updating of the aerodrome manual

2.4.3.1 Responsibility for maintaining the accuracy of the aerodrome manual must be clearly defined in the manual (Refer to CAR 139- 11.14/11.16) The aerodrome operator shall alter or amend the aerodrome manual, in order to maintain the accuracy of the information in the manual.

2.4.3.2 The aerodrome manual shall updated using a defined process and includes a record of all amendments, effective dates and amendment approvals.



2.4.3.3 The method of enabling all aerodrome operating staff to have access to the relevant parts of the aerodrome manual shall be defined and could be demonstrated.

Note: A method of tracking amendments and ensuring their receipt should be established when using an electronic means of distribution.

2.4.3.4 Any amendments or additions should be communicated to PACA in accordance with the continued oversight requirements established by PACA.

2.4.4 Location of the aerodrome manual

2.4.4.1 The aerodrome operator shall provide the PACA with a complete and current copy of the aerodrome manual.

2.4.4.2 The aerodrome operator shall keep at least one complete and current copy of the aerodrome manual at the aerodrome and one copy at the operator‘s principal place of business if other than the aerodrome.

2.4.4.3 The aerodrome operator shall make the copy referred to in 2.4.4.2 available for inspection by authorized PACA personnel.

The aerodrome certification process and Safety Oversight

3.1 Who must apply for the certificate?

The Applicant for an Aerodrome Certificate should be the operator of the aerodrome or heliport who can be:

An operator of an aerodrome that is used by an air operator for the purpose of international civil aviation shall be in possession of an aerodrome certificate issued by PACA.

An operator of an aerodrome that is used by an air operator for the purpose of a 30 seat scheduled service for the transport of passengers shall be in possession of an aerodrome certificate issued by PACA.

Any other operator of an aerodrome other than an aerodrome referred to in CAR-139-PART1,1.4.1 and in respect of which PACA is of the opinion that meeting the requirements of a certified aerodrome is necessary in the interest of public safety

3.2 Timescale for processing of applications

It is important that Applicants submit the required paperwork sufficiently early to allow for detailed consideration of the application and site inspection. Applicants may experience unforeseen difficulties in meeting certification requirements and this may prolong the process. PACA cannot undertake to reach a certification decision within a particular timescale (outside of that stated within this Guidance) or to meet a commercial deadline set by the Applicant.

Note: Application for the renewal of a certificate shall be submitted 90days prior to the expiry of the existing certificate for PACA to begin the certification process.



3.3 Conditions that must be satisfied to grant a certificate

Refer to the requirements in CAR 139- PART1, Chapter 11“aerodrome certification / operator obligation / use of aerodromes”.

3.4 Initial certification

Note: It is anticipated that throughout the certification process, additional meetings will be necessary and beneficial to both the PACA and the applicant. Such meetings will be arranged at the request of either party.

The initial certification for an existing operational aerodrome or newly built aerodrome can need between 12 and 15 months from the first application to granting of the aerodrome certificate.

The initial certification process can be summarized as follows (see Figure 01).

3.4.1 Stage 1: Submit Application

According to the CAR-139-PART1 (provisions 1.4.7 and 11.1), the aerodrome operators shall submit to PACA an application for aerodrome certificate (see CAR139-PART1- Attachment C).

This applicant shall submit also an aerodrome manual (hard copy and electronic) which will include all pertinent information on the aerodrome site, facilities, services, equipment, operating procedures, organization and management including a safety management system and the document required in CAR-139-PART1, 11.1.1.

The aerodrome operator shall submit the self-assessment required in CAR139-PART1 (attachment D) related to:

CAR 139 Part 1 Compliance Checklist; Aerodrome manual compliance checklist;

The application shall be in a form and manner acceptable to the PACA and shall be signed, in ink by the applicant and include the appropriate application fee. 3.4.2 Stage 2: Review of the Applicant by PACA

The Aerodrome Safety Department will review the aerodrome manual and its annexes documents until it can be accepted by using the Compliance Checklist provided by the aerodrome operator filled during the self-assessment steps.

PACA shall accept a proposed aerodrome manual if it:

Accurately describes the physical specifications of the aerodrome; and Conforms to the requirements set out in Appendices to CAR139 that apply in respect

of an aerodrome manual.

Otherwise, the aerodrome operator shall reviews the aerodrome until PACA accepts it.



At the end of this stage, PACA will nominate of the on-site verification team (specify the team leader who will coordinates the mission with the designate person by the operator) and will inform to the aerodrome operator of the Acceptance of the aerodrome manual.

3.4.3 Stage 3: Preparation of the on-site verification team

As soon as the aerodrome manual is accepted, it is sent to the on-site verification team with all the procedures enclosed. The on-site verification team will prepare the on-site verification by:

- Defining the composition of groups. In fact, the team will be composed by 3 groups (Group 01: Organization, SMS and Documentation, Group 02: Aerodrome Ground Aids and Operation (AGA/OPS), Group 03: Emergency and Firefighting) see Annex 1.

- Preparing the final checklists based on the CAR-139 and the aerodrome manual and the list of item detailed in Annex 3. In fact, the Annex 4 is a sample of on-site verification checklist can be used/adapted by the team members.

Note: the composition of the group can be customized on the size and the complexity of the aerodrome if needed.

During this period, the on-site verification team, together with the aerodrome operator, plans the time and dates of the on-site verification with the objective of allowing the aerodrome operator sufficient period to mitigate any deviations before the certification deadline. In annex 2 a sample of Sample of audit schedule can be adapted by the auditing team according to size and complexity of the aerodrome.

3.4.4 Stage 4: On-site verification

The on-site verification confirms that the aerodrome operations are carried out effectively in accordance with the applicable regulation and procedures described in the manual.

The on-site verification of the SMS is normally included at this stage of initial certification, but depending on the implementation status of the SMS at the aerodrome, a specific verification of the SMS can be conducted separately. On-site verification of the SMS focuses explicitly on the components required for granting the certificate and, when applicable, covers all other requirements for an SMS.

If the aerodrome operator is not directly responsible for some of the activities within the scope of certification, the on-site verification ensures that there is appropriate coordination between the aerodrome operator and the other stakeholders.

The on-site verification starts with the Opening meeting which includes the auditing team and the aerodrome operators Managers and technical staff. During this meeting, the audit team leader presents the team and the scope of the audit. In this meeting, the schedule plan will be finalized and the focal of each area (from the audit team or the aerodrome operator).



The audit includes the following items: a) Infrastructure and ground aids b) RFF services c) Wildlife hazard management d) On-site verification of the operator’s procedures e) On-site verification of the SMS

The content of previous items is detailed in the annex 3.

Note that at least, One Night inspection will be scheduled by the audit team in order to check the lighting system and the night operation.

The on-site verification shall take into account the results of the previous technical inspections and the associated corrective actions, if relevant (example: actions be taken after a risk assessment or aeronautical study, action plan in progress, …).

During the audit, the aerodrome operator can close some finding (non-compliance) if he provides the sufficient evidence to the auditor and this finding could not be mentioned in the final report if the auditor accepts the evidence provided. In the final meeting, the audit team will present a summary of the findings detected during the on-site verification.

Any finding or observation shall be notified using the following Terminology.

NON-COMPLIANCE - An audit finding that identifies a deficiency in characteristic, documentation or procedure with respect to provisions of a national regulation or a non-adherence to a documented procedure of the auditee or a non-adherence to a procedure with respect to a recommended practice, guidelines or a good aviation safety practice.

OBSERVATION – Information provided to an auditee in regard to a weak practice or any item where it has been identified, by evidence, to contain potential problem that could lead to a non-compliance (Observation would not impact an approval, certificate or a license).

PACA shall submit all audit findings using the Audit Finding Form attached in annex 6 together with the audit report.

3.4.5 Stage 5: Preparation of the final Report on the on-site visit The final report will prepared by the audit team according to the finding detected in the on-site verification. This report will be sent by PACA after the classification of findings to the aerodrome operator in one month after the end of the audit in order to submit a corrective actions plan to resolve the findings.

PACA may impose immediate appropriate measures on the aerodrome operator, if necessary, until actions have been taken to remove or mitigate the findings.



3.4.6 Stage 6: Submission of the corrective action plan(s) by the aerodrome operator

The aerodrome operator shall submit to PACA the corrective action plan within 30 days after having received the certification/inspection reports. PACA and the aerodrome operator require a minimum period of one month after the submission of the corrective action plan before granting the certificate.

3.4.7 Stage 7: Issuance of the certificate

When no findings are reported or once the corrective action plans are accepted, and mitigation measures are agreed upon, PACA grants the aerodrome certificate to the applicant. An appendix may be attached to the certificate describing the essential conditions prevailing at the aerodrome, which may include (See Annex 7):

a) The aerodrome reference code; b) Critical aeroplane type; c) The operational conditions for the accommodation of critical aeroplane for which the

facility is provided; d) RFF category; e) The operational restrictions at the aerodrome; and f) The authorized deviations related to aerodrome compatibility described in Chapter 4,

their inherent operational conditions/restrictions and validity.

PACA may accept a deviation on the basis of a safety assessment if permitted by the regulatory framework.

During the period of validity of the certificate, PACA monitors the timely implementation of the corrective action plans within the continued oversight developed.

3.4.8 Stage 8: Promulgation of the status of certification

PACA (Aerodrome Safety department) will promulgate the status of certification of aerodrome in the aeronautical information publication (AIP), including:

a) Aerodrome name and ICAO location indicator;

b) Date of certification and, if applicable, validity of certification; and

c) Remarks, if any.

Where safety concerns have been observed on the aerodrome, special conditions or operational restrictions may be attached to the certificate and published in the aeronautical information publication (AIP) or by NOTAM until completion of the corrective action plan. In this case, validity may be shortened to be consistent with the duration and content of the corrective action plan. Other possible measures that may be taken by PACA include suspension and revocation of the certificate.



Figure 1- The aerodrome certification process

PACA

PACA



3.5 Continued Aerodrome Safety Oversight

3.5.1 General

This section describes the procedures for continued aerodrome safety oversight. Continued oversight actions may not need to be as exhaustive but shall be based on principles ensuring that compliance is maintained throughout the planning of adequate oversight actions.

Specific and targeted actions, in addition to the planned activities, will be carried out by PACA, for example, in relation to changes, analysis of occurrences, safety of aerodrome works, monitoring of corrective action plans, or those related to PACA safety plan. PACA may also have to address other issues regarding aerodrome safety depending on the aerodrome organization, such as obstacle control or oversight of ground handlers. In order to have a complete perspective on aerodrome compliance, the results of those technical inspections undertaken during initial certification should be available for the team verifying the aerodrome operational procedures on site.

3.5.2 Continued oversight principles

PACA will plan continued oversight actions in such a way as to ensure that each subject covered by the scope of certification is subject to oversight. In fact, the planning of continued oversight actions by the PACA will take into account the aerodrome safety performance and risk exposure.

The development and operation of an aerodrome’s SMS shall ensure that the aerodrome operator takes appropriate actions regarding the safety on the aerodrome.

Note: When an aerodrome has a fully developed and operational SMS, the continued oversight of the aerodrome does not have to be as exhaustive as for one with a developing SMS. Oversight activities in this case should focus on the SMS itself in order to ensure that the aerodrome SMS is operating continuously and adequately.

Sample checks of the aerodrome’s compliance with certification requirements and specifications will be carried out in order to ensure the SMS has identified all deviations, if any, and adequately managed them. This also provides an indication on the level of maturity of the SMS. Consequently, a periodic audit cycle will be developed which consists of:

a) at least one audit of the SMS; and b) sample checks on specific subjects.

If the SMS of the aerodrome operator is not fully implemented, specific oversight actions should target the SMS to ensure it is developing adequately and at a normal pace. In this case, the SMS will be audited as appropriate until it is considered to be sufficiently mature.

3.5.3 Audit of selected items

After initial certification has taken place, continued oversight actions of a subject may not require complete audit of all subject items and may instead be on the basis of sample assessment of selected items based on risk profile. In fact, An aerodrome can be assessed through an analysis of the safety occurrences at the aerodrome, including any significant development, change or other known information that may highlight subjects of concern.



The audit of the selected items should consist of: a) a desk-based review of the appropriate documents, and b) an on-site verification.

The same checklists as those used for initial certification of the subject items shall be used, but if a sampling item selection is made, only the selected checklist items should be audited.

3.5.4 Influence of aerodrome safety performance and risk exposure

The number of audits of the SMS during the period should be determined taking into account the following criteria:

a) PACA’s confidence in the operator’s SMS. This confidence is evaluated using the results of the SMS audits or other oversight actions. For example, feedback on the operator’s occurrence reporting and management system might indicate that the analyses of the safety occurrences are not carried out as adequately as desired, or that a significant number of incidents have arisen on the aerodrome; and

b) other factors contributing to the level of risk at the aerodrome, for example, the complexity of the aerodrome, the aerodrome's infrastructure or organization, the density of traffic, type of operations and other specific conditions.

For aerodromes with a fully implemented SMS, in addition to the audit of the SMS, some sample subjects shall be checked to ensure that the SMS has identified all safety-critical issues. This also helps to ensure that the SMS is operating adequately. The selection of these subjects shall be determined taking into account:

c) an analysis of the safety occurrences on the aerodrome; d) known information related to safety at the aerodrome that may highlight subjects of

concern; e) specific subjects most significant for safety; f) the complexity of the aerodrome; g) any significant development or change to aerodrome infrastructure; and h) the subjects previously selected in order to cover all within a certain number of

oversight cycles.

3.5.5 Continued oversight plans and programmes Following the above principles, an oversight plan shall be determined by PACA, for each certified aerodrome and communicated to the aerodrome operator. This plan shall ensure that:

a) for aerodrome where an SMS is not fully functional: 1) each subject within the scope of certification appears at least once and is subject

to specified oversight actions; and 2) the SMS is audited as appropriate;



Note 1— The development of an SMS may be phased. During a phased implementation, only the elements under development within a specific phase will be assessed and reviewed.

Note 2— It may be appropriate to audit an immature SMS at least once a year. b) for the aerodromes with a fully functional SMS:

1) the SMS is audited at least once; and 2) other oversight actions on selected subjects are conducted as appropriate.

The plan and programme shall be updated annually by PACA to show the oversight actions that have actually been carried out, including observations on certain actions that have not been undertaken as planned.

3.5.6 Unannounced inspections

Planning of the aerodrome audit is intended to assist PACA and aerodrome in planning resources and manpower and in ensuring a consistent and adequate level of oversight. However, it does not prevent PACA from carrying out unannounced inspections, if deemed necessary.

These inspections follow the same methodology as the scheduled audit or technical inspection as appropriate and may be carried out using the same checklists or could be aimed at a specific subject of concern.

3.5.7 Monitoring of corrective actions plans

Corrective actions plans resulting either from initial certification or from continued oversight audits or technical inspections will be monitored by PACA (Aerodrome Safety Department) until all items are closed to ensure that mitigating actions are carried out to the standard and timescale agreed. In fact, PACA will regularly review the status of each pending action.

When a deadline has been reached, PACA will verify that the related corrective actions have been adequately implemented.

Where a corrective action plan does not result in appropriate action being taken within acceptable timelines, increased oversight can be taken by PACA.

3.5.8 Increased oversight

When an aerodrome’s corrective action plan does not ensure that appropriate corrective action has been taken within acceptable timelines, and after coordination between PACA and the operator, PACA may decide that increased oversight of this operator is necessary. The scope of increased oversight may cover specific subjects or be all-encompassing.



In this case PACA will notify the aerodrome operator in writing:

a) that it is being placed under increased oversight and outline the subjects concerned and from which date;

b) the reasons for the increased oversight and what it consists of; and c) what actions are required by the aerodrome.

When an aerodrome is placed under increased oversight, PACA will:

a) carry out appropriate oversight actions on the subjects concerned; b) follow very carefully the implementation of the corrective actions plan; and c) allocate sufficient time/resources to the oversight of the concerned aerodrome.

The oversight actions carried out under increased oversight are the same as those carried out normally, but are more exhaustive and address all the subjects concerned.

When increased oversight is concluded on an aerodrome for a specific subject, PACA will advise the aerodrome operator in writing, stating the end of the procedure and the reason.

The aerodrome certificate can be amended, suspended or revoked according to the outcome of the increased oversight.

Aerodrome safety coordination

This section specifies the role of PACA in the coordination process and the interaction between the aerodrome operator and other stakeholders which is necessary for the safety of operations at the aerodrome.

4.1 Coordination affecting aerodrome safety

PACA verifies that coordination exists between the aerodrome operator, aeroplane operators, air navigation service providers and all other relevant stakeholders to ensure the safety of operations.

The aerodrome operator shall ensure that all users of the aerodrome, including ground-handling agencies and other organizations that perform activities independently at the aerodrome in relation to flight or aircraft handling, comply with the safety requirements of the aerodrome operator. The aerodrome operator monitors such compliance.



4.2 feedback on occurrences to PACA

Aerodrome operators are required to report safety occurrences at their aerodromes to PACA in accordance with the applicable regulation.

Aerodrome operators shall report to PACA the accidents and serious incidents, including:

a) runway excursions; b) undershoots; c) runway incursions; d) landing or take-off on a taxiway; and e) Wildlife strike-related events.

In addition to accidents and serious incidents, aerodrome operators should report safety occurrences of the following types:

a) foreign object debris/damage- (FOD) related event;

b) other excursions (i.e. from a taxiway or apron);

c) other incursions (i.e. on taxiway or apron); and

d) ground collisions.

Note— Annex 5 details the list of safety occurrences types and related critical data which shall be reported at an aerodrome. The related tasks for reporting these occurrences and to feed the data when required are shared and coordinated between the various aerodrome stakeholders.

Aerodrome operators shall ensure that analysis of safety occurrences at the aerodrome is performed by competent personnel who have been trained to perform these tasks.

Aerodrome operators shall coordinate with all users of the aerodrome, including aircraft operators, ground-handling agencies, air navigation service providers and other stakeholders to improve the completeness and accuracy of the collection of safety occurrences and their related critical data.

PACA will review and analyse the information provided by the operator in the occurrences

reports to ensure that:

a) all occurrences mentioned below are adequately analysed by the aerodrome operator;

b) significant trends are identified (either on a specific aerodrome or at a national level).

Further in-depth analysis on the subject should be carried out if required so that the

appropriate actions can be taken; and

c) the most serious/significant occurrences should be carefully followed up by PACA.

The output of these analyses can be used as input for the planning of continued oversight.



Note : Variations in the frequency of occurrences reports on a specific aerodrome, other than those occurring as a result of seasonal variations in the types and/or levels of operations, could be considered to be an indicator of a potential problem in the reporting culture on the aerodrome or a specific danger that should have been studied by the aerodrome operator. The continued oversight of the reporting processes or subjects with a high frequency of occurrence should be reinforced.

4.3 Management of change

As part of their SMS, aerodrome operators shall have in place procedures to identify changes and to examine the impact of those changes on aerodrome operations.

Note1: Changes on an aerodrome can include changes to procedures, equipment, infrastructures and special operations.

A safety assessment will be carried out to identify hazards and propose mitigation actions for all changes that are found to have an impact on the aerodrome operations.

Note2: Depending on the scope of the envisaged change as well as the level of the impact on operations, the methodology and level of detail required to carry out the required safety assessment may vary.

Note3: The types of changes that have to be assessed are described below, and the key principles on safety assessments are available in PACA Guidance material on safety assessment/aeronautical study (doc N° 8002).

Need for a safety assessment according to the category of changes

Routine tasks. Changes related to routine tasks do not have to be assessed using the safety assessment methodology developed in PACA guidance material doc N° 8002

because these tasks are established and managed through specific procedures, training, feedback and reviews.

Note: Routine tasks can be described as the actions related to an activity or service that are detailed in formal procedures, which are subject to periodic review, and for which the personnel in charge are adequately trained. These tasks may include movement area inspections, grass cutting on runway strips, sweeping of apron areas, regular and minor maintenance of runways, taxiways, visual aids, radio navigation and electrical systems.

The actions resulting from the regular assessment, feedback and review process related to these tasks shall ensure that any changes related to them are managed, thus ensuring the safety of the specific task. However, a change related to a routine task for which feedback is not yet sufficient cannot be considered as sufficiently mature. Therefore, a safety assessment using the methodology developed in PACA guidance material doc N°

8002 shall be carried out.



Specific changes. Impact on the safety of aerodrome operations may result from:

a) changes in the characteristics of infrastructures or the equipment;

b) changes in the characteristics of the facilities and systems located in the movement area;

c) changes in runway operations (e.g. type of approach, runway infrastructure, holding

positions);

d) changes to the aerodrome networks (e.g. electrical and telecommunication);

e) changes that affect conditions as specified in the aerodrome’s certificate;

f) long-term changes related to contracted third parties;

g) changes to the organizational structure of the aerodrome; and

h) changes to the operating procedures of the aerodrome.

For any change in aerodrome operations as defined above, a safety assessment shall be conducted.

4.4 Obstacle control Obstacle control raises an issue for each State in regard to the responsibilities of each potential party involved. The responsibilities of those parties have to be clearly defined as follows:

a) who is responsible for obstacle surveys;

b) who is responsible for the surveillance of the emergence of new obstacles; and

c) when obstacles are identified, who is responsible for taking action (i.e. removal, marking, lighting, displacement, instrument procedures) and enforcing that action.

Once the responsibilities have been defined, appropriate authority should be given to the entity responsible for the enforcement action required.

Note: Guidance on the control of obstacles, roles and responsibilities of stakeholders are detailed in PACA guidance materials (doc N°8001) on obstacle management.

4.5 Oversight of third parties Compliance of third parties with the safety provisions established by the aerodrome operator as specified in 5.1 shall be monitored using the appropriate means. References

- Civil Aviation Law, Royal Decree No (93/2004) - Civil Aviation Regulation CAR-139 - Civil Aviation Regulation CAR-100 - ICAO Annex 14 – Volume 1- Aerodrome Design and Operations - ICAO Annex 19, Safety Management - Procedures for Air Navigation Services — Aerodromes (PANS-AERODROMES) (Doc

9981) - Manual on Certification of Aerodromes (Doc 9774) - Safety Management Manual (SMM) (Doc 9859)



Annex 1- Sample of Onsite- verification Team Composition Safety Review Dates: from …………...…. to ………...………….

Team Leader: ……………………….…………….

Co-Team Leader: ………………………………….

Area of Audit Time Sun

Opening Meeting (AM)

Mon Night Inspection

1 Thurs Wed

Thu Closing Meeting

Physical Characteristics (apron, RWY, TWY)

2-3 days

Visual Aids

2-3 days

Pavement Management Visual Aids Maintenance

1-2 days

Apron Management** Ground Handlers

1 day

Airport Ops 1 day

Aerodrome Manual

1 day

Runway Safety Team

1 day

SMS*

3-4 days

ARFF Wildlife

4-5 days

1-2 days

Team 1 Team 2

*While reviewing the SMS, special consideration will be given to safety during construction & hotspots. **Depending on access to inspect RWY, TWY. Team 3



Annex 2- Sample of audit schedule

Date Time Activity Operator Contact

Logistics

-/-/-

09h00- 10h00

Initial opening Meeting Required Attendees: PACA Auditing team Senior Managers Managers and other Staff Equipment Needed: Projector

10h00- 12h00

Airside Tour and Briefing

–Provide map of airport –Security passes for Auditing team if needed

12h00- 13h00

LUNCH

13h00-15h30

Review of Physical Characteristics

Review of Visual Aids

Review of Pavement Management

Review of Apron Management* *Depending on access to inspect rwy, twy

Review of ARFF –Training plans and records for airside op, maintenance, security and ARFF staff –Aerodrome Emergency Plan (ERP)

Review of Aerodrome Manual

Review of Airport Operations

Review of SMS

Review of Safety During Construction

Review of Hotspots

Review of Wildlife

Review Low Visibility procedures

15h30 - 16h00

Daily Debriefing & Planning Meeting Auditing team - Internal meeting

-/-/-

09h00- 09h30

Daily Debriefing & Planning Meeting Auditing team & Aerodrome operator Staff

12

h0

0-1

3h

00

LU

NC

H


Review of Visual Aids Review of Pavement Management

Review of Apron Management* *Depending on access to inspect rwy, twy

Review of ARFF –Training plans and records for airside op, maintenance, security and ARFF staff –Aerodrome Emergency Plan (ERP)



Review of SMS


Review of Hotspots

Review of Wildlife

Review of Winter Operations/Low Visibility

Review of Airport Documentation/Procedures

15h30 - 16h00

Daily Debriefing & Planning Meeting

Auditing team - Internal meeting

TBD* Nighttime Movement Area Inspection 1 (2-3 hrs depending on size of airport)

*Night inspection to start as soon as it is dark

09h00- 09h30




Date Time Activity Operator Contact

Logistics

-/-/-

12

h0

0-1

3h

00

LU

NC

H


Interviews with operational managers, supervisors and selected staff


Review of Apron Management*

Review of ARFF Review of Aerodrome Manual Review of Airport Operations Review of SMS Review of Safety During Construction

Review of Hotspots

Review of Wildlife



15h30 - 16h00


TBD* Night time Movement Area Inspection 2-optional (2-3 hrs depending on size of airport)

*Night inspection to start as soon as it is dark

-/-/-

09h00- 09h30


12

h0

0-1

3h

00

LU

NC

H


Interviews with operational managers, supervisors and selected staff


Review of Apron Management*

Review of ARFF



Review of SMS


Review of Hotspots

Review of Wildlife



15h30 - 16h00


-/-/-

09h00- 10h00

Daily Debriefing & Planning Meeting Meetings/Interviews with Airport managers (if applicable) to begin description and design of the AUDIT follow-up plan

Auditing team & Aerodrome operator Staff

10h00- 12h00

Closing Meeting Agenda: –Debriefing of key observations to management team and discussion of follow-up plan

Auditing team & Aerodrome operator Staff



Annex 3- On site verification Items

A3-1 Infrastructure and ground aids

Initial certification of the infrastructure and ground aids includes:

a) Obstacle restrictions :

1) OLS :

i. The surfaces are defined;

ii. ii) As few objects as possible penetrate the OLS;

iii. iii) Any obstacles that do penetrate the OLS are appropriately marked and

lit. Operational restrictions may apply as appropriate;

2) Obstacle free zone (OFZ) :

i. these surfaces are defined when required;

ii. ii) no object penetrates the OFZ unless essential for the safety of air

navigation and is frangible;

3) Objects on the areas near the runway or the taxiways (runway strips, clearway,

stop way, runway end safety area, taxiway strips, radio altimeter operating area,

pre-threshold area) comply with the requirements;

b) Physical characteristics :

1) Runways :

i. The physical characteristics:

— are compliant with the CAR 139 and the reference code;

— Characteristics are adequately and regularly measured;

ii. The published declared distances are in accordance with the situation

on site;

iii. the areas near the runway (runway shoulders, runway strips, clearway,

stopway, runway end safety area, radio altimeter operating area, pre-

threshold area) are compliant with the applicable regulation and the

reference code in terms of width, length, type of surface, resistance,

slopes, grading and objects on them;



iv. The relevant separation distances are compliant with the applicable

regulation and the reference code;

2) Taxiways :

i. the physical characteristics (width, curve radius, extra taxiway width,

longitudinal and transverse slopes, radius of turn-off curve for rapid

exit taxiways, surface type, bearing strength) are compliant with the

published reference code for each taxiway;

ii. the taxiway shoulders and strips are compliant with their reference

code in terms of width, type of surface, slopes and objects on them;

iii. the taxiways on bridges are compliant with their reference code in

terms of width;

iv. the relevant separation distances are compliant with applicable

regulations and the reference code;

3) Service roads: road-holding positions are established at the intersection of a

road and a runway at a distance compliant with the reference code;

4) Holding bays, runway-holding positions and intermediate holding positions:

c) Electrical system :

1) adequate primary power supply is available;

2) the switch-over time meets the requirements;

3) when required, a secondary power supply is available;

4) the air traffic service (ATS) has feedback on the status of ground aids when

required;

d) Visual aids :

1) markings:

i) all the markings :

are in place where required;

are located as required and in the required number;

have the dimensions and colours required;

ii) This includes, when required:



the runway markings (runway designation marking, threshold

marking, runway centre line marking, runway side stripe marking,

aiming point marking, touchdown zone marking, runway turn pad

marking);

the taxiway markings (taxiway centre line and enhanced taxiway

centre line marking, taxiway side stripe marking, runway-holding

position marking, intermediate holding position marking);

The apron markings;

The mandatory instruction markings;

The information markings (that do not have to be displayed but are

to be compliant when displayed);

a road-holding position marking (that is compliant with the

applicable regulation);

a VOR aerodrome checkpoint marking;

a non-load bearing surface marking;

2) signs:

i) all the signs :


are located as required;

have the dimensions and colours required;

have an adequate lighting system when required;

are frangible when required;

ii) This includes when required;

mandatory instruction signs (runway designation signs, runway-

holding position signs, Category I, II and III holding position signs, no

entry signs);

information signs (direction signs, location signs, runway vacated

signs, runway exit signs, intersection take-off signs, destination signs,

road-holding position signs, VOR checkpoint signs, aerodrome

identification sign);

3) lights:

i) there should not be any non-aeronautical lights that might endanger the

safety of an aeroplane;

ii) All the aeronautical lights:

are displayed when required;



located as required and in the required number;

have the required colours and intensity levels;

comply with their serviceability levels or maintenance objectives;

are frangible when elevated as required;

iii) this includes, when required:

the approach lighting system;

the runway lead-in lighting systems;

the visual approach slope indicator system (VASIS or PAPI);

the runway lights (runway centre line lights, runway edge lights,

runway threshold identification lights, runway end lights, runway

threshold and wing bar lights, runway touchdown zone lights,

stopway lights, runway turn pad lights);

the taxiway lights (taxiway centre line lights, taxiway edge lights,

stop bars, no-entry bars, intermediate holding position lights, rapid

exit taxiway indicator lights);

de-icing/anti-icing facility exit lights;

runway guard lights;

road-holding position lights;

unserviceability lights;

aeronautical beacons;

obstacle lights;

4) markers:

i) all the markers :


are located as required and in the required number;

have the required colours;

are frangible;

ii) this includes, when required:

the taxiway markers (taxiway edge markers, taxiway centre line

markers);

the unpaved runway edge markers;

the boundary markers;

the stopway edge markers;

the edge markers for snow-covered runways;

unserviceability markers;



5) Indicators:

i) a wind direction indicator:

is provided in the correct location;

complies with the location and characteristics requirements;

is illuminated at an aerodrome intended for use at night.

A3-2 RFF services

Initial certification of RFF services includes:

a) Level of protection:

1) The level of protection is promulgated in the AIP;

2) The aerodrome operator has a procedure to regularly reassess the traffic and update the level of protection including unavailability;

3) The aerodrome operator has made arrangements with the aeronautical information services, including ATS, to provide up-to-date information in case of any change in the level of protection;

b) RFF personnel:

1) The number of RFF personnel is consistent with the level of protection appropriate to the aerodrome RFF category;

Note.— Guidance on the use of a task resource analysis in determining the minimum number of RFF personnel required can be found in the Airport Services Manual (Doc 9137), Part 1 — Rescue and Fire Fighting.

2) The training of all RFF personnel is adequate and monitored;

3) The training facilities, which may include simulation equipment for training on aeroplane fires, are available;

4) The procedures that RFF personnel follow are kept up to date;

c) Response:

1) The RFF service is provided with an up-to-date map of its response area, including the

access roads;

2) The response time complies with the applicable regulation and is regularly tested. This

check should be formalized in the RFF procedures;

3) The RFF service has procedures that describe this response and ensure that in case of an

incident/accident a report is written and filed;

4) a communication and alerting system is provided between the fire station, the control

tower and the RFF vehicles;



d) Rescue equipment:

1) The number of RFF vehicles is consistent with the CAR139;

2) The RFF service has a procedure describing the maintenance of the RFF vehicles and

ensuring that this maintenance is formally monitored;

3) The types and quantities of the extinguishing agents, including the reserve supply, are

consistent with the applicable regulation;

4) The protective clothing and respiratory equipment provided are consistent in quality and

quantity in accordance with the applicable regulation, and the respiratory equipment is

properly checked and their quantities formally monitored;

5) Specific rescue equipment is provided in adequate number and type when the area to be

covered by the RFF service includes water;

6) Any other equipment required by the applicable regulation is provided in sufficient

number.

A3-3 Wildlife hazard management

The following checks on wildlife hazard management can either be a technical inspection or included in the audit of the aerodrome operator’s procedures:

a) The required equipment is provided;

b) Fences are provided as required;

c) The aerodrome operator has a procedure describing the actions taken for discouraging the

presence of wildlife, including:

1) who is in charge of those actions and what their training is;

2) how and when these actions are carried out, including reporting and filing of these

actions;

3) what equipment is used to conduct these actions;

4) analyses of the aerodrome vicinity and the preventive actions to be taken

subsequently to discourage wildlife;

5) monitoring of these actions, including, where applicable, the conduct of

appropriate wildlife assessments;

6) coordination with ATS;

d) The aerodrome operator has a procedure to:

1) record and analyse the incidents involving wildlife;

2) collect the wildlife’s remains;

3) monitor the corrective actions to be taken subsequently; and

4) report to PACA incidents involving wildlife.



A3- 4 On-site verification of the operator’s procedures On-site verification of the aerodrome operator’s procedures should include the following:

a) Aerodrome data and reporting:

1) completeness, correctness and integrity of the data reported in accordance with the AIP including:

i. data collection, including the status of the movement area and its facilities;

ii. data validity checks;

iii. data transmission;

iv. changes to published data, whether permanent or not;

v. checks of the information once published;

vi. information update after construction works;

2) formal coordination with ATS;

3) formal coordination with the aeronautical information services;

4) publication of the required information in the aeronautical publication;

5) information published in accordance with the situation on site;

b) Access to the movement area:

1) an up-to-date plan clearly showing all the access points to the movement area;

2) a procedure describing the inspection of access points and fences; Note: Procedures for access to the manoeuvring areas are often markedly different from those for

the apron areas.

c) Aerodrome emergency plan:

1) an up-to-date aerodrome emergency plan;

2) regular exercises in relation to the emergency plan;

3) a procedure describing the tasks in the emergency plan;

4) the aerodrome operator regularly verifies the information in the emergency plan, including keeping an up-to-date list of the persons and contact details in the emergency plan;

5) a procedure describing its roles and responsibilities during emergencies;

6) a procedure describing the involvement of, and coordination with, other agencies during emergencies;

7) the required minimum emergency equipment is available, including an adequately equipped emergency operation centre and mobile command post;



d) RFF:

1) a technical inspection of the various elements of the RFF services in 2.2 b) is held prior to the audit;

2) the checks that are to be done during the aerodrome operator’s on-site verification consist only of verifying the timely implementation of the corrective action plan subsequent to the technical inspection;

3) if on-site verification reveals new deviations, they should be included in the on-site verification report;

e) Inspection of the movement area:

1) a procedure to ensure there is coordination with ATS for the inspection of the movement area;

2) describe the inspections, if performed by the aerodrome operator, including:

i) frequency and scope;

ii) reporting, transmission and filing;

iii) actions to be taken and their monitoring;

4) assess, measure and report runway surface characteristics when the runway is wet or

contaminated and their subsequent promulgation to ATS;

f) Maintenance of the movement area:

1) a procedure to periodically measure the runway surface friction characteristics, assessing their adequacy and any action required;

2) ensure there is a long-term maintenance plan, including the management of the runway surface friction characteristics, pavement, visual aids, fencing, drainage systems and electrical systems and buildings;

g) Hazardous meteorological conditions:

2) for hazardous meteorological situations that may occur at the aerodrome (such as thunderstorms, strong surface winds and gusts, sandstorms), the aerodrome operator should have procedures describing the actions that have to be taken and defining the responsibilities and criteria for suspension of operations on the runway;

3) the aerodrome operator has formal coordination with the meteorological service provider in order to be advised of any significant meteorological conditions;

h) Visual aids and aerodrome electrical systems:

1) if the aerodrome operator is responsible for the maintenance of visual aids and electrical systems, procedures exist describing:



i. the tasks — routine and emergency ones, including inspections of luminous

and non-luminous aids and their frequency and power supply maintenance;

ii. reporting, transmission and filing of reports;

iii. monitoring of subsequent actions;

iv. coordination with ATS;

2) if the aerodrome operator is not in charge of maintenance of visual aids and electrical systems, the organization in charge needs to be clearly identified, ensuring there are formal coordination procedures with the aerodrome operator, including agreed objectives;

3) obstacle marking is taken into account;

i) Operational safety during aerodrome work:

1) when executing work on the aerodrome:

i. a procedure describing the necessary notification to the different

stakeholders;

ii. risk assessment of the aerodrome work;

iii. roles and responsibilities of the various parties, including their relationship

and the enforcement of safety measures;

iv. safety monitoring during the work;

v. reopening of facilities, where relevant;

vi. necessary coordination with ATS;

j) Apron management. When an apron management service is provided:

1) a procedure to ensure coordination with ATS;

2) the use of acceptable aeroplanes for each parking stand formally identified;

3) a compliant apron safety line is provided;

4) general safety instructions for all the agents on the apron area;

5) the placement and pushback of the aeroplane;

k) Apron safety management:

1) a procedure for the inspection of the apron area (see j));

2) there is coordination with other parties accessing the apron, such as fuelling companies and other ground handling services;

l) Vehicles on the movement area:

1) a procedure to ensure the vehicles on the movement area are adequately equipped;

2) the drivers have followed the appropriate training;



3) if the aerodrome operator is responsible for the training of vehicular drivers on the manoeuvring area, an appropriate training plan, including recurrent training and awareness actions, is available;

4) if the aerodrome operator is not in charge of this training or some of this training, the service provider is clearly identified and there is formal coordination between them;

Note: Guidance on the knowledge required by operators of vehicles can be found in CAR 139, PART I,

Attachment A, section 19.

m) Wildlife hazard management. Checks on wildlife hazard management can either be a

technical inspection or included in the on-site verification of the operator’s procedures:

1) if the domain has not been inspected during the technical inspections, the on-site verification team should check the points listed in A3-3 c);

2) if a technical inspection has been carried out prior to the on-site verification, the latter consists in checking

the timely implementation of the corrective action plan subsequent to the technical inspection;

3) if the on-site verification reveals new deviations, these have to be included in the on-site verification report;

n) Obstacles:

1) a procedure to ensure that there is an obstacle chart;

2) a procedure for obstacle monitoring describing the checks, their frequency, filing and follow-up actions;

3) a procedure to ensure that the obstacles do not represent a danger for safety and that appropriate action is taken when required;

o) Removal of a disabled aeroplane:

1) there is a plan for the removal of a disabled aeroplane describing the role and

responsibility of the aerodrome operator, including the necessary coordination with

other agencies and the means available or that can be made available;

p) Low visibility operations:

1) there is coordination between the aerodrome operator and ATS, including awareness of the status of both low visibility procedures (LVP) and the deterioration of visual aids;

2) a procedure describing the actions to be taken when LVP is in process (vehicle control, visual range measurement if necessary);



A3-5 On-site verification of the SMS a) As a minimum, the items to be in place when granting the initial certification are:

1) safety policy: a safety policy has been endorsed by the accountable executive to reflect the organization’s commitments regarding safety;

2) operator’s organizational structure: the aerodrome operator has appointed an accountable executive and a safety manager;

b) The safety manager shall independent from any operational task regarding aerodrome safety. The criteria for assessing the operator’s SMS structure might be tailored to the size of the operator, notably concerning the independence of the safety manager;

c) The capability and competence of the aerodrome operator shall be assessed so as to ensure sufficient management commitment to and responsibility for safety at the aerodrome. This is usually achieved through the competence of the accountable executive;

1) responsibilities and assignments: the aerodrome operator has formally defined the responsibilities of each staff member regarding safety as well as the lines of responsibility;

2) training: the aerodrome operator formally monitors the staff’s and subcontractors’ training, ensuring that it is adequate, and takes action when necessary;

3) accident and incident reporting: the aerodrome operator has a procedure ensuring that: i. incidents are reported by staff and subcontractors, including a description of

the actions in place in order to be able to report them;

ii. incidents are promptly analysed and the actions to be subsequently taken are

monitored;

iii. the reports and analyses of the incidents are filed;

iv. incidents are reported to PACA;

v. coordination is in place with other stakeholders;

4) existing hazards at the aerodrome: a procedure in order to identify, analyse and assess hazards to the safe operation of aeroplanes and to put in place suitable mitigating measures;

5) risk assessment and mitigation of changes: a procedure ensuring that for any change at the aerodrome, its impact on safety is analysed, listing the subsequent hazards that could be generated. This procedure describes who conducts the analysis, when and how the hazards are monitored, what actions are subsequently taken, and the criteria leading to the analysis. These assessments are filed;

6) safety indicators: the aerodrome operator sets and monitors its own safety indicators that illustrate its safety criteria, in order to be able to analyse the potential deficiencies;

Note: Ensure coordination with previous safety indicators as set by PACA.

7) safety audits: the aerodrome operator has a safety audit programme in place which includes a training programme for those involved;

8) safety promotion: the aerodrome operator should have a process to promote safety-related information.



Annex 4- Sample of On-site Verification Checklist

The following checklists are based on the requirements in CAR13-PART1 and the list of item detailed in Annex 3.

Note: the following checklist can be modified or adapted by the auditor regarding the perimeter of the audit and the size and complexity of the aerodrome. It must be updated when necessary when the CAR-139 is updated.



A4-1 AGA CHECKLIST:

a) Runway

PACA ON-SITE SAFETY INSPECTION CHECKLIST: AIRPORT

From ……………….

1. RUNWAY/AERODROME MANUAL (CAR-139-PART1, 3.1)

REFERENCE

ITEM TO OBSERVE/ WHAT AUDITOR shall ASK

APPL ICAB

LE

SAT ISFACTORY

Notes / Comments

CAR-139-P1,

3.1.6

Displaced threshold? Runway length Y ☐ N ☐

Declared distances

CAR-139-P1, 2.8

TORA (take-off run available)

Y ☐ N ☐

Y ☐ N ☐

TODA (take-off distance available) (TORA + CWY)

ASDA (accelerate-stop distance available) (TORA + SWY)

LDA (landing distance available)

CAR-139-P1 3.1.10

Width of runways (code C, E and F: 45 m) Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.1.11

Minimum distance between parallel non-instrument runways (210 m code 3 and 4)

Y ☐ N ☐

Y ☐ N ☐



CAR-139-P1, 3.1.12

Minimum distance between parallel instrument runways are intended for simultaneous use (1035 or 915 or 760 m)

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.1.13/14

Slopes on runways Longitudinal slopes (1% code 3 or 4)

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.1.17

Sight distance (any point 3m above a runway to all other points 3m above the runway within a distance of at least half the length of the runway where the code letter is C, D, E or F)

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.1.19

Transverse slopes 1.5 per cent where the code letter is C, D, E or F

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1 2.6, and

3.1.21

Strength of runways (PCN and documentation that confirm the data)

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.1.22

Pavement Characteristics (concrete, asphalt) Y ☐ N ☐

Y ☐ N ☐

Concrete, pathology and severity Y ☐ N ☐

Y ☐ N ☐

Asphalt, pathology and severity Y ☐ N ☐

Y ☐ N ☐

Surface on runways (irregularities, loss of friction characteristics, etc.)

Y ☐ N ☐

Y ☐ N ☐

Drains and sewers Y ☐ N ☐

Y ☐ N ☐

CAR-139-P, .23 and .24

Measurements of the friction characteristics of a new or resurfaced runway made with a continuous friction measuring device using self-wetting features

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.2

Runway shoulders Y ☐ N ☐

Y ☐

N ☐

CAR-139-P1, 3.2.1

Runway shoulders shall be provided for a runway where the code letter is D or E, and the runway width is less than 60m

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.2.3

RWY + Shoulders = 60m where the code letter is D or E and 75m where the code letter is F

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.2.3

Transverse slope shall not exceed 2.5% Y ☐ N ☐

Y ☐ N ☐



CAR-139-P1, 3.2.4

Strength of runway shallers (supporting the aeroplane without inducing structural damage to the aeroplane and of supporting ground vehicles which may operate on the shaller)

Y ☐ N ☐

Y ☐ N ☐

Pavement Characteristics (concrete, asphalt) Y ☐

N ☐ Y ☐

N

☐ Concrete, pathology and severity Y ☐

N ☐ Y ☐ N ☐


Y ☐

N ☐

CAR-139-P1, 3.3

Runway turn pads Mandatory for AD letter code D, E and F when the end of RWY is not served by a TWY.

Y ☐ N ☐

Y ☐

N ☐

CAR-139-P1, 3.3.6

Clearance distance between any wheel of the aeroplane landing gear and the edge of the turn pad shall be not less than: C: 3m if the turn pad is intended to be used by aeroplanes with a wheel base less than 18m; 4.5m if the turn pad is intended to be used by aeroplanes with a wheel base equal to or greater than 18m. D, E and F 4.5m

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.4

Runway strips Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 3.4.2

Extend before the threshold and beyond the end of the runway or stopway for a distance of at least 60m where the code number is 2, 3 or 4

Y ☐

N ☐

Y ☐ N

☐

CAR-139-P1, 3.4.3

A strip including a precision approach runway shall, wherever practicable, extend laterally to a distance of at least: — 140m where the code number is 3 or 4

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 3.4.4

A strip including a non-precision approach runway shall extend laterally to a distance of at least: — 140m where the code number is 3 or 4

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 3.4.5

A strip including a non- instrument runway shall extend on each side of the centre line of the runway and its extended centre line throughout the length of the strip, to a distance of at least: — 75m where the code number is 3 or 4

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 3.4.6

Objects on RWY strip which may endanger aircraft are considered obstacles and removed

Y ☐ N ☐

Y ☐N ☐



CAR-139-P1, 3.4.7

a) No fixed object, other than visual aids required for air navigation purposes shall be permitted on a runway strip within 77.5m of the runway centre line of a precision approach runway category I, II or III where the code number is 4 and the code letter is F

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1,

3.4.7

b) within 60m of the runway centre line of a precision approach runway category I, II or III where the code number is 3 or 4

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 3.4.7

No mobile object shall be permitted on this part of the runway strip during the use of the runway for landing or take-off

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 3.4.8

Grading of runway strips 75m where the code number is 3 or 4

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 3.4.9

Grading of a runway strip of a non-instrument runway within a distance of at least: — 75m where the code number is 3 or 4

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 3.4.13

A longitudinal slope along that portion of a strip to be graded shall not exceed: 1.5% where the code number is 4 and 1.75% where the code number is 3

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 3.4.15

Transverse slopes on that portion of a strip to be graded shall be adequate to prevent the accumulation of water on the surface but shall not exceed: 2.5% where the code number is 3 or 4

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 3.4.17

Strength of runway strips Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 3.5

Runway End Safety Areas (RESA)

CAR-139-P1, 3.5.1

Runway End Safety Areas provided at each end of the runway strip

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 3.5.4

240 m from the end of a runway strip Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 3.5.5

The width of a runway end safety area shall be at least twice that of the associated runway

Y ☐ N ☐

Y ☐N ☐



CAR-139-P1, 3.5.7/ 3.5.10/

3.5.11

Are any obstacles in the RESA, Slopes Y ☐

N ☐ Y ☐N ☐

Verify the joint between the RWY and RESA Y ☐

N ☐ Y ☐N ☐

CAR-139-P1, 3.6

Clearways (CWY) Y ☐ N ☐

CAR-139-P1, 3.6.2 / 3.6.3

Length, Width and slope of the CWY Y ☐ N ☐

Y ☐N ☐

Stopways Y ☐

N ☐

CAR-139-P1, 3.7.1

A stopway shall have the same width as the runway with which it is associated

Y ☐ N ☐

Y ☐

N ☐

CAR-139-P1, 3.7.3/ 3.7.4

Strength and Surface (friction) of stopways Y ☐ N ☐

Y ☐N ☐

Siting of equipment and installations on operational areas

CAR-139-P1, 9.9.1

Unless its function requires it to be there for air navigation purposes, no equipment or installation shall be: a) On a runway strip, a runway end safety area, a taxiway strip or within the distances specified in Table 3-1, column 11, if it would endanger an aircraft; or b) On a clearway if it would endanger an aircraft in the air.

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 9.9.2

Any equipment or installation required for air navigation purposes which must be located: a) on that portion of a runway strip within: 1) 150 m of the runway centre line where the code number is 3 or 4; or 2) 45 m of the runway centre line where the code number is 1 or 2; or b) on a runway end safety area, a taxiway strip or within the distances specified in Table 3-1; or

c) on a clearway and which would endanger an aircraft in the air; Shall be frangible and mounted as low as possible.

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 9.9.3

Any equipment or installation required for air navigation or for aircraft safety purposes which must be located on the non-graded portion of a runway strip shall be regarded as an obstacle and shall be frangible and mounted as low as possible.

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 9.9.4

Unless its function requires it to be there for air navigation or for aircraft safety purposes, no equipment or installation shall be located within 240 m from the end of the strip and within: a) 60 m of the extended centre line where the code number is 3 or 4; or b) 45 m of the extended centre line where the code number is 1 or 2; Of a precision approach runway category I, II or III.

Y ☐ N ☐

Y ☐N ☐



CAR-139-P1, 9.9.5

Any equipment or installation required for air navigation or for aircraft safety purposes which must be located on or near a strip of a precision approach runway category I, II or III and which: a) is situated on that portion of the strip within 77.5 m of the runway centre line where the code number is 4 and the code letter is F; or b) is situated within 240 m from the end of the strip and within: 2) 60 m of the extended runway centre line where the code number is 3 or 4; or 2) 45 m of the extended runway centre line where the code number is 1 or 2; or c) penetrates the inner approach surface, the inner transitional surface or the balked landing surface; Shall be frangible and mounted as low as possible.

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 9.9.6

Any equipment or installation required for air navigation or for aircraft safety purposes which is an obstacle of operational significance in accordance with 4.2.4, 4.2.11, 4.2.20 or shall be frangible and mounted as low as possible.

Y ☐ N ☐

Y ☐N ☐

Runway Marking

CAR-139-P1, 5.2.1.1

At an intersection of two (or more) runways the markings of the more important runway, except for the runway side stripe marking, shall be displayed and the markings of the other runway(s) shall be interrupted

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.1.3

At an intersection of a runway and taxiway the markings of the runway shall be displayed and the markings of the taxiway interrupted, except that runway side stripe markings may be interrupted

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.1.4

Runway markings are white Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.1.5

Taxiway markings, runway turn pad markings and aircraft stand markings are yellow

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.1.7

Pavement markings use reflective materials designed to enhance the visibility of the markings for night operations (glass beads)

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.2

Runway designation marking Y ☐ N ☐



CAR-139-P1, 5.2.2.3 / 5.2.2.4 & Figure 5-2

Characteristics: distance from threshold is 12m and it's at least 9m length

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.3

Runway centre line marking Y ☐ N ☐

CAR-139, 5.2.3.2

Location Y ☐ N ☐

Y ☐

N ☐

CAR-139, 5.2.3.3 / 5.2.3.4

Characteristics: The length of a stripe plus a gap shall not be less than 50m or more than 75m; width of 0.90m for CAT II and III, 0.45m where the code number is 3 or 4 or CAT I

Y ☐

N ☐ Y ☐

N ☐

CAR-139-P1, 5.2.4

Threshold marking Y ☐ N ☐

CAR-139-P1, 5.2.4.1

Aplication Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.4.4

The stripes of the threshold marking shall commence 6m from the threshold



Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.4.5

Characteristics: At least 30m long and approx. 1.80 width spacing approx. Runway width and number of stripes: 45m = 12 60m = 16

Y ☐

N ☐

Y ☐

N ☐

CAR-139-P1, 5.2.4.6

The stripes extend laterally to within 3m of the edge of a runway or to a distance of 27m on either side of a runway centre line, whichever results in the smaller lateral distance

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.4.7

Transverse stripe. Location (Figure 5-4 (B))

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.4.8

Transverse stripe. Width not less than 1.80m Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, Figure 5-4

Displaced threshold markings Y ☐ N ☐

5.2.4.9 Arrows provided? Y ☐

N ☐ Y ☐N ☐

CAR-139-P1 Figure 5-4

Arrows. Characteristics Y ☐ N ☐

Y ☐

N ☐



CAR-139-P1, 5.2.4.10

Temporarily displaced threshold Y ☐ N ☐

CAR-139-P1 Figure 5-4

Arrows. Characteristics

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.5

Aiming point marking Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.5.1/ 5.2.5.2

Application Y ☐

N ☐ Y ☐

N ☐

CAR-139-P1, 5.2.5.3

The aiming point marking, the beginning of the marking it's coincident with the visual approach slope origin

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, Table 5-1

Characteristics Y ☐ N ☐

Y ☐

N ☐

CAR-139-P1, 5.2.6

Touchdown zone marking Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.6.1/2

Application Y ☐ N ☐

Y ☐

N ☐

CAR-139-P1, 5.2.6.3

Distance from threshold Vs pairs of markings Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.6.4

Characteristics: Figure 5-5 (A y B) Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.6.4

Pairs of touchdown zone markings coincident with or located within 50m of an aiming point marking have been deleted from the pattern

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.7

Runway side stripe marking Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.7.1 to

5.2.7.4

Application and location Y ☐ N ☐

Y ☐N ☐



CAR-139-P1, 5.2.7.5

At least 0.90m with for runways 30m or wider Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.9

Runway turn pad marking Y ☐ N ☐

CAR-139-P1, 5.2.9.1

Continuous guidance is provided to enable an aeroplane to complete a 180 degree turn and align with the runway centre line

Y ☐ N ☐

Y ☐

N ☐

CAR-139-P1, 5.2.9.7

CAR-139-P1, 5.2.10

A runway turn pad marking shall be at least 15cm in width and continuous in length

Y ☐

N ☐ Y ☐

N ☐

Runway-holding position marking Y ☐ N ☐

See 1.21 to 1.25 of Taxiway checklist

CAR-139-P1, 5.2.11

Intermediate holding position marking Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.2.11.3

Has sufficient distance from the near edge of the intersecting taxiway to ensure safe clearance between taxiing aircraft

Y ☐ N ☐

Y ☐N ☐

3. RUNWAY LIGHTS (CAR-139-P1, 5.3)

REFERENCE ITEM TO OBSERVE/

WHAT AUDITOR shall ASK

APPL ICAB

LE

SAT ISFACTORY

Notes / Comments

CAR-139-P1, 5.3.1.9 / 5.3.1.10 / 5.3.1.11/ 5.3.1.12

Light intensity and control adequate for the minimum conditions of visibility and ambient light. It is compatible with other systems (i.e.: approach, edge, etc.)

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.10

Runway threshold and wing bar lights Y ☐ N ☐

CAR-139-P1, 5.3.10.1

Installed YES / NO Y ☐ N ☐

CAR-139-P1, 5.3.10.2

Location, not more than 3m outside the extremity Y ☐ N ☐

Y ☐N ☐



CAR-139-P1, 5.3.10.4 / 5.3.10.5

Characteristics (Figure 5-21): -at least six lights on a non-instrument or non-precision approach runway -at least the number of lights that would be required if the lights were uniformly spaced at intervals of 3m on a precision approach runway category I -lights uniformly spaced between the rows of runway edge lights at intervals of not more than 3m on a precision approach runway category II or III

Y ☐

N ☐

Y ☐

N ☐

CAR-139-P1, 5.3.10.9

Lights are green in the direction of approach to the runway Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.10.6

Wing bar lights provided YES or NO Y ☐ N ☐

CAR-139-P1, 5.3.11

Runway end lights Y ☐ N ☐

CAR-139-P1, 5.3.11.3

Minimum 6 lights; located not more than 3m outside the end of the runway (shall not exceed 6 m for CAT III)

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.11.4 / 5.3.11.5

Characteristics (Figure 5-22 and Figure A2-8): Lights are RED and unidirectional

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.9

Runway edge lights Y ☐ N ☐

CAR-139-P1, 5.3.9.1

Application: For a runway intended for use at night or for a precision approach runway intended for use by day or night

Y ☐ N ☐

Y ☐

N ☐

CAR-139-P1, 5.3.9.2

For operating minimum below an RVR of the order of 800m by day

Y ☐ N ☐

Y ☐N ☐



CAR-139-P1,

5.3.9.3

Placed along the full length of the runway and shall be in two parallel rows equidistant from the centre line

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.9.6

Uniformly spaced in rows at intervals of not more than 60m for an instrument runway, and at intervals of not more than 100m for a non-instrument runway

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.9.7 a)

In the case of a displaced threshold, the lights between the beginning of the runway and the displaced threshold shall show red in the approach direction

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.9.7 b)

A section of the lights 600m or one-third of the runway length, whichever is the less, at the remote end of the runway from the end at which the take-off run is started, may show yellow

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.12

Runway centre line lights Y ☐ N ☐

CAR-139-P1, 5.3.12.1

Provided on a precision approach runway category II or III Y ☐

N ☐ Y ☐N ☐

CAR-139-P1, 5.3.12.3

Shall be provided on a runway intended to be used for take-off with an operating minimum below an RVR of the order of 400m

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.12.5

Located along the centre line of the runway, except that the lights may be uniformly offset to the same side of the runway centre line by not more than 60cm

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.12.7

Showing variable white from the threshold to the point 900m from the runway end; alternate red and variable white from 900m to 300m from the runway end; and red from 300m to the runway end, except that for runways less than 1,800m in length, the alternate red and variable white lights shall extend from the midpoint of the runway usable for landing to 300m from the runway end

Y ☐ N ☐

Y ☐N ☐



CAR-139-P1, 5.3.13

Runway touchdown zone lights Y ☐ N ☐



CAR-139-P1, 5.3.13.1

Provided in the touchdown zone of a precision approach runway category II or III

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.13.2

Shall extend from the threshold for a longitudinal distance of 900m except the runway is less than 1,800m The longitudinal spacing between pairs of barrettes shall be either 30m or 60m

Y ☐ N ☐

Y ☐

N ☐

CAR-139-P1, 5.3.13.3/6

Characteristics: A barrette shall be composed of at least three lights with a spacing between the lights of not more than 1.5m Touchdown zone are fixed unidirectional showing variable white

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.16

Stopway lights Y ☐ N ☐

CAR-139-P1, 5.3.16.2

Are stopway lights provided along the full length of the stopway?

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.16.3

Stopway lights are unidirectional showing red in the direction of the runway

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.16.1

Stopway lights provided for a stopway intended for use at night

Y ☐ N ☐

CAR-139-P1, 5.3.19

Runway turn pad lights Y ☐ N ☐

CAR-139-P1, 5.3.19.1 to

5.319.5

Are runway turn pad lights installed? Is the RVR less than 350m? Spaced at intervals of not more than 15m on a straight section and not more than 7.5m on a curved section

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.19.6

Runway turn pad lights are unidirectional fixed lights showing green

Y ☐

N ☐ Y ☐N ☐

CAR-139-P1 8.1.5

Switch-over time Y ☐

N ☐


Secondary power supply requirements and maximum switch-over time Specify the time for each visual aid

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.4

Approach lighting systems Y ☐ N ☐

CAR-139-P1, 5.3.1.4

Elevated approach lights and their supporting structures shall be frangible the 1st 300m

Y ☐

N ☐ Y ☐

N ☐

CAR-139-P1, 5.3.4.2 to

5.3.4.7

Simple approach lighting system (Figure A-7) Y ☐ N ☐

Distance of not less than 420m from the threshold Y ☐ N ☐

Y ☐

N ☐



Crossbar 18m or 30m in length at a distance of 300m from the threshold

Y ☐ N ☐

Y ☐N ☐

Spacing for the crossbar lights between 1m and 4m are in use

Y ☐ N ☐

Y ☐

N ☐ The lights forming the centre line shall be placed at longitudinal intervals of 60m, also an interval of 30m may be used

Y ☐ N ☐

Y ☐

N ☐

Each centre line light shall consist of either: a) a single source; or b) a barrette at least 3m in length

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1 5.3.4.10

Precision approach category I lighting system (Figures 5-23, A-6, A-8, ADJ-13)

Y ☐ N ☐

CAR-139-P1, 5.3.4.10

System length: 900m from the runway threshold with a row of lights forming a crossbar 30m in length at a distance of 300m from the runway threshold

Y ☐ N ☐

Y ☐

N ☐

CAR-139-P1, 5.3.4.12

The lights forming the centre line shall be placed at longitudinal intervals of 30m with the innermost light located 30m from the threshold

Y ☐

N ☐ Y ☐N ☐

CAR-139-P1, 5.3.4.14

Each centre line light position shall consist of either: a) a single light source in the innermost 300m of the centre line, two light sources in the central 300m of the centre line and three light sources in the outer 300m of the centre line to provide distance information; or b) a barrette

Y ☐ N ☐

Y ☐N ☐



CAR-139-P1, 5.3.4.22

Precision approach category II and III lighting system (Figure 5-14 y 5-15)

Y ☐ N ☐

CAR-139-P1, 5.3.4.22

System length: 900m from the runway threshold Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.4.22

Two side rows of lights, extending 270m from the threshold Y ☐

N ☐ Y ☐N ☐

CAR-139-P1, 5.3.4.22

Two crossbars, one at 150m and one at 300m from the threshold

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.4.22

(the system may have two side rows of lights, extending 240m from the threshold, and two crossbars, one at 150m and one at 300m from the threshold)

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.4.23

The lights forming the centre line shall be placed at longitudinal intervals of 30m with the innermost lights located 30m from the threshold

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.4.30

The centre line of a precision approach category II and III lighting system for the first 300m from the threshold shall consist of barrettes showing variable white, except that, where the threshold is displaced 300m or more may be single light sources

Y ☐

N ☐ Y ☐N ☐

CAR-139-P1, 5.3.4.38

The intensity of the red lights shall be compatible with the intensity of the white lights

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.5

Visual approach slope indicator systems Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.5.6

System type (T-VASIS, AT-VASIS, PAPI, APAPI) (Figure 5-15) Y ☐ N ☐

Y ☐N ☐



CAR-139-P1, 5.3.5.6

T-Vasis and AT-VASIS Y ☐

N ☐ Y ☐N ☐

CAR-139-P1, 5.3.5.6

T-VASIS Consist of twenty light units symmetrically disposed about the runway centre line in the form of two wing bars of four light units each

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.3.5.23 / 5.3.5.24

PAPI y APAPI located on the left side of the runway unless it is physically impracticable to do so

Y ☐ N ☐

CAR-139-P1, 5.3.5.28 a 5.3.5.34

PAPI (Figure 5-19)

Y ☐ N ☐

Y ☐N ☐

Doc 9137,

PART 8

4.7.2.1

PAPI Inspection (angle sitting; intensity ….) Y ☐ N ☐

Y ☐N ☐

Indicators and signalling devices CAR-139-P1, 5.1

CAR-139-P1, 5.1.1.1/5.1.1

.2

At least one wid direction indicator is available Location of the wind direction indicator

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 5.1.1.3

Length of not less than 3.6m and a diameter, at the larger end, of not less than 0.9m

Y ☐ N ☐

Y ☐

N ☐

CAR-139-P1, 5.1.1.4

Marked by a circular band 15m in diameter and 1.2m wide Y ☐ N ☐

Y ☐

N ☐

CAR-139-P1, 5.1.1.5

At least one wind indicator is illuminated Y ☐ N ☐

Y ☐

N ☐

CAR-139-P1, 5.1.3

There is a signalling lamp located at the control tower Y ☐ N ☐

Y ☐

N ☐



CAR-139-P1, Chapter 6

Obstacles Y ☐ N ☐

CAR-139-P1, 6.1 & 6.2

Obstacles are equipped with red lights Obstacles are marked?

Y ☐ N ☐

Y ☐N ☐

PACA Guidance N°

8001

The airport has an obstacle inspection and management plan in place.

Y ☐ N ☐

Y ☐N ☐

6- RUNWAY CLOSED MARK (CAR-139-PART1, 7.1)

REFERENCE

ITEM TO OBSERVE/ WHAT AUDITOR shall ASK

AP

PLI

CA

BLE

SATI

SFA

CT

OR

Y Notes /

Comments

CAR-139-P1, 7.1

Closed runway and taxiways, or parts thereof Check the aerodrome operator procedure to mark permanent and temporary movement area closures and meet location and characteristic specifications?

Y ☐

N ☐ Y ☐N ☐

CAR-139-P1, 7.1.3 Location Y ☐

N ☐ Y ☐N ☐

CAR-139-P1, 7.1.4/7

Characteristics (Figure 7-1)

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 7.3

Pre-threshold area Y ☐ N ☐



CAR-139-P1, 7.3.1 / 7.3.2

If it is paved and exceeds 60m in length, is it marked with chevrons?

Y ☐ N ☐

Y ☐N ☐

CAR-139-P1, 7.1.5 & 7.1.6

Does aerodrome operators have procedures to prevent aircraft from entering permanently closed runways and taxiways by obliterating runway and taxiway markings and the removal of lighting?

Y ☐ N ☐

Y ☐N ☐

PROTECTION OF SITES FOR RADAR AND NAVIGATIONAL AIDS

CAR-139-P1 12.4.16

Annex 10 vol1

verify the protection of sites for radar and navigational aids

Y ☐ N ☐

Y ☐N ☐

c) Arrangements for the supply and installation of signs warning of hazardous radiation, and/or high voltage d) Arrangement for the removal of any vegetation/trees.

Y ☐ N ☐

Y ☐N ☐

8- AERODROME MANUAL VS AIP

(See Also the CAR-39 PART1 Compliance checklist)

REFERENCE AOM Vs AIP Notes / Comments

DATA AERODROME MANUAL AIP

TORA

TODA

ASDA

LDA

PCN

AD Reference code

ARFF CAT

Surface type

RESA

Clearway



Stopway

TWY/RWY width

Aerodrome data and reporting Y ☐ N ☐

Y ☐N ☐

1) completeness, correctness and integrity of the data reported in accordance with the AIP including: i) data collection, including the status of the movement area and its facilities; ii) data validity checks; iii) data transmission; iv) changes to published data, whether permanent or not; v) checks of the information once published; vi) information update after construction works;

Y ☐ N ☐

Y ☐N ☐

2) formal coordination with ATS; Y ☐

N ☐ Y ☐N ☐

3) formal coordination with the aeronautical information services;

Y ☐ N ☐

Y ☐N ☐

4) publication of the required information in the aeronautical publication;

Y ☐ N ☐

Y ☐N ☐

5) information published in accordance with the situation on site

Y ☐ N ☐

Y ☐N ☐



A4-1 AGA CHECKLIST:

b)Taxiway

PACA ON-SITE SAFETY INSPECTION CHECKLIST: AIRPORT

From ……………….

1-TAXIWAY PHYSICAL CHARACTERISTICS (CAR-139-P1, 3.9)

REFERENCE

ITEM TO OBSERVE/ WHAT AUDITOR SHOULD ASK

AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y Notes /

Comments

CAR-139-P1, 3.9

Taxiways Y ☐ N ☐

CAR-139-P1, 3.9.3

Distance between the outer main wheel of the aeroplane and the edge of the taxiway: For code D,E,F Clearance of 4 m

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.9.4

Width of taxiways C 15 D 18 or 23m E 23 m F 23 m

Or look the OMGWS of the critical aircraft used

Y ☐ N ☐

Y ☐

N ☐

CAR-139-P1, 3.9.19

Width of taxiways on bridges Y ☐

N ☐ Y ☐

N ☐


Distance between taxiway centre line and runway centre line. For instrument runway Code E: 172.5 m Code F: 180 m

Y ☐ N ☐

Y ☐ N ☐


Distance of a taxiway centre line to taxiway centre line Code F: 91 m Code E: 76 m Code D: 63 m Code C: 44 m

Y ☐ N ☐

Y ☐ N ☐


Distance of a taxiway, other than aircraft stand taxi lane, centre line to object Code F: 51 m Code F: 43.5 m Code D: 37 m Code C: 26 m

Y ☐

N ☐ Y ☐ N ☐




Distance of an aircraft stand taxi lane centre line to object Code E: 47.5 m Code F: 40 m Code D: 33.5 m Code C: 23.5 m

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.9.12

TWY PCN Y ☐ N ☐

Y ☐ N ☐


Y ☐ N ☐

CAR-139-P1, 3.9.1and 3.9.14


Y ☐ N ☐

CAR-139-P1, 3.10


Y ☐ N ☐

Taxiway shoulders Y ☐

N ☐ Y ☐

N ☐ CAR-139-P1, 3.10.1

The overall width of the taxiway and its shoulders on straight portions is not less than: — 44 m where the code letter is F; — 38 m where the code letter is E; — 34 m where the code letter is D; and — 25 m where the code letter is C.

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.10.2

The surface of the taxiway shoulder should be so prepared as to resist erosion and the ingestion of FOD

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.11

Taxiway strips Y ☐ N ☐

CAR-139-P1, 3.11.2

Width on both sides of taxiway axis according to column 11 of table 3-1: code letter F 51 m code letter E 43.5 m code letter C 26 m code letter D 37 m

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.11.4

Graded area to a distance from the centre line of the taxiway of at least: 22 m where the code letter is F 19 m where the code letter is E 18.50 m where the code letter is D 12.50 m where the OMGWS is 6 m up to but not including 9 m

Y ☐ N ☐

Y ☐ N ☐

Is it free of obstacles that can put aircraft in danger? Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.12

Holding bays, runway-holding positions, intermediate holding positions and road-holding positions

Y ☐ N ☐

CAR-139-P1, 3.12.2

Runway holding position established at all taxiway intersections with the runway(s)

Y ☐ N ☐

Y ☐ N ☐



CAR-139-P1, 3.12.2

Runway holding position established at an intersection of a runway with another runway

Y ☐ N ☐

Y ☐

N ☐


Distance to the center of the RWY (Table 3-2) 90m where the code Number is 4 107.5m where the code letter is F

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.12.5

A road-holding position is established at an intersection of a road with a runway when the former runway is part of a standard taxi-route.

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.2.10.1

Displayed along a runway-holding position Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.2.10.2 / 5.2.10.3 & Figure 5-6 figure 5-8

Pattern A 1or A2: 4 lines and 3 spaces at 0.3m each 0.9 m from TWY center line. Used of figure 5-8 for increased conspicuity.

Y ☐

N ☐ Y ☐ N ☐

CAR-139-P1, 3.12.4

An intermediate holding position is established on a taxiway at any point other than a runway-holding position where it is desirable to define a specific holding limit

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.12.6 Table 3-2

Distance from the runway centre line to a holding bay, runway-holding position or road-holding position

(75m or 90m for code 3 or 4).

Where the code letter is F, this distance should be 107.5 m

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.12.7

At elevations greater than 700 m for a precision approach runway code number 4, is the distance of the runway holding position increased?

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.12.8

If a holding bay, runway-holding position or road-holding position for a precision approach runway code number 4 is at a greater elevation compared to the threshold, the distance of 90 m or 107.5 m, as appropriate, specified in Table 3-2 should be further increased 5 m for every metre the bay or position is higher than the threshold

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 3.12.9

Holding aircraft or vehicle will not infringe the obstacle free zone, approach surface, take-off climb surface or ILS/MLS critical/ sensitive area or interfere with the operation of radio navigation aids

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 2.6.2


Y ☐ N ☐


Y ☐ N ☐


Y ☐ N ☐



2- MARKINGS (CAR-139-P1, 5.2)

REFERENCE ITEM TO OBSERVE/ WHAT AUDITOR SHOULD ASK

AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y Notes /

Comments

CAR-139-P1, 5.2.1.5

Taxiway markings are yellow Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.2.1.7

Pavement markings use reflective materials designed to enhance the visibility of the markings for night operations (glass beads)

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.2.8

Taxiway centre line marking Y ☐ N ☐

CAR-139-P1, 5.2.8.1

Application Y ☐ N ☐

Y ☐

N ☐ CAR-139-P1, 5.2.8.10

At least 15 cm in width

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.2.8.4

Enhanced taxiway centre line marking Y ☐ N ☐


Characteristics

Y ☐ N ☐

Y ☐ N ☐


Distance from the runway or to the next runway-holding position up to 47m

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.2.8.5

Where provided, enhanced taxiway centre line marking installed at all taxiway/runway intersections

Y ☐ N ☐

Y ☐ N ☐



CAR-139-P1, 5.2.10

Runway-holding position marking

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.2.11

Intermediate holding position marking Y ☐ N ☐

CAR-139-P1, 5.2.11.3

Has sufficient distance from the near edge of the intersecting taxiway to ensure safe clearance between taxiing aircraft

Y ☐ N ☐

Y ☐ N ☐


Consist of a single dash line 0.3m width, 0.9m length and 0.9m separation

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.2.12

VOR aerodrome checkpoint marking Y ☐ N ☐

CAR-139-P1, 5.2.12.3

Location Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.2.12.4, Figure 5-9

Circle 6m in diameter and a line width of 15cm

Y ☐ N ☐

Y ☐ N ☐



CAR-139-P1, 7.2

Non-load-bearing markings Y ☐ N ☐

CAR-139-P1, 7.2.2-7.2.3

Pair of solid lines, each 15cm wide and spaced 15cm apart Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 7.2.2

Color : White Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.2.16

Mandatory instruction marking Y ☐ N ☐

CAR-139-P1, 5.2.16.1

Where it is impracticable to install a mandatory instruction sign in accordance with 5.4.2.1, a mandatory instruction marking shall be provided on the surface of the pavement

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.2.16.3 Figure 5-10 (A)

Location where the code letter is A, B, C or D located in the center of the

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.2.16.4 Figure 5-10 (B)

Location where the code letter is E or F located at both sides of the TWY center line

Y ☐ N ☐

Y ☐ N ☐



CAR-139-P1, 5.2.15

Road-holding position marking Y ☐ N ☐

CAR-139-P1, 5.2.15.1

Provided at all road entrances to a runway Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.2.17

Information marking Y ☐ N ☐

CAR-139-P1, 5.2.17.1

Where an information sign would normally be installed and is impractical to install, as determined by the appropriate authority, an information marking shall be displayed on the surface of the pavement

Y ☐

N ☐ Y ☐ N ☐

CAR-139-P1, 5.2.17.1

Is there an operational need to supplement an information sign with an information marking? Take pictures, provide comments

Y ☐ N ☐

Y ☐ N ☐

3- LIGHTS (CAR-139-P1, 5.3)


AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y Notes /

Comments

CAR-139-P1, 5.3.1.1/ 5.3.1.3

Are present non aeronautical lights which might endanger the safety of aircraft?

Y ☐ N ☐

Y ☐ N ☐

Light fixtures and supporting structures are frangible Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.15

Rapid exit taxiway indicator lights (RETILs) Y ☐ N ☐

CAR-139-P1, 5.3.15.1

provided when runway is intended for use in RVR of 350m and/or traffic density is heavy

Y ☐ N ☐

Y ☐ N ☐



CAR-139-P1, 5.3.15.3 / Attachment A, section 15

Lights are yellow and positioned in a 3-2-1 sequence at 100m intervals prior the point of tangency.

Y ☐ N ☐

Y ☐ N ☐


Lights located 2m apart. See figure 5-25 for details

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.17

Taxiway centre line lights Y ☐ N ☐

CAR-139-P1, 5.3.17.1

Provided on an exit taxiway, taxiway, facility and apron intended for use in runway visual range conditions less than a value of 350m

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.17.6 Figure 5-26

Lights showing green with beam dimensions such that the light is visible only from aeroplanes on or in the vicinity of the taxiway

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.17.12 / 5.3.17.13 Figure 5-26

Located on the taxiway centre line marking, except that they may be offset by not more than 30cm. Spaced at longitudinal intervals of not more than 60m with adequate guidance intervals less than 30m on short straight sections when RVR of less than 350m, spacing should not exceed 15m

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.17.7

On exit taxiways, lights shouw alternate green and yellow from runway centre line to perimeter of ILS/MLS critical/sensitive area; thereafter all lights are green

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.17.20

Taxiway centre line lights on runways should be spaced at longitudinal intervals not exceeding 15m with RVR less than 350

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.18

Taxiway edge lights Y ☐ N ☐

CAR-139-P1, 5.3.18.7

Location and specifications. Lights are blue Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.18.3

Intervals of not more than 60m Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.20

Stop bars Y ☐ N ☐



CAR-139-P1, 5.3.20.1, 5.3.20.2, 5.3.20.3

Are stop bars installed? Is the RVR less than 350m? at each runway holding point with a visual range less than 350m, are appropriate aids and procedures available to assist in preventing inadvertent incursions of aircraft and vehicles onto the runway? Are provided at every RWY holding position?

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.20

The stop bar is controlled either manually or automatically by ATC.

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.20.6

Are stop bars spaced at intervals of 3m across the taxiway?

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.20.13 c)

When a stop bar is illuminated, any taxiway centre line lights installed beyond the stop bar shall be extinguished for a distance of at least 90 m

Y ☐ N ☐

Y ☐ N ☐

4-LIGHTS (CAR-139-P1, 5.3)

REFERENCE

ITEM TO OBSERVE/ WHAT AUDITOR SHALL ASK

AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y Notes /

Comments

CAR-139-P1, 5.3.20.13 d)

stop bars are interlocked with the taxiway centre line lights so that when the centre line lights beyond the stop bar are illuminated the stop bar is extinguished and vice versa.

Y ☐ N ☐

Y ☐ N ☐

Is there a procedure for crossing a lit/out of service STOP BAR ?

Y ☐ N ☐

Y ☐

N ☐ CAR-139-P1, 5.3.21

Intermediate holding position lights Y ☐ N ☐

CAR-139-P1, 5.3.21.1/2

Are Intermediate holding position lights installed? Is the RVR less than 350m?

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.21.3, 5.3.21.4

Are located along the intermediate holding position marking at a distance of 0.3m prior to the marking? Are they yellow?

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.23 Figure 5-29

Runway guard lights Y ☐ N ☐

CAR-139-P1, 5.3.23.1

Is the runway visual range conditions less than a value of 550m and the stop bar is not installed?

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.3.23.4, 5.3.23.6 / 5.3.23.8

Are stop bars (Configuration A) located at each side of the taxiway? Configuration A, Consist of two pairs of yellow lights. Configuration B, shall consist of yellow lights spaced at intervals of 3m across the taxiway

Y ☐ N ☐

Y ☐ N ☐

5-SIGNS (ICAO CAR-139-P1, 5.4)



REFERENCE ITEM TO OBSERVE/ WHAT AUDITOR SHALL ASK

AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y Notes /

Comments

CAR-139-P1, 5.4.1.3

All signs are frangible Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.1.4

Signs shall be rectangular Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.1.5

The only signs on the movement area utilizing red shall be mandatory instruction signs

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.1.7

Signs are illuminated for night use Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, table 5-5

For airport code 3 or 4, distance from TWY edge to sign is 11-21m

Y ☐ N ☐

Y ☐ N ☐

For airport code 3 or 4, distance from RWY edge to sign is 8-15m

CAR-139-P1, 5.4.1.9

A variable message sign shall show a blank face when not in use

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.2

Mandatory instruction signs (Figure 5-30) include runway designation signs, category I, II or III holding position signs, runway-holding position signs, road-holding position signs and NO ENTRY signs

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.2.5 / 5.4.2.8 Figure 5-30

Are runway-holding position sign installed? Are the runway designation located on the inner sides? Are located on each side of the runway-holding position marking?

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.2.12

A mandatory instruction sign shall consist of an inscription in white on a red background

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.2.15

Are CAT I, II o III installed? Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.3

Are Information signs installed? Y ☐ N ☐



CAR-139-P1, 5.4.3.25

Information signs consist of an inscription in black on a yellow background

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.3.25

A location sign shall consist of an inscription in yellow on a black background and where it is a stand-alone sign shall have a yellow border

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.3.2

Information signs shall include: direction signs, location signs, destination signs, runway exit signs, runway vacated signs and intersection take-off signs

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.3.4

A runway vacated sign shall be provided where the exit taxiway is not provided with taxiway centre line lights and there is a need to indicate to a pilot leaving a runway the perimeter of the ILS/MLS critical/sensitive area or the lower edge of the inner transitional surface, whichever is farther from the runway centre line

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.3.11

A location sign shall be provided in conjunction with a direction sign, except that it may be omitted where an aeronautical study indicates that it is not needed

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.3.34 a)

All direction signs related to left turns shall be placed on the left side of the location sign, and all direction signs related to right turns shall be placed on the right side of the location sign, except that where the junction consists of one intersecting taxiway, the location sign may alternatively be placed on the left-hand side

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.4

Is there a VOR aerodrome checkpoint sign?

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.4.1

The VOR sign is located next to the VOR aerodrome checkpoint marking?

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 5.4.4.2

With DME or without DME? Y ☐ N ☐

Y ☐ N ☐

RESTRICTED AREAS




AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y Notes /

Comments

CAR-139-P1, 7.1

Closed runways and taxiways, or parts thereof Y ☐ N ☐

Is a portion of any of the taxiway(s) or runway(s) closed? Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 7.1.3

Are closed markings used on a runway or taxiway or portion thereof which is permanently or temporary closed to the use of all aircraft?

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 7.1.3

Runway closed markings are located at each end of the runway with additional markings at intervals not exeeding 300m

Y ☐ N ☐

Y ☐ N ☐

When a closed marking is not in use, has the mark been erased properly?

Y ☐ N ☐

Y ☐ N ☐

Figure 7-1 Form and proportions of closed markings Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 7.2

Non-load-bearing surfaces Y ☐ N ☐

CAR-139-P1, 7.2.2

A taxi side stripe marking should be placed along the edge of the load-bearing pavement, with the outer edge of the marking approximately on the edge of the load-bearing pavement

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 7.2.3

Consist of a pair of yellow solid lines, each 15cm wide and spaced 15cm apart

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, 7.4

Are unserviceable areas present? Are they marked and use lighted? Cones, lights, flags, marker board, etc.

Y ☐ N ☐

Y ☐ N ☐

CAR-139-P1, Attachment A, section 14

At least 1 unserviceability lights is installed for each 7.5m of the closed area

Y ☐ N ☐

Y ☐ N ☐



A4-1 AGA CHECKLIST:

c) Apron

PACA ON-SITE SAFETY INSPECTION CHECKLIST:

AIRPORT From ……………….

APRONS (CAR 139-P1, 3.13)


AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y Notes /

Comments

CAR 139-P1, 3.13

Aprons Y ☐ N ☐

CAR 139-P1, 3.13.2

The total apron area should be adequate to permit expeditious handling of the aerodrome traffic at its maximum anticipated density

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 3.13.3

Commercial Apron PCN (Strength) Y ☐ N ☐

Y ☐ N ☐

Cargo Apron PCN (Strength) Y ☐ N ☐

Y ☐ N ☐

Other aprons PCN (Strength) Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 3.13.4/.5

Slope on commercial apron prevent accumulation of water and do not exceed 1%

Y ☐ N ☐

Y ☐ N ☐

Slope on cargo apron prevent accumulation of water and do not exceed 1%

Y ☐ N ☐

Y ☐ N ☐

Slope on other aprons prevent accumulation of water and do not exceed 1%

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 3.13.6

Clearance distances on aircraft stands: A 3m B 3m C 4,5m D 7,5m E 7,5m F 7,5m

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 3.14

Isolated aircraft parking position Y ☐



N ☐

CAR 139-P1, 3.14.1

The airport has designated an isolated aircraft parking position Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 3.14.2

Located at the maximum distance practicable and in any case never less than 400 m from other parking positions, buildings or public areas, etc.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.2.13

Aircraft stand marking Y ☐ N ☐

CAR 139-P1, 5.2.13.2

Provided for designated parking positions on a paved apron Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.2.13.3

Include such elements as: -stand identification, -lead-in line, -turn bar, -turning line, -alignment bar, -stop line and -lead-out line, as are required by the parking configuration and to complement other parking aids

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.2.13.4

An aircraft stand identification (letter and/or number) should be included in the lead-in line a short distance after the beginning of the lead-in line

Y ☐ N ☐

Y ☐ N ☐



CAR 139-P1, 5.2.13.6

Line width not less than 15cm

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.2.14

Apron safety lines (ACI Stand Safety Line) Y ☐ N ☐

CAR 139-P1, 5.2.14.2 2.3.21

Located so as to define the areas intended for use by ground vehicles and other aircraft servicing equipment, etc., to provide safe separation from aircraft

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.2.14.4

Line width not less than 10cm (can be red or white or combination)

Y ☐ N ☐

CAR 139-P1, 5.2.15

Road-holding position marking Y ☐ N ☐

CAR 139-P1, 5.2.15.1

Provided at all road entrances to a runway Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.3.28

Road-holding position light Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.3.28.1

Are they provided at each road-holding position serving a runway with RVR less than 350m

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.3.28.4

Is it: controllable red (stop)/green (go) traffic light; or a flashing-red light

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.4.7.1

A road-holding position sign has been provided at all road entrances to a runway?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.4.7.2

located 1.5 m from one edge of the road? Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.3.24

Apron floodlighting Y ☐ N ☐



CAR 139-P1, 5.3.24.2

Provide adequate illumination on all apron service areas, with a minimum of glare to pilots of aircraft in flight and on the ground, aerodrome and apron controllers, and personnel on the apron

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.3.24.4

The average illuminance shall be at least the following: Aircraft stand:

- Horizontal illuminance — 20 lux with a uniformity ratio

(average to minimum) of not more than 4 to 1; and

- Vertical illuminance — 20 lux at a height of 2 m above the

apron in relevant directions.

Other apron areas:

- Horizontal illuminance — 50 per cent of the average

illuminance on the aircraft stands with a uniformity ratio

(average to minimum) of not more than 4 to 1.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.3.25

Visual docking guidance system Is a visual docking guidance system installed?

Y ☐ N ☐

CAR 139-P1, 5.3.25.2

The system shall provide both azimuth and stopping guidance.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.3.25.3

The system is adequate for use in all weather, visibility and background lighting, both day and night.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.3.25.4

The azimuth guidance unit and the stopping position indicator shall be of a design such that: a) A clear indication of malfunction of either or both is available to the pilot; and b) They can be turned off.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.3.25.5

The azimuth guidance unit and the stopping position indicator shall be located in such a way that there is continuity of guidance between the aircraft stand markings, the aircraft stand manoeuvring guidance lights, if present, and the visual docking guidance system.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.3.25.6

The accuracy of the system shall be adequate for the type of loading bridge and fixed aircraft servicing installations with which it is to be used.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.3.25.7

The system shall be usable by all types of aircraft for which the aircraft stand is intended, preferably without selective operation.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.3.25.8

If selective operation is required to prepare the system for use by a particular type of aircraft, then the system shall provide an identification of the selected aircraft type to both the pilot and the system operator as a means of ensuring that the system has been set properly.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.3.26

Is an advanced visual docking guidance system installed? Y ☐ N ☐

CAR 139-P1, 5.4.6

Are aircraft stand identification signs installed? Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.4.6.3

Stand identification signs consist of an inscription in black on a yellow background.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.6

Ground servicing of aircraft Y ☐ N ☐



CAR 139-P1, 9.6.1

Fire extinguishing equipment available at every stand during ground aircraft servicing

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.6.1

Personnel is trained for using fire extinguishing equipment Y ☐ N ☐

Y ☐ N ☐

Marshaller has unobstructed visibility at all aircraft stand. Y ☐ N ☐

Y ☐ N ☐

Employees use protection for ears Y ☐ N ☐

Y ☐ N ☐

ICAO Doc.9137 Part 8, Chapter 19

An airside vehicle operation programme is in place. Y ☐ N ☐

Y ☐ N ☐

ICAO Doc.9137 Part 8,19.2.2

The airport has means to enforce driving regulations. Y ☐ N ☐

Y ☐ N ☐


A vehicle inspection programme is in place Y ☐ N ☐

Y ☐ N ☐


All vehicles used on the airside display an airside pass. Y ☐ N ☐

Y ☐ N ☐


Vehicles respect the speed limits Y ☐ N ☐

Y ☐ N ☐

Speed limit markings and signs are available and adequate (sufficient)

Y ☐ N ☐

Y ☐ N ☐

A boundary of responsibility line (between ATC and the airport) is in place. Line is at least 30cm width.

Y ☐ N ☐

Y ☐ N ☐


drivers use authorized routes Y ☐ N ☐

Y ☐ N ☐


Drivers respect rules to rights of way of aircraft and vehicles Y ☐ N ☐

Y ☐ N ☐


Vehicles are parked on authorized areas only Y ☐ N ☐

Y ☐ N ☐

Vehicles and equipment use hand brake/emergency brakes when not in use

Y ☐ N ☐

Y ☐ N ☐

Drivers use required license to drive on the apron Y ☐ N ☐

Y ☐ N ☐

Apron markings are in compliance with ACI or other international agency?

Y ☐ N ☐

Y ☐ N ☐



FOD

Adequate amount of FOD bins at the apron

Y ☐ N ☐

Y ☐ N ☐

Apron is clean of FOD Y ☐ N ☐

Y ☐ N ☐

Employees are aware of FOD Y ☐ N ☐

Y ☐ N ☐

FOD checks are conducted at every stand prior aircraft arrival/departure.

Y ☐ N ☐

Y ☐ N ☐

ICAO Doc.9137 Part 8,10.5

Aircraft stand allocation Y ☐ N ☐

Y ☐ N ☐

ICAO Doc.9137 Part 8,10.5.1.1

As aircraft stand allocation process is in place? Is it manual or a software?

Y ☐ N ☐

Y ☐ N ☐

ICAO Doc.9137 Part 8,10.5.1.1

Instructions to establish which stands may be used by which aircraft or gorps of aircrafts are in place.

Y ☐ N ☐

Y ☐ N ☐



A4-1 AGA CHECKLIST:

d)Friction Test procedure



Friction Test

REFERENCE


AP

PL

ICA

BLE

SATI

SFA

CT

O

RY

Notes / Comment

s

General

CAR 239-P1, 3.1.23

Has PACA set the minimum friction levels?

Y ☐ N ☐

Y ☐ N ☐

Doc 9137 part 2 Are runway friction tests being carried out at each runway?

Y ☐ N ☐

Y ☐ N ☐

A friction test programme is in place Y ☐ N ☐

Y ☐ N ☐

Doc 9137 part 3 When was the last time the friction was measured?

Y ☐ N ☐

Y ☐ N ☐

Doc 9137 part 4 Friction test are also being carried out when the runway is wet

Y ☐ N ☐

Y ☐ N ☐

Doc 9137 part 5 Is there presence of significant depth of water on the runway?

Y ☐ N ☐

Y ☐ N ☐

Doc 9137 part 6 Friction test are also being carried out when there's snow or ice?

Y ☐ N ☐

Y ☐ N ☐

CAR 239-P1, 2.9.5 & 10.2.3

Doc 9137 part 7

The airport reports the presence of water on the runway Y ☐ N ☐

Y ☐ N ☐

CAR 239-P1, 3.1.24

Doc 9137 part 8

Friction test are being carried out for new or resurfaced paved runways

Y ☐ N ☐

Y ☐ N ☐

Doc 9137 part 9 Training for conducting friction tests Y ☐ N ☐

Y ☐ N ☐

Procedures

Doc 9137 part 7 Procedures for conducting friction test under "normal dry conditions"

Y ☐ N ☐

Y ☐ N ☐



CAR 239-P1, Attac.A, Section 7 Doc 9137 part 9

A Runway Friction Assessment program is in place Y ☐ N ☐

Y ☐ N ☐

Doc 9137 part 10

Procedures for reporting runway friction conditions Y ☐ N ☐

Y ☐ N ☐

Checklist for conducting friction tests Y ☐ N ☐

Y ☐ N ☐

CAR 139- P1, 10.2.4

Friction tests are documented Y ☐ N ☐

Y ☐ N ☐

CAR 139- P1, 10.2.5

Procedures for when a portion of 100m long has poor friction values

Y ☐ N ☐

Y ☐ N ☐

Frtiction test conducted at 3, 6 & 9 m off rwy centre line Y ☐ N ☐

Y ☐ N ☐

Friction tests performed at 65 km/h

Friction tests performed at 95 km/h

Related to the Friction Equipment

CAR 139- P1 The Equipment is aself-wetting continuous friction measuring device

Y ☐ N ☐

Y ☐ N ☐

Is the Friction Equipment Calibrated? Y ☐ N ☐

Y ☐ N ☐

Friction Equipment has a Calibration Certificate Y ☐ N ☐

Y ☐ N ☐

Conditions of the friction tire Y ☐ N ☐

Y ☐ N ☐



A4-1 AGA CHECKLIST:

e)Maintenance procedure

PACA ON-SITE SAFETY INSPECTION FORM: AIRPORT

From ……………….

Maintenance / drainage system Maintenance

REFERNCE


AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y Notes /

Comments

CAR 139-P1, 10.1.1/ 10.1.2

- Has the airport established a maintenance plan?

- Does the maintenance plan observe Human Factors

principles?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 10.2.1

The surfaces of all movement areas including pavements (runways, taxiways and aprons) and adjacent areas shall be inspected and their conditions monitored regularly as part of an aerodrome preventive and corrective maintenance programme with the objective of avoiding and eliminating any foreign object debris (FOD) that might cause damage to aircraft or impair the operation of aircraft systems.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 10.2.2

The surface of a runway shall be maintained in a condition such as to prevent formation of harmful irregularities.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 2.9.3

The maintennace plan includes: Inspections, servicing and overhaul, repairs?

Y ☐ N ☐

Y ☐ N ☐

Doc. 9137 part 9, 1.5.1

Are all equipment and areas numbered so that maintenance requirements can be specified individually?

Y ☐ N ☐

Y ☐ N ☐

Doc. 9137 part 9, 1.5.7 & 2.2.1

The airport has sufficient number of technicians available on site or on call during operating hours of the airport

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 12.6 and Doc. 9137 part 9, 2.2.1

Has the airport established a training programme for all maintenance staff? Evaluation of the competency

Y ☐ N ☐

Y ☐ N ☐ Is it an annual training plan? Are all employees included in

the plan? See records

Has the airport established a PCI (pavement condition index) survey?

Y ☐ N ☐

Y ☐ N ☐



Are PCI survey for runway, taxiways and aprons available? Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 10.1.1

Has the airport established a Pavement Management System?

Y ☐ N ☐

Y ☐ N ☐

Has the airport established a yearly plan for pavement maintenance? See records

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 10.2.1

Is there a formal inspection process for pavement? See records

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 2.6.4

Has the airport made the necessary studies to calculate the PCN of: .- Runways .- Taxiways .- Aprons See records

Y ☐ N ☐

Y ☐ N ☐

Layout of the airport pavement showing the conditions of the pavement for the different areas of the airside. Is it color coded (i.e.:red, yellow, green)?

Y ☐ N ☐

Y ☐ N ☐

DOC 9981 3.2- c)

Training of the personnel Number of personnel

Y ☐ N ☐

Y ☐ N ☐

Lights and signs Maintenance CAR 139-P1, 10.1.1 10.1.2



principles?

Y ☐ N ☐

Y ☐ N ☐

Doc. 9137 part 9, 2.1.1 & 2.6.9

Has the airport established means to determine when a light falls below 50% its output? Is it 70% talking into account?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 10.5.1 10.5.2

Do the aerodrome operators define maintenance performance level objectives for visual aids as part of their preventive maintenance programme?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 10.5.7 10.5.10 10.5.11

Airport has proper means and procedures to ensure the declared category (CATI, CATII or CATIII.)

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 10.5.13

Does the aerodrome operator comply with regulations restricting construction or maintenance activities in the proximity of aerodrome electrical systems during low visibility operations? (runway visual range RVR less than 550 m)

Y ☐ N ☐

Y ☐ N ☐

Doc. 9137 part 9, 2.3.1

Does the airport maintain an adequate stock of spare parts? Y ☐ N ☐

Y ☐ N ☐

Doc. 9137 part 9, 2.4.1

As-Built drawings are being kept readily available, up to date and with all changes on site are reflected in the drawing?

Y ☐ N ☐

Y ☐ N ☐



Doc. 9137 part 9, 2.5.2

The routine inspections, cleaning and servicing has been designed specific for each type of equipment? i.e. PAPI, approach lights, inset lights, etc.

Y ☐ N ☐

Y ☐ N ☐

Doc. 9137 part 9, 2.6

Has the airport established light maintenance procedures? Y ☐ N ☐

Y ☐ N ☐

Doc. 9137 part 9, 2.6.2

The procedure involve the removal of defective light and immediate replacement with a new or repaired one? Does it also indicates that the servicing and overhaul of deficient lights be completed at the workshop?

Y ☐ N ☐

Y ☐ N ☐

Doc. 9137 part 9, 2.7

Are sign inspections listed on any of the checklists ? Are they checked on a daily/weekly/annual basis?

Y ☐ N ☐

Y ☐ N ☐

DOC 9981 3.2- c)


Y ☐ N ☐

Y ☐ N ☐

Markings Maintenance CAR 139-P1, 10.1.1 10.1.1 10.5.2



principles?

Y ☐ N ☐

Y ☐ N ☐

Doc. 9137 part 9, 2.8

What's the frequency of the inspections of the markings? (at least twice / year)

Y ☐ N ☐

Y ☐ N ☐

Is there a checklist in place for the inspection of markings?

Y ☐ N ☐

Y ☐ N ☐

CAR 139 -P1, 5.2.1.7

What type of paint is being in use? Y ☐ N ☐

Y ☐ N ☐

Are old markings removed instead of obscured with black paint?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 5.2.1.7

Are glass beads being applied? Is the application made with good distribution of glass beads?

Y ☐ N ☐

Y ☐ N ☐

DOC 9981 3.2- c)


Y ☐ N ☐

Y ☐ N ☐

Removal of contaminants

CAR 139 -P1, 10.3.1 to

10.3.6

Does the aerodrome operators establish and implement procedures for the timely removal of contaminants?

Y ☐ N ☐

Y ☐ N ☐



A4-1 AGA CHECKLIST:

F) Electrical System


From ……………….

Electrical System

REFERNCE


AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y

Notes / Comments

Electrical power supply systems for air navigation facilities

CAR 139-P1,

8.1.1 Adequate primary power supply shall be available at aerodromes for the safe functioning of air navigation facilities.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

8.1.2 The design and provision of electrical power systems for aerodrome visual and radio navigation aids shall be such that an equipment failure will not leave the pilot with inadequate visual and non-visual guidance or misleading information.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

8.1.3 Electric power supply connections to those facilities for which secondary power is required shall be so arranged that the facilities are automatically connected to the secondary power supply on failure of the primary source of power.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

8.1.4 The time interval between failure of the primary source of power and the complete restoration of the services required by 8.1.10 shall be as short as practicable, except that for visual aids associated with non-precision, precision approach or take-off runways the requirements of Table 8-1. Secondary Power Supply Requirement (CAR139) for maximum switch-over times shall apply.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

8.1.6

For a precision approach runway, a secondary power supply capable of meeting the requirements of Table 8-1 for the appropriate category of precision approach runway shall be provided. Electric power supply connections to those facilities for which secondary power is required shall be so arranged that the facilities are automatically connected to the secondary power supply on failure

of the primary source of power.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

8.1.7 For a runway meant for take-off in runway visual range conditions less than a value of 800m, a secondary power supply capable of meeting the relevant requirements of Table 8-1 shall be provided

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

8.1.8

At an aerodrome where the primary runway is a non-precision approach runway, a secondary power supply capable of meeting the requirements of Table 8-1 shall be provided except that a

Y ☐ N ☐

Y ☐ N ☐



secondary power supply for visual aids need not be provided for more than one non-precision approach runway.

CAR 139-P1,

8.1.9 At an aerodrome where the primary runway is a non-instrument runway, a secondary power supply capable of meeting the requirements of 8.1.4 shall be provided, except that a secondary power supply for visual aids need not be provided when an emergency lighting system in accordance with the specification of 5.3.2 is provided and capable of being deployed in 15 minutes.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

8.1.10 The following aerodrome facilities shall be provided with a secondary power supply capable of supplying power when there is a failure of the primary power supply: a) The signalling lamp and the minimum lighting necessary to enable air traffic services personnel to carry out their duties; b) All obstacle lights which, in the opinion of PACA, are essential to ensure the safe operation of aircraft; c) Approach, runway and taxiway lighting as specified in 8.1.6 to 8.1.9; d) Meteorological equipment; e) Essential security lighting, if provided in accordance with 9.11; f) Essential equipment and facilities for the aerodrome responding emergency agencies; g) Floodlighting on a designated isolated aircraft parking position if provided in accordance with 5.3.23.1; h) Illumination of apron areas over which passengers may walk. e) RFFS and other emergency alerting and communication systems

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

8.1.11

Requirements for a secondary power supply shall be met by either of the following: - Independent public power, which is a source of power supplying the aerodrome service from a substation other than the normal substation through a transmission line following a route different from the normal power supply route and such that the possibility of a simultaneous failure of the normal and independent public power supplies is extremely remote; or - Standby power unit(s), which are engine generators, batteries, etc., from which electric power can be obtained.

Y ☐ N ☐

Y ☐ N ☐

System design

CAR 139-P1,

8.2.1 Doc 9157, Part 5 6.1.1

For a runway meant for use in runway visual range conditions less than a value of 550 m, the electrical systems for the power supply, lighting and control of the lighting systems included in Table 8-1 shall be so designed that an equipment failure will not leave the pilot with inadequate visual guidance or misleading information.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

8.2.2

Where the secondary power supply of an aerodrome is provided by the use of duplicate feeders, such supplies shall be physically and electrically separate so as to ensure the required level of availability and independence.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

8.2.3

Where a runway forming part of a standard taxi-route is provided with runway lighting and taxiway lighting, the lighting systems shall be interlocked to preclude the possibility of simultaneous operation of both forms of lighting

Y ☐ N ☐

Y ☐ N ☐



Monitoring

CAR 139-P1,

8.3.1

A system of monitoring shall be employed to indicate the

operational status of the lighting systems. Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

8.3.2

Where lighting systems are used for aircraft control purposes, such systems shall be monitored automatically so as to provide an indication of any fault which may affect the control functions. This information shall be automatically relayed to the air traffic service unit.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

8.3.3

Where a change in the operational status of lights has occurred, an indication shall be provided within two seconds for a stop bar at a runway-holding position and within five seconds for all other types of visual aids.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

8.3.4

For a runway meant for use in runway visual range conditions less than a value of 550 m, the lighting systems detailed in Table 8-1 shall be monitored automatically so as to provide an indication when the serviceability level of any element falls below the minimum serviceability level specified in 10.5.7 to 10.5.11, as appropriate. This information shall be automatically relayed to the air traffic services unit.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

8.3.5

For a runway meant for use in runway visual range conditions less than a value of 550 m, the lighting systems detailed in Table 8-1 shall be monitored automatically to provide an indication when the serviceability level of any element falls below the minimum level specified by PACA below which operations shall not continue. This information shall be automatically relayed to the air traffic services unit and displayed in a prominent position.

Y ☐ N ☐

Y ☐ N ☐



A4-2 RFF:



Rescue and fire fighting/Level of protection to be provided

REFERNCE


AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y

Notes / Comments

CAR 139-P1, 9.2.1

Rescue and fire fighting equipment and services shall be provided? Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.2

Specialist rescue services and firefighting equipment appropriate to the hazard and risk are available (difficult terrain)?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.5

The aerodrome category is determined according Table 9-1?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 2.11.1 AIP

Does aerodrome operators provide information concerning the level of protection available at an aerodrome for aircraft rescue and fire fighting (RFF) (check AIP vs Aedrome manual)

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 2.11.3

Does the aerodrome operator notify changes in the level of aircraft (RFF) protection normally available at an aerodrome to air traffic service (ATS) and AIS? (check MOU, NOTAM, …)

Y ☐ N ☐

Y ☐ N ☐

Extinguishing agents CAR 139-P1, 9.2.8

Are the principal and complementary agents shall be provided at an aerodrome?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.9

The principal extinguishing agent: Level A, B or C? Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.10

The complementary extinguishing agent shall be a dry chemical powder suitable for extinguishing hydrocarbon fires

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.11

The amounts of water for foam production and the complementary agents

Y ☐ N ☐

Y ☐ N ☐



Table 9-2. Minimum usable amounts of extinguishing agents for foam performance levels

CAR 139-P1, 9.2.13

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

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.14

The amount of foam concentrate provided on a vehicle shall be sufficient to produce at least two loads of foam solution.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.15

Supplementary water supplies, for the expeditious replenishment of rescue and firefighting vehicles at the scene of an aircraft accident, shall be provided

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.17

The discharge rate of the foam solution shall not be less than the rates shown in Table 9-2.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.18

The complementary agents shall comply with the appropriate specifications of the International Organization for Standardization (ISO).* See ISO Publication 7202 (Powder)

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.19

The discharge rate of complementary agents shall be no less than the values shown in Table 9-2.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.20

Dry chemical powders shall only be substituted with an agent that has equivalent or better firefighting capabilities for all types of fires where complementary agent is expected to be used.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.21

A reserve supply of foam concentrate, equivalent to 200 per cent of the quantities identified in Table 9-2, shall be maintained on the aerodrome for vehicle replenishment purposes.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.22

• A reserve supply of complementary agent, equivalent to 100

per cent of the quantity identified in Table 9-2

• Sufficient propellant gas

Y ☐ N ☐

Y ☐ N ☐

Check fire extinguishers aerodrome checklist. Inspect extinguishers in different areas. Note expiration dates.

Y ☐ N ☐

Y ☐ N ☐

Rescue equipment CAR 139-P1, 9.2.25

An aerodrome operator shall provide rescue equipment commensurate with the level of aircraft operations on the rescue and fire fighting vehicle(s) at the scene of an incident.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.26

DOC 9137 – PART1, Table5-2

An aerodrome operator shall ensure that the rescue equipment carried on each vehicle is suitable for purpose, secured in transit, and readily accessible at an incident site.

Y ☐ N ☐

Y ☐ N ☐



Response time

CAR 139-P1, 9.2.29

• Three minutes for a RWY length 3500 m and above to any point

of each operational runway

• Two minutes for a RWY length below 3500 m any point of each

operational runway

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.30

The operational objective of the rescue and firefighting service shall be to achieve a response time not exceeding: A. Three minutes to any other part of the response area, in optimum visibility and surface conditions.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.31

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 firefighting services shall be provided.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.33

A system of preventive maintenance of rescue and fire fighting vehicles

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.34

Procedure for undertaking response test and maintain records of such tests.

Y ☐ N ☐

Y ☐ N ☐

Emergency access roads CAR 139-P1, 9.2.35

Emergency access roads shall be provided on an aerodrome (ready access to approach areas up to 1 000 m from the threshold)

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.36

• Emergency access roads shall be capable of supporting the heaviest vehicles

• Roads within 90 m of a runway shall be surfaced • Sufficient vertical clearance

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.37

When the surface of the road is indistinguishable from the surrounding area, edge markers shall be placed at intervals of about 10 m.

Y ☐ N ☐

Y ☐ N ☐

Fire stations CAR 139-P1, 9.2.38

• An aerodrome operator shall normally house all rescue and

fire fighting vehicles in a single fire station

• For large aerodromes, multiple runways, and movement areas

on both sides of a runway, satellite fire stations may be

provided whenever the response time cannot be achieved

from a single fire station

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.39

The fire station shall be located so that the access for rescue and fire fighting vehicles into the runway area is direct and clear, requiring a minimum number of turns.

Communication and alerting systems

CAR 139-P1, 9.2.40

Communication between TWR and ARFF station Communication between TWR and ARFF vehicles Communication between ARFF vehicles

Y ☐ N ☐

Y ☐ N ☐



CAR 139-P1, 9.2.41

An alerting system for ARFF personnel is activated from the communication center (operated from that station, any other and the control tower).

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.42

9.2.42 An aerodrome operator shall provide special telephone, two-way radio communication and general alarm systems for the RFF

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.43

An aerodrome operator shall provide direct communication between the RFF service and the flight crew of an aircraft in emergency on frequency 121.600MHz, unless an alternative frequency has been agreed by PACA

RFF vehicles

CAR 139-P1, 9.2.44

CAT 10 : 3 vehicles CAT 9 : 3 vehicles CAT 8 : 3 vehicles CAT 7: 2 vehicles

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.14

The foam tank allows 2 discharges of the water tank before filling the truck with foam

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

9.2.26 List of the rescue equipment to be carried on ARFF trucks. Table 5-2 and 8-4

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.33

Preventive maintenance plan for ARFF vehicles and equipment (verify existence vs. compliance)

Y ☐ N ☐

Y ☐ N ☐

Maintenance record of ARFF vehicles and fuel and hydraulic tools; ARFF staff has minimal knowledge of tool maintenance

Y ☐ N ☐

Y ☐ N ☐

DOC 9737- PART1, 5.2

minimum characteristics for RFF vehicles Y ☐ N ☐

Personnel



CAR 139-P1, 9.2.45

• Training

• participate in live fire drills commensurate with the types of

aircraft and type of RFF equipment in use at the aerodrome,

including pressure-fed fuel fires

• Competent personnel

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.46

All RFF personnel participate in live pressure-fed fuel fire drills at

intervals not exceeding 6 months. Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.2.47 to 9.2.60 Doc 9981 Att. C to C2, 5.4

• all RFF personnel shall be properly trained to perform their

duties in an efficient manner including

• Aerodrome topography

• Installations familiarization.

• familiarization and drills involving based and scheduled aircraft

• familiarization involving reasonably expected visiting aircraft

• RFF personnel safety

• emergency communication systems

• use of personnel protective clothing and equipment

• risk assessment and use of respiratory equipment

• human performance and team coordination

• basic medical first aids

• low visibility procedures (LVP);

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

9.2.61 During flight operations an aerodrome operator shall provide sufficient trained personnel readily available to ride the rescue and fire fighting vehicles

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

9.2.62 Minimum number of RFF personnel required ( task resource analysis )

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

9.2.63 An aerodrome operator shall ensure all responding personnel are provided with protective clothing and respiratory equipment, as required by the incident, to enable them to perform their duties in an effective manner.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

9.2.64 An aerodrome operator shall ensure all RFF personnel are trained to perform their duties in an efficient manner including refresher training

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

9.2.65 An aerodrome operator shall ensure all RFF personnel are medically approved by a facility which is acceptable to PACA to perform their operational duties.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

9.2.66 RFF personnel are and physically fit to perform their duties in an efficient manner.

Y ☐ N ☐

Y ☐ N ☐

DOC Does the Aerodrome operator ensure that analysis of safety occurrences at the aerodrome is performed by competent personnel who have been trained to perform these tasks.

Y ☐ N ☐

Y ☐ N ☐



A4-3 EMERGENCY PLAN / DISABLED AIRCRAFT:



EMERGENCY PLAN

REFERNCE


AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y

Notes / Comments

CAR 139-P1, 9.1.1

Has he Aerodrome Operator shall establish an aerodrome emergency at an aerodrome? Check the up-to-date aerodrome emergency plan in the airport?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.1.2

Does the aerodrome emergency plan provide for the coordination of the actions to be taken in an emergency occurring at an aerodrome or in its vicinity?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 12.4.3

Does the emergency plan cover all type of emergency? - Aircraft accident on airport (on land / water)

- Aircraft Incident aircraft in flight

- Aircraft Incident aircraft on the ground

- Aircraft Incident - sabotage, bomb threat

- Aircraft Incident – unlawful seizure

- Aircraft public health

- Non aircraft fire – structural

- ……

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.1.3

Does he plan coordinate the response or participation of all existing agencies?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.1.4

Does the plan shall provide for cooperation and coordination with the rescue coordination centre, as necessary?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.1.5

Does the aerodrome emergency plan document shall include at least the following: a) Types of emergencies planned for; b) Agencies involved in the plan; c) Responsibility and role of each agency, the emergency operations centre and the command post, for each type of emergency; d) Information on names and telephone numbers of offices or people to be contacted in the case of a particular emergency; and

e) A grid map of the aerodrome and its immediate vicinity.

Y ☐ N ☐

Y ☐ N ☐



CAR 139-P1, 9.1.6

Does the plan shall observe Human Factors principles to ensure optimum response by all existing agencies participating in emergency operations?

Emergency Operations Centre (EOC) and command post

CAR 139-P1, 9.1.7

Does the aerodrome operator ensure a fixed emergency operations centre is available for use during an emergency?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

9.1.7 Does emergency operations centre meet the following criteria:

- Be a part of the aerodrome facilities

- the EOC shall be located in a position that allows the EOC to be

inside a controlled airside area

- The location of the emergency operations centre shall provide

a clear view of the movement area and isolated aircraft parking

position

- Adequate communication systems linking the mobile command

post and the emergency operations centre with each other

- A person shall be assigned to assume control of the emergency

operations centre

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.1.8

Does the aerodrome operator shall ensure a mobile command post is available for use during an emergency?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.1.8

Does mobile command post meet the following criteria: - Be a facility capable of being moved rapidly to the site of an

emergency

- Maps, charts, and other relevant equipment and information

shall be immediately available at the mobile command post

- The airport emergency plan shall provide for the mobile

command post to be positioned to provide a clear view of the

incident site and its environs, wherever possible

- The mobile command post shall be readably visible and easily

recognizable and distinguishable by provision of an elevated

marker and/or light

- The mobile command post shall contain the necessary

equipment and personnel to communicate with all agencies

involved in the emergency

- A person, normally the aerodrome operator's on-scene

commander, shall be assigned to assume control of the mobile

command post

Y ☐ N ☐

Y ☐ N ☐

Communication system

CAR 139-P1, 9.1.9

Adequate communication systems linking the command post and

the EOC with each other and with the participating agencies. Y ☐ N ☐

Y ☐ N ☐

Aerodrome emergency exercise



CAR 139-P1, 9.1.10

Procedures for periodic testing of the adequacy of the plan and for reviewing the results in order to improve its effectiveness.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.1.11

The plan shall be tested by conducting: a) Full-scale aerodrome or exercise at intervals not exceeding two years; and b) Partial emergency exercises in the intervening year to ensure that any deficiencies found during the full-scale aerodrome exercise have been corrected; c) A series of modular test commencing in the first year and concluding in a full scale aerodrome emergency exercise at intervals not exceeding three years.

Y ☐ N ☐

Y ☐ N ☐

Emergencies in difficult environments

CAR 139-P1, 9.1.12

Does the aerodrome operator ensure the implementation of requirements for the availability and coordination of specialist rescue services to be included in the emergency plans of aerodromes close to water, swampy areas or difficult terrain?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.1.13

At those aerodromes located close to water and/or swampy areas, or difficult terrain, the aerodrome emergency plan shall include the establishment, testing and assessment at regular intervals of a predetermined response for the specialist rescue services.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.1.14

An assessment of the approach and departure areas within 1000 m of the runway threshold shall be carried out to determine the options available for intervention

Y ☐ N ☐

Y ☐ N ☐

DISABLED AIRCRAFT REMOVAL

CAR 139-P1, 9.3.1

A plan for the removal of an aircraft disabled on, or adjacent to, the movement area shall be established for an aerodrome, and a coordinator designated to implement the plan, when necessary.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.3.2

The disabled aircraft removal plan shall be based on the characteristics of the aircraft that may normally be expected to operate at the aerodrome, and include among other things: a) A list of equipment on, or in the vicinity of the aerodrome which would be available for such purpose; b) Competent personnel on, or in the vicinity of, the aerodrome who would be available for such purpose; and c) Arrangements for the rapid receipt of aircraft recovery

equipment kits available from other aerodromes.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

2.10.1

The telephone/telex number(s) of the office of the aerodrome

coordinator of operations for the removal of an aircraft disabled on

or adjacent to the movement area shall be made available, on request,

to aircraft operators.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

2.10.2

Information concerning the capability to remove an aircraft disabled

on or adjacent to the movement area shall be made available in the

Aerodrome Manual and AIP

Y ☐ N ☐

Y ☐ N ☐



A4-4 Apron management service:



Apron management service

REFERNCE


AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y

Notes / Comments

CAR 139-P1, 9.5.1

Has the aerodrome operator establish an appropriate apron management service shall be provided on an apron by an aerodrome operator by a cooperative combination of these, in order to: (a) Regulate movement with the objective of preventing

collisions between aircraft, and between aircraft and

obstacles;

(b) Regulate entry of aircraft into, and coordinate exit of

aircraft from, the apron with the aerodrome control

tower; and

(c) Ensure safe and expeditious movement of vehicles and

appropriate regulation of other activities.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.5.2 PANS Doc 9981 Att C to C 2 5.9

Procedures established between the apron management

unit and the aerodrome control tower to facilitate the

orderly transition of aircraft?

Arrangements for allocating aeroplane stands.

Arrangements for initiating engine start and ensuring

clearance of aeroplane pushback.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.5.3

Does aerodrome operator provide the apron management service with radiotelephony communications facilities?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.5.4

In case of low visibility procedures, Does the aerodrome operator ensure that persons and vehicles operating on an apron shall be restricted to the essential minimum?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.5.7

Does the aerodrome operators have a procedure to ensure ensure that an aircraft stand is visually monitored to ensure that the required clearance distances are provided to an aircraft using the stand?

Y ☐ N ☐

Y ☐ N ☐



A4-5 WILDLIFE HAZARD:


From ……………….

WILDLIFE HAZARD

REFERENCE


AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y Notes /

Comments

CAR 139-P1, 9.4.1

Does the aerodrome operator establish an evaluation of the wildlife hazard by competent personnel?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.4.2

An Aerodrome operator shall maintain a database of wildlife strikes and the wildlife strike reports form shall be forwarded to PACA every three months.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.4.3

Does the aerodrome operator take action to decrease the risk to aircraft operations by adopting measures to minimize the likelihood of collisions between wildlife and aircraft?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.4.4

Does the aerodrome operator shall take action to eliminate or to prevent the establishment of garbage disposal dumps or any other source which may attract wildlife to the aerodrome, or its vicinity, 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

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.4.5

Does the Aerodrome operator shall give due consideration to aviation safety concerns related to land developments in the vicinity of the aerodrome that may attract wildlife?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.4.6

Personnel Training: level of competence appropriate to their duties and the equipment used.

Y ☐ N ☐

Y ☐ N ☐

Doc 9981 App. 1 to C2,

2.3, a)

The required equipment is provided? Y ☐ N ☐

Y ☐ N ☐


2.3, b)

Fences are provided as required? Y ☐ N ☐

Y ☐ N ☐


2.3, c)

The aerodrome operator has a procedure describing the actions

taken for discouraging the presence of wildlife, including:

Y ☐ N ☐

Y ☐ N ☐



1) who is in charge of those actions and what their training is;

2) how and when these actions are carried out, including

reporting and filing of these actions;

3) what equipment is used to conduct these actions;

4) analyses of the aerodrome vicinity and the preventive

actions to be taken subsequently to discourage wildlife;

5) monitoring of these actions, including, where applicable,

the conduct of appropriate wildlife assessments;

6) coordination with ATS;


2.3, d)

d) The aerodrome operator has a procedure to:

1) record and analyse the incidents involving wildlife;

2) collect the wildlife’s remains;

3) monitor the corrective actions to be taken subsequently;

and

4) report to PACA incidents involving wildlife.

Y ☐ N ☐

Y ☐ N ☐



A4-6 Ground servicing of aircraft/ Aerodrome vehicle operations:



Ground servicing of aircraft

REFERENCE


AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y Notes /

Comments

CAR 139-P1, 9.6.1

Are the Fire extinguishing equipment suitable for at least initial

intervention in the event of a fuel fire?

Are the personnel trained in its use shall be readily available

during the ground servicing of an aircraft?

Y ☐ N ☐

Y ☐ N ☐

Does the aerodrome have the procedure to ensure the fire

extinguishing equipment are available?

Y ☐ N ☐

Y ☐ N ☐

Is there shall be a means of quickly summoning the rescue and

fire fighting service in the event of a fire or major fuel spill?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.6.2

Is there any agreement between the aerodrome operator and the aircraft operator When aircraft refuelling operations take place

while passengers are embarking?

Y ☐ N ☐

Y ☐ N ☐

Aerodrome vehicle operations

CAR 139-P1, 12.4.10

a) Verify speed limits and the means of enforcing the rules

b) Verify The method of issuing driving permits for

operating vehicles in the movement area (Sample of

driving licence, Records)

c) Verify the method of issuing vehicle permits for vehicles

in the movement area (Sample of vehicle permit,

Records)

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

9.7.1 A vehicle shall be operated: a) On a manoeuvring area only as permitted by the aerodrome control tower; and b) On an apron only as permitted by the aerodrome operator. Show the requirement in the aerodrome operator procedure

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

9.7.2 Does the aerodrome operator the implementation of the requirements for drivers to:

Y ☐ N ☐

Y ☐ N ☐



9.7.3 9.7.4 9.7.5

1) Be appropriately trained, 2) Comply with all mandatory or authorized instructions conveyed by markings, signs or lights when on the manoeuvring area or apron, 3) Establish and maintain two-way radio communication with the control tower?

if the aerodrome operator is responsible for the training of vehicular drivers on the manoeuvring area, an appropriate training plan, including recurrent training and awareness actions, is available; if the aerodrome operator is not in charge of this training or some of this training, the service provider is clearly identified and there is formal coordination between them;

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 12.4.10

a) Details of the applicable traffic rules (including speed limits and the means of enforcing the rules) b) The method of issuing driving permits for operating vehicles in the movement area c) The method of issuing vehicle permits for vehicles in the movement area

Y ☐ N ☐

Y ☐ N ☐



A4-7 Installations and Equipements:



Surface movement guidance and control systems

REFERENCE


AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y Notes /

Comments

CAR 139-P1, 9.8.1

Does the SMGCS is provided at an aerodrome? Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.8.2

Does The design of a surface movement guidance and control system an aerodrome operator shall take into account:

a. The density of air traffic;

b. The visibility conditions under which operations are intended;

c. The need for pilot orientation;

d. The complexity of the aerodrome layout; and

e. Movements of vehicles.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.8.3

The visual aid components of an SMGCS, i.e. markings, lights and signs, should be designed to conform with the relevant specifications in CAR 139 ( See AGA Checklist)

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.8.4

An SMGCS shall be designed to assist in the prevention of inadvertent incursions of aircraft and vehicles onto an active runway.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.8.5

The system shall be designed to assist in the prevention of collisions between aircraft, and between aircraft and vehicles or objects, on any part of the movement area.

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.8.6

Where an SMGCS is provided by selective switching of stop bars and taxiway centre line lights, the following requirements shall be met: a) Taxiway routes which are indicated by illuminated taxiway centre line lights shall be capable of being terminated by an illuminated stop bar; b) The control circuits shall be so arranged that when a stop bar located ahead of an aircraft is illuminated, the appropriate section of taxiway centre line lights beyond it is suppressed; and c) The taxiway centre line lights are activated ahead of an aircraft when the stop bar is suppressed.

Y ☐ N ☐

Y ☐ N ☐



GM Doc 9476 C2

Has the aerodrome operator evaluate periodically that plan for lighting, signs and markings is integrated as a whole into the aerodrome’s runway incursion and collision avoidance strategy, taking account of different traffic intensities and visibility conditions?

- The aerodrome operator will shall asses the proposed design

or the existing infrastructure

- The evaluation will based on the accident and incident report,

recommendations from the Runway safety Team or the

operating personnel.

- Application of human factors principles (Noise, Night

operation …..)

Y ☐ N ☐

Y ☐ N ☐

Fencing

CAR 139-P1, 9.10.1 9.10.2 9.10.3

Does the aerodrome operator comply with regulations for providing a fence or suitable barriers to aerodromes and off-aerodrome ground installations and facilities, including sewers, ducts and tunnels?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1,

9.11

Does the aerodrome operator comply with regulatory requirements for the lighting of security fences and barriers? (Risk assessment conducted to determine portions of the fence to be lit.)

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, Inspection and Maintenance plan for the fence? Y ☐ N ☐

Y ☐ N ☐



A4-7 Others Operator’sprocedures:



Access to the movement area

REFERENCE


AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y

Notes / Comments

CAR 139-P1, 12.4.2

Check the an up-to-date plan clearly showing all the access

points to the movement area Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 12.4.2

Check the procedure describing the inspection of access points

and fences;

Inspection of the movement area

CAR 139-P1, 12.4.5

Check the procedure to ensure there is coordination with ATS for the inspection of the movement area

Y ☐ N ☐

Y ☐ N ☐

describe the inspections, if performed by the aerodrome operator, including:

i) frequency and scope; ii) reporting, transmission and filing; iii) actions to be taken and their monitoring;

Y ☐ N ☐

Y ☐ N ☐

assess, measure and report runway surface characteristics when the runway is wet or contaminated and their subsequent promulgation to ATS;

Y ☐ N ☐

Y ☐ N ☐

AERODROME WORKS - SAFETY

CAR 139-P1, 12.4.8 CAR 139-P1, 2.9.2 Doc 9137 Part 8, 8.3.2 & 8.4.5

1) when executing work on the aerodrome check: i) a procedure describing the necessary notification to the different stakeholders; ii) risk assessment of the aerodrome work; iii) roles and responsibilities of the various parties, including their relationship and the enforcement of safety measures; iv) safety monitoring during the work; v) reopening of facilities, where relevant; vi) necessary coordination with ATS;

Y ☐ N ☐

Y ☐ N ☐

APRON SAFETY MANAGEMENT



CAR 139-P1, 12.4.9

1) a procedure to ensure coordination with ATS; 2) the use of acceptable aeroplanes for each parking stand formally identified; 3) a compliant apron safety line is provided; 4) general safety instructions for all the agents on the apron area; 5) the placement and pushback of the aeroplane;

Y ☐ N ☐

Y ☐ N ☐

1) a procedure for the inspection of the apron area (see j)); 2) there is coordination with other parties accessing the apron, such as fuelling companies, de-icing companies and other ground handling agencies;

Y ☐ N ☐

Y ☐ N ☐

Obstacles control CAR 139-P1, 12.4.12

1) a procedure to ensure that there is an obstacle chart;

Y ☐ N ☐

Y ☐ N ☐

2) a procedure for obstacle monitoring describing the checks, their frequency, filing and follow-up actions;

Y ☐ N ☐

Y ☐ N ☐

3) a procedure to ensure that the obstacles do not represent a danger for safety and that appropriate action is taken when required;

Y ☐ N ☐

Y ☐ N ☐

HANDLING OF HAZARDOUS MATERIAL

CAR 139-P1, 12.4.14

a) Arrangements for special areas on the aerodrome to be set up for the storage of flammable liquids (including aviation fuels) and any other hazardous materials

Y ☐ N ☐

Y ☐ N ☐

b) The method to be followed for the delivery, storage, dispensing and handling of hazardous materials

Y ☐ N ☐

Y ☐ N ☐

Low visibility operations

CAR 139-P1, 12.4.15

1) there is coordination between the aerodrome operator and ATS, including awareness of the status of both low visibility procedures (LVP) and the deterioration of visual aids;

Y ☐ N ☐

Y ☐ N ☐

2) a procedure describing the actions to be taken when LVP is in process (vehicle control, visual range measurement if necessary);

Y ☐ N ☐

Y ☐ N ☐



A4-9 Safety Management System:

PACA ON-SITE SAFETY INSPECTION

CHECKLIST: AIRPORT From ……………….

1. SAFETY POLICY & OBJECTIVES


AP

PL

ICA

BLE

SATI

SFA

CT

OR

Y Notes /

Comments

1,1 Management commitment and responsibility Y ☐ N ☐

Y ☐ N ☐

CAR 100.105 Is there a safety policy in place? Y ☐ N ☐

Y ☐ N ☐

CAR 100.110-a)

Does the safety policy reflect senior management's commitment regarding safety management?

Y ☐ N ☐

Y ☐ N ☐

CAR 100.110-b)

Is the safety policy appropriate to the size, nature and complexity of the organization?

Y ☐ N ☐

Y ☐ N ☐

SMM 5.3.7-5.3.15

Is the safety policy relevant to aviation safety? Y ☐ N ☐

Y ☐ N ☐

CAR 100.110-e)

Is the safety policy signed by the accountable executive? Y ☐ N ☐

Y ☐ N ☐

CAR 100.110-f)

Is the safety policy communicated with visible endorsement throughout the organization?

Y ☐ N ☐

Y ☐ N ☐

CAR 100.110 g)

Is the safety policy periodically reviewed to ensure it remains relevant and appropriate to the organization?

Y ☐ N ☐

Y ☐ N ☐

CAR 100.110 c),d)

Does the safety policy include just culture statements regarding safety reporting?

Y ☐ N ☐

Y ☐ N ☐

1.2 Safety Accountabilities

CAR 100.115-a)

Has the organization identified an accountable executive who irrespective of other functions shall have ultimate responsibility and accountability on behalf of the organization for the implementation and maintenance of the SMS?

Y ☐ N ☐

Y ☐ N ☐

Does the accountable executive have full control of the financial and human resources required for the operations

Y ☐ N ☐

Y ☐ N ☐



authorised to be conducted under the operations certificate?

Does the accountable executive have final authority over all aviation activities of his organization?

Y ☐ N ☐

Y ☐ N ☐

CAR 100.115-c)

Has the organization identified and documented the safety accountabilities of management, including a direct safety accountability of senior management, as well as operational personnel with respect to the SMS?

Y ☐ N ☐

Y ☐ N ☐

SMM-5.3.32

Is there a safety review committee (SRC) for the purpose of reviewing the SMS and safety performance?

Y ☐ N ☐

Y ☐ N ☐

Is the safety review committee (SRC) chaired by the accountable executive or by an appropriately assigned deputy duly substantiated in the SMS document/manual?

Y ☐ N ☐

Y ☐ N ☐

Does the safety committee include relevant operational or departmental heads as applicable?

Y ☐ N ☐

Y ☐ N ☐

SMM-5.3.33 Are there safety action groups (SAG) that work in conjunction with the safety committee?

Y ☐ N ☐

Y ☐ N ☐

CAR 100.115-e)

Has the organization defined the level of management with authority to make decisions regarding safety risk tolerability?

Y ☐ N ☐

Y ☐ N ☐

1.3 Appointment by key safety personnel

CAR 100.120-a)

Has the organization appointed a qualified person to manage and oversee the day-to-day operation of the SMS?

Y ☐ N ☐

Y ☐ N ☐

CAR 100.120-b)

Does the qualified person have direct access or reporting to the accountable executive concerning the implementation and operation of the SMS?

Y ☐ N ☐

Y ☐ N ☐

CAR 100.120-c)

Is the SMS manager approved by PACA? Y ☐ N ☐

Y ☐ N ☐

CAR 100.120-d)

Does the manager responsible for administering the SMS hold other responsibilities that may conflict or impair his rule as SMS manager?

Y ☐ N ☐

Y ☐ N ☐

Is the SMS manager's position as senior management position not lower than or subservient to other operational or production positions? Does the manager responsible for administering the SMS hold other responsibilities that may conflict or impair his rule as SMS manager?

Y ☐ N ☐

Y ☐ N ☐

1,4 Coordination of emergency response planning



CAR 100.125

Does the organization's SMS ensure that the ERP is properly coordinated with the emergency response plans of those organizations it must interface with during the provision of its products and services?

Y ☐ N ☐

Y ☐ N ☐

1.5 SMS documentation

If SMS has not been fully implemented yet, does the organization have an SMS implementation plan?

Y ☐ N ☐

Y ☐ N ☐

If the organization has an implementation plan, does it comply with CAR-100?

Y ☐ N ☐

Y ☐ N ☐

SMM-5.4.4.1 If the organization has an implementation plan, does it address the coordination between the service providers' SMS and the SMS of external organizations where applicable?

Y ☐ N ☐

Y ☐ N ☐

If the organization has an implementation plan, is it endorsed by the accountable executive?

Y ☐ N ☐

Y ☐ N ☐

CAR 100.130-a)

Has the organization developed an SMS manual that contains, in accordance with Annex 19, paragraph 1.5.2: a) safety policy and objectives b) SMS requirements c) SMS processes and procedures d) accountabilities, responsibilities and authorities for SMS processes and procedures and; e) SMS outputs?

Y ☐ N ☐

Y ☐ N ☐

2. SAFETY RISK MANAGEMENT

2.1 Hazard identification

CAR 100.135

Does the organization have in place a safety risk management process?

Y ☐ N ☐

Y ☐ N ☐

CAR 100.135

Does the organization have processes in place to ensure that hazards associated with its aviation related aerodrome operations and infrastructures are identified?

Y ☐ N ☐

Y ☐ N ☐

CAR 100.135

Are the variety of methods applied to hazards identifications: reactive, proactive and predictive?

Y ☐ N ☐

Y ☐ N ☐

CAR 100.135 d)

Does the organization have in place a process for incident/accident reporting by personnel?

Y ☐ N ☐

Y ☐ N ☐

Is incident/accident reporting simple, accessible to all personnel involved in safety-related duties and commensurate with the size of the service provider

Y ☐ N ☐

Y ☐ N ☐

CAR 100.135 f)

Does the organization have procedures for investigation of all reported incidents/accidents?

Y ☐ N ☐

Y ☐ N ☐

Does the aerodrome operator conduct a root cause analysis?

Y ☐ N ☐

Y ☐ N ☐



SMM 2.13.9, 5.3.50 f

Are there procedures to ensure that hazards/threats identified or uncovered during incident/accident investigation processes are appropriately accounted for and integrated into the organizations hazard collection and risk mitigation procedure?

Y ☐ N ☐

Y ☐ N ☐

2.2 Safety risk assessment and mitigation CAR 100.140

Does the aerodrome operator develop and implement a procedure for analysis, assessment and acceptable control of the safety risks?

Y ☐ N ☐

Y ☐ N ☐

PACA DOC N°8002 4.2.5, 4.2.6

Does the safety risk assessment procedure contain a risk assessment table assessing probability and severity?

Y ☐ N ☐

Y ☐ N ☐

SMM 5.5.4 Is there a procedure to prioritize identified hazards for risk mitigation actions?

Y ☐ N ☐

Y ☐ N ☐

Is there a Hazard Registry or hazard log? All identified hazards are logged in the hazard registry?

Y ☐ N ☐

Y ☐ N ☐

2.3 Runway safety Team (RST) CAR 139-P1, 9.13.1

A RST have been established? Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.13.1

How ofteen does it meet? The frequency of meetings increase when major works are proposed or RWY hazards and incidents are increasing?

Y ☐ N ☐

Y ☐ N ☐

CAR 139-P1, 9.13.4

RST includes participation of: a) aerodrome operator; b) air traffic services; c) commercial air operators (pilots); d) representatives of flight crew familiar with the aerodrome; e) members from the general aviation community (if applicable); f) technical experts of controller associations; and g) technical experts of pilots associations.

Y ☐ N ☐

Y ☐ N ☐

Airport keeps records meeting minutes? Y ☐ N ☐

Y ☐ N ☐

ICAO Runway Safety Team Handbook, 3.1and 3.4.4

Follow up actions (from RST meetings) are well documented? Action plans are in place for issues found on RST meetings?

Y ☐ N ☐

Y ☐ N ☐

ICAO Runway Safety Team Handbook, 3.1

RST is linked to the airport SMS Y ☐ N ☐

Y ☐ N ☐

ICAO Runway Safety Team Handbook, 3.4.2

RST keeps and maintain a hazard log and a hazard reporting system

Y ☐ N ☐

Y ☐ N ☐



3. SAFETY ASSURANCE

3,1 Safety performance monitoring and measurements Y ☐ N ☐

CAR-100.140- a)

Are there identified safety performance indicators for measuring and monitoring the safety performance of the organization's aviation activities?

Y ☐ N ☐

Y ☐ N ☐

CAR-100.140- b)

Do the safety performance indicators include alert/target setting to define unacceptable performance regions and planned improvement goals?

Y ☐ N ☐

Y ☐ N ☐

SMM 5.5.66-5.3.73, 5.4.5, 5.5.4, 5.5.5, Appendix 6

Do the safety performance indicators include quantitative monitoring of high consequence safety outcomes (e.g. accidents and serious incidents rates, as well as lower consequence events e.g. rate of non-compliance, deviation)?

Y ☐ N ☐

Y ☐ N ☐

SMM 5.3.66-5.3.73, 5.4.5.2, 5.5.4, 5.5.5

Are safety performance indicators and their associated performance settings develop in consultation with and subject to the civil aviation authorities' agreement?

Y ☐ N ☐

Y ☐ N ☐

SMM 5.4.5, Appendix 6, Table 5-A6-5b

Is there a procedure for corrective or follow up actions to be taken when targets are not achieved and alert levels are exceeded/breached?

Y ☐ N ☐

Y ☐ N ☐

SMM 5.4.5, Appendix 6

Are the safety performance indicators periodically reviewed?

Y ☐ N ☐

Y ☐ N ☐

Is there in place an internal safety audit process? Y ☐ N ☐

Y ☐ N ☐

SMM 5.4., 5.5.5

Does the SMS audit plan cover the SMS interface with subcontractors and service providers operating on the aerodrome where applicable?

Y ☐ N ☐

Y ☐ N ☐

Is there in place a process for regulatory compliance monitoring?

Y ☐ N ☐

Y ☐ N ☐

3,2 The management of change

PANS Doc 9981 C2, 2.4.4

Whenever a change to the aerodrome physical characteristics, facilities or equipment is proposed, does the aerodrome operator have a procedure for evaluating the impact of this change on the safety of the existing operation?

Y ☐ N ☐

Y ☐ N ☐

SMM 5.3.74-5.3.77, 5.5.4

Is there a procedure for review of relevant existing aviation safety-related operations and processes (including any HIRM records) whenever there are pertinent changes to those operations or processes?

Y ☐ N ☐

Y ☐ N ☐



CAR 100.145-c)

Is there in place a procedure to refer planned changes to the safety risk management process?

Y ☐ N ☐

Y ☐ N ☐

3,3 Continuous improvement of the SMS

CAR-100-160 SMM 5.3.78-5.3.82, 5.5.4, 5.5.5

Is there a procedure or periodic internal audit/assessment of the SMS?

Y ☐ N ☐

Y ☐ N ☐

Is there a current internal SMS audit/assessment plan? Y ☐ N ☐

Y ☐ N ☐

PACA DOC 8003 2.4.2

Coordination affecting aerodrome safety

- There is coordination between the aerodrome

operator, aeroplane operators, air navigation

service providers and all other relevant stakeholders

to ensure the safety of operations.

- Does The aerodrome operator shall ensure that all

users of the aerodrome, including ground-handling

agencies and other organizations that perform

activities independently at the aerodrome in

relation to flight or aircraft handling, comply with

the safety requirements of the aerodrome operator.

The aerodrome operator monitors such compliance.

Y ☐ N ☐

Y ☐ N ☐

PACA DOC 8003 2.4.6

Oversight of third parties

Does the aerodrome operator monitor the Compliance of third parties with the safety provisions established by the aerodrome operator should be monitored using the appropriate means.

Y ☐ N ☐

Y ☐ N ☐

SMM 5.4.5, 5.5.5

Does the SMS audit plan include the sampling of safety performance indicators for data currency and their target/alert setting performance?

Y ☐ N ☐

Y ☐ N ☐

4. SAFETY PROMOTION (SMM & ICAO Annex 19)

4.1 Training and education CAR 100.165-a) Is there a programme to provide SMS training/familiarization

to personnel involved in the implementation or operation of the SMS?

Y ☐ N ☐

Y ☐ N ☐

SMM 5.3.86-5.3.91, 5.5.5

Has the accountable executive undergone appropriate SMS familiarization briefing or training?

Y ☐ N ☐

Y ☐ N ☐



SMM 5.3.86-5.3.91, 5.5.5

Are personnel involved in conducting risk mitigation provided with appropriate risk management training or familiarization?

Y ☐ N ☐

Y ☐ N ☐

SMM 5.3.86-5.3.91, 5.5.5

Is there evidence of organization-wide SMS education and awareness efforts?

Y ☐ N ☐

Y ☐ N ☐

4.2 Safety communication CAR 100.165-b) Is there in place formal procedure for safety communication

that ensures personnel are aware of the SMS to a degree commensurate with their position?

Y ☐ N ☐

Y ☐ N ☐

Is there in place formal procedure for safety communication that conveys safety-critical information?

Y ☐ N ☐

Y ☐ N ☐

Is there in place formal procedure for safety communication that explains why particular safety actions are taken?

Y ☐ N ☐

Y ☐ N ☐

is there in place formal procedure for safety communication that explains why safety procedures are introduced or changed?

Y ☐ N ☐

Y ☐ N ☐

SMM 5.3.92, 5.3.93, 5.5.5

Does the organization participate in sharing safety information with relevant external industry product and service providers or organizations, including the relevant aviation regulatory organizations?

Y ☐ N ☐

Y ☐ N ☐

SMM 5.3.92, 5.3.93, 5.5.5

Is there evidence of safety (SMS) publications, circular or channel for communication safety (SMS) matters to employees?

Y ☐ N ☐

Y ☐ N ☐

SMM 5.3.92, 5.3.93, 5.5.5

Are the organization's SMS manual and related guidance material accessible or disseminated to all relevant personnel?

Y ☐ N ☐

Y ☐ N ☐



Annex 5 - Critical data related to safety occurrences reported at aerodromes for the monitoring of safety

The provisions in this annex do not override the requirements in Annex 13 — Aircraft Accident and Incident Investigation, concerning the mandatory reporting of certain types of accidents/serious incidents and the responsibilities of the various parties involved.

When safety occurrences of the following types are reported, the following critical data shall be collected when relevant and feasible. This may require a collaborative effort from the aerodrome operator, ANSP or other involved parties commensurate with the severity of the potential risk attached to each occurrence.

1. Runway excursions

a) type of event (lateral veer-off, overrun);

b) landing/take-off;

c) type of approach if it is a landing event (local time or UTC);

d) date and time (local time or UTC);

e) aeroplane type;

f) runway: 1) dimensions (width/length); 2) slopes; 3) displaced threshold (yes/no, and if so, distance between the runway threshold and the runway edge); 4) runway end safety area (RESA) (yes/no, and if so, orientation, dimensions and structure); 5) contaminated runway (yes/no, and if so, contaminant type (water, other (to be specified), contaminant depth);

g) wind (direction and speed);

h) visibility;

i) details of the exit: 1) exit speed or estimation; 2) aeroplane angle with the runway edge; 3) distance between the touchdown and the exit; 4) description of the trajectory of the aeroplane once on the runway strip and/or RESA;

j) details of the location of the aeroplane once stopped.

Note 1— For overruns, information to be reported includes longitudinal position in relation to the threshold location and/or end of runway surface and lateral position in relation to runway lateral edge or runway centre line.



Note 2— Runway excursions are serious incidents, if not accidents, according to Annex 13, Attachment C. This would normally imply that the the accident/incident investigation authority needs to become involved, and coordination with the relevant authorities is therefore required.

2. Undershoot (land short of runway)

a) type of event (land short, undershoot);

b) type of approach;

c) ground-based vertical guidance available and operational (instrument landing system

(ILS), precision approach path indicator (PAPI), abbreviated precision approach path

indicator (APAPI));

d) date and time (local time or UTC);

e) wind speed (including gusts), description (calm/variable) and direction;

f) visibility;

g) aeroplane type;

h) runway:

1) dimensions (width/length); 2) slopes; 3) displaced threshold (yes/no, and if so, distance between the runway threshold and the runway edge); 4) RESA (yes/no, and if so, magnetic orientation of runway (QFU), dimensions and structure); 5) contaminated runway (yes/no, and if so, contaminant type (water, other (to be specified), contaminant depth);

i) details of the undershoot (aeroplane speed at touchdown, distance between the

touchdown and the runway edge, causes of the event):

j) description of the trajectory of the aeroplane after touchdown.

Note— Undershoots are serious incidents, if not accidents, according to Annex 13, Attachment C. This would normally imply that the accident/incident investigation authority needs to become involved, and coordination with the relevant authorities is therefore required.

3. Runway incursion

a) entities involved (aeroplane/vehicle; aeroplane/aeroplane; aeroplane/person);

b) date and time (local time or UTC);

c) aeroplane type, landing/take-off, type of approach;

d) vehicle type, location;

e) runway:



1) dimensions (width/length); 2) slopes/line of sight; 3) displaced threshold (yes/no, and if so, distance between the runway threshold and the runway edge); 4) rapid exits; 5) wind; 6) visibility;

f) details of the incursion:

1) description of the trajectories and speeds of both vehicles/aeroplanes; 2) estimated distances (horizontal and vertical) between the entities involved; 3) contaminated operational surfaces in the incursion area (yes/no, and if so, contaminant type (water, other (to be specified), contaminant depth).

Note 1.— Runway incursions classified with severity A are serious incidents according to Annex 13, Attachment C. This would normally imply that the State’s accident/incident investigation authority needs to become involved, and coordination with the relevant authorities is therefore required.

Note 2.— Guidance on prevention of runway incursions, including severity classification, is available in Doc 9870 — Manual on the Prevention of Runway Incursions).

4. Landing or take-off on a taxiway

a) landing/take-off;

b) type of approach when relevant;

c) date and time (local time or UTC);

d) wind;

e) visibility;

f) aeroplane type;

g) taxiway:

1) dimensions (width/length); 2) slopes;

h) details of the event: possible contributing factors (e.g. inadequate lighting, procedure

not applied, works, inadequate or misleading marking).

Note— Landing and take-off on taxiways are serious incidents according to Annex 13, Attachment C. This would normally imply that accident/incident investigation authority needs to become involved, and coordination with the relevant authorities is therefore required.

5. FOD-related events

a) type of event;



b) location (runway, orientation, or taxiway, stand), location of FOD, including where

possible lateral and

longitudinal positions;


d) FOD description:

1) name (if possible); 2) shape and dimensions; 3) material; 4) colour; 5) origin (if known: lighting, infrastructure, works, animals, aeroplane, environment (wind, etc.)).

6. Other excursions (i.e. from the taxiway or apron)

a) type of event;

b) location;


d) aeroplane type;

e) taxiway:

1) dimensions (width/length); 2) slopes; 3) if in a curved section: fillets (yes/no, and characteristics); 4) contaminated taxiway (yes/no, and if so, contaminant type (water, other (to be specified) and contaminant depth);

f) wind (direction and speed);

g) details of the exit (exit speed or estimation, aeroplane angle with the taxiway edge,

in a straight or a curved section, causes of the event); details of the location of the

aeroplane once stopped.

7. Other incursions (i.e. on taxiway or apron)

Same data as for item 2 (undershoot).

8. Birds/wildlife strike-related events

To be conducted in accordance with ICAO bird strike information system (IBIS) data (ingestion, collision). If there has been no collision, and the animal was avoided, it is important to know the location of the animal at the time the avoided collision occurred.

9. Ground collisions

a) type of event (ground collision);



b) location:

1) apron; 2) manoeuvring area; 3) runway, taxiway; 4) contaminant (if relevant: type and depth); 5) wind (if relevant);


d) phase of flight (e.g. taxi out, departure roll, engine start/pushback);

e) aeroplane(s) involved;

1) type of aeroplane and trajectory; f) vehicle(s) involved; 1) type of vehicle and trajectory;

g) material damages (to both aeroplane(s) and/or vehicle(s))/human damages and

location of the damages;

h) phase of operation, if ground handling is involved;

i) description of the collision:

1) estimated speed of both vehicle(s) and/or aeroplane(s); 2) description of the trajectories of the aeroplane(s) and/or the vehicle(s).

Note 1.— Ground collisions involving aeroplanes can be incidents, serious incidents or accidents. If classified as an incident, they are normally investigated as part of the aerodrome’s SMS. If classified as a serious incident or accident, this would normally imply that the accident/incident investigation authority needs to become involved, and coordination with the relevant authorities is therefore required. Note 2— Ground collisions not involving aeroplanes can be an incident and investigated as part of the aerodrome’s SMS.



Annex 6 – Audit Finding Form

PUBLIC AUTHORITY FOR CIVIL AVIATION Directorate General of Civil Aviation Regulation

Aerodromes Safety Department

Aerodrome Operator Name:

Aerodrome: Ref. No:

Area of the Audit:

File Ref:

Non-conformance: ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………. Regulation Reference: ………………… Photo Attached: Yes/No

Observation Description: Auditor’s signature: Auditor’s Name: Date ….. / ….. / ……….

Aerodrome Operator Corrective Action Plan

Action Plan: ………………………………………………………………………………………………………………….............................................................................................................................................................………………………………………………………………………………………………………………….............................................................................................................................................................………………………………………………………..………………………………………………………………………………………………………………………………………………………………… Target Completion Date: ….. / ….. / ………. Aerodrome Operator Representative’s signature: Date: ….. / ….. / ……….

Response of PACA: Aerodrome Operator Response Accepted: Yes No Comments:.………………………………………………………………………………………………… Signature of the authorized officer: Date: ….. / ….. / ……….

guidance on the aerodrome certification process …...runway safety team. a team comprised of...

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