M-3 Movement Area
M-3 Movement Area
M-3 Movement Area
Course
MODULE-01
MOVEMENT AREA SAFETY
DEFINITIONS
The following terms shall have the meanings assigned to them hereunder. Any other term not
defined herein shall have the same meaning as given in the Civil Aviation Ordinance 1960,
Pakistan Civil Aviation Authority Ordinance, 1982 and Civil Aviation Rules, 1994(CARs,94).
ACCIDENT
An occurrence associated with the operation of an aircraft which takes place between the time any
person boards the aircraft with the intention of flight until such time as all such persons have
disembarked, in which:
a. a person is fatally or seriously injured as a result of:
b. being in the aircraft, or
c. being in direct contact with any part of the aircraft, including parts which have become
detached from the aircraft, or
d. direct exposure to jet blast, except when the injuries are from natural causes, self-inflicted or
inflicted by other persons, or when the injuries are to stowaways hiding outside the areas
normally available to the passengers and crew; or
the aircraft sustains damage or structural failure which:
a. adversely affects the structural strength, performance or flight characteristics of the aircraft,
and
b. would normally require major repair or replacement of the affected component, except for the
engine failure or damage, when the damage is limited to the engine, its cowlings or
accessories; or for damage limited to propellers, wing tips, antennas, tires, brakes, fairings,
small dents or puncture holes in the aircraft skin; or
c. the aircraft is missing or is completely inaccessible.
AERODROME:
Any area of land or water designed, equipped, set apart or commonly used or intended to be used,
either wholly or in part, for affording facilities for the and departure, of aircraft, and includes all
buildings, sheds, vessels, piers, and other structures thereon or appertaining thereto.
AERODROME CONTROL SERVICE:
Air traffic control service for aerodrome traffic.
AERODROME OPERATING MINIMA:
Aerodrome operating minima means the cloud ceiling and visibility, or runway visual range, for
take- off; and the decision height, or altitude, or minimum descent height, or altitude, and visibility,
or runway visual range, and visual reference, for landing; specified by an operator in his operations
manual as being the minima for take-off and landing by an aircraft at an aerodrome.
AERODROME TRAFFIC:
All traffic on the maneuvering area of an aerodrome and all aircraft flying in the vicinity of an
aerodrome.
AIR-GROUND COMMUNICATION:
Two-way communication between aircraft and stations or locations on the surface of the earth.
AIR-GROUND CONTROL RADIO STATION:
An aeronautical telecommunication station having primary responsibility for handling
communications pertaining to the operation and control of aircraft in a given area.
APPROACH AND LANDING OPERATIONS USING INSTRUMENT APPROACH PROCEDURES:
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runway visual range less than 200 m but not less than 50 m.
intended for operations with no decision height and no runway visual range limitations.
INVESTIGATION:
A process conducted for the purpose of accident prevention, which includes the gathering and
analysis of information, the drawing of conclusions, including the determination of causes, and,
when appropriate, the making of safety recommendations.
LANDING AREA:
That part of a movement area intended for the landing or take-off of aircraft.
MANEUVERING AREA:
That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding
aprons.
MARKING:
A symbol or group of symbols displayed on the surface of the movement area in order to convey
aeronautical information.
MOVEMENT AREA:
That part of an aerodrome to be used for the surface movement of aircraft, including maneuvering
area and the apron(s).
NON-INSTRUMENT RUNWAY
A runway intended for the operation of aircraft using visual approach procedures.
OPERATIONS MANUAL
A manual containing procedures, instructions, and guidance for use by operational personnel in the
execution of their duties.
OPERATOR
A person, organization or enterprise engaged in or offering to engage in an aircraft operation.
PILOT-IN-COMMAND
The pilot designated by the operator, or in the case of general aviation, the owner, as being in
command and charged with the safe conduct of a flight.
ROAD
An established surface route in the movement area meant for the exclusive use of vehicles.
ROAD-HOLDING POSITION:
A designated position at which vehicles may be required to hold.
RUNWAY:
A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft.
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 GUARD LIGHTS:
A light system intended to caution pilots or vehicle drivers that they are about to enter an active
runway.
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RUNWAY INCURSION:
Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, or person
on the protected area of a surface designated for the landing and takeoff of aircraft.
RUNWAY VISUAL RANGE (RVR):
The range over which the pilot of an aircraft on the centre line of a runway can see the runway
surface markings or the lights delineating the runway or identifying its centre line.
RUNWAY-HOLDING POSITION:
A designated position intended to protect a runway, an obstacle limitation surface, or an ILS/MLS.
Critical/sensitive area at which taxiing aircraft and vehicles shall stop and hold, unless otherwise
authorized by the aerodrome control tower.
SERIOUS INCIDENT:
An incident involving circumstances indicating that an accident nearly occurred.
SERIOUS INJURY:
An injury, which is sustained by a person in an accident and which:
requires hospitalization for more than 48 hours, commencing within seven days from the date the
injury was received; or
results in a fracture of any bone (except simple fractures of fingers, toes or nose); or
involves lacerations which cause severe hemorrhage, nerve, muscle or tendon damage; or
involves injury to any internal organ; or
involves second or third degree burns, or any burns affecting more than 5 per cent of the body
surface; or
involves verified exposure to infectious substances or injurious radiation.
SIGN:
Fixed Message Sign:
A sign presenting only one message.
Variable Message Sign:
A sign capable of presenting several pre-determined messages or no message, as applicable.
SPECIAL VFR FLIGHT:
A VFR flight cleared by air traffic control to operate within a control zone in meteorological
conditions below VMC.
STOP WAY:
A defined rectangular area on the ground at the end of the take-off run available prepared as a
suitable area in which an aircraft can be stopped in the case of an abandoned take-off.
TAKE-OFF RUNWAY:
A runway intended for take-off only.
TAXIING:
Movement of an aircraft on the surface of an aerodrome under its own power, excluding take-off
and landing.
TAXIWAY:
A defined path on a land aerodrome established for the taxiing of aircraft and intended to provide a
link between one part of the aerodrome and another, including:
Aircraft Stand Taxi Lane:
A portion of an apron designated as a taxiway and intended to provide access to aircraft stands
only.
Apron Taxiway:
A portion of a taxiway system located on an apron and intended to provide a through taxi route
across the apron.
Rapid Exit Taxiway:
A taxiway connected to a runway at an acute angle and designated to allow landing aeroplanes to
turn off at higher speeds than are achieved on other exit taxiways thereby minimizing runway
occupancy times.
TAXIWAY INTERSECTION:
A junction of two or more taxiways.
TOUCHDOWN ZONE:
The portion of a runway, beyond the threshold, where it is intended landing aeroplanes first contact
the runway.
VFR:
The symbol used to designate the visual flight rules
THRESHOLD:
The beginning of that portion of the runway usable for landing.
VISIBILITY:
Visibility for aeronautical purposes is the greater of:
the greatest distance at which a black object of suitable dimensions, situated near the ground, can
be seen and recognized when observed against a bright background.
the greatest distance at which lights in the vicinity of 1000 candelas can be seen and identified
against an unlit background.
VISUAL METEOROLOGICAL CONDITIONS (VMC):
Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, equal to
or better than specified minima.
Quantitative safety levels – an acceptable level of safety in respect of runway operations shall be
maintained as specified in Para-1.5 of Aerodrome Standard Manual Pakistan (MNL-003-DRAS-
1.0).
System safety assessment – safety assessment exercises should be performed whenever
changes, additions or replacements of runway facilities are introduced. All records should be
documented.
Runway Safety Team – forum with members from pilot community, air traffic controllers,
aerodrome operator, airline representatives and relevant franchisees with operations associated
with runway operations should be formed to discuss issues on runway safety;
Safety competency scheme – a scheme should be developed to assess the safety competency
on staff involved in runway operations.
Safety audit – periodic safety audits are to be performed to confirm the compliance with the safety
requirements and the principles of the safety management system.
Safety monitoring and reporting system – suitable monitoring and reporting mechanism should
be developed for identifying undesirable trends in runway safety performance for further remedial
action.
Safety information dissemination – a system of information dissemination should be developed
to keep aerodrome staff notified whenever a potential safety threat is discovered for enhancing
their awareness; and
Continuous safety promotion – efforts should be made to nurture a safety culture amongst the
airport community.
VEHICLE OPERATIONS IN AIRSIDE
Runway incursion by vehicles has caused considerable concern in daily operation at airfields. An
aerodrome operator therefore should establish comprehensive procedures to regulate the quality
and discipline of airside drivers. Suitable measures should be introduced to promote a safety
culture in general and arouse the situation awareness of drivers and aircrew.
CONTROL OF AIRSIDE DRIVING AND AIRSIDE DRIVING CERTIFICATION
To ascertain drivers’ competency for operating vehicles at airside, an aerodrome operator shall
administer an Airside Driving Permit (ADP) System for the aerodrome.
The numbers of drivers permitted to drive on the maneuvering area should be kept to the minimum
necessary. The driving operations should be related to the functions of their duties.
All drivers should be trained and assessed initially and be provided with refresher training at agreed
intervals for re-examination to ascertain their competency.
Where responsibility for the training of vehicle drivers is delegated to a third-party provider, the
aerodrome operator should institute a program of audits/examinations, as part of its SMS, to
ensure that agreed standards are being maintained.
Airside Driving Training
An aerodrome operator should introduce a formal driver training and assessment program. Training
guidelines should be provided and a set of agreed standards on driver competency should be
developed in administering the program.
Training material should cover general aerodrome layout including.
a. Runway, taxiway, apron, roads, crossings, runway holding points, etc.
b. All aerodrome signs, markings, and lights for both vehicles and aircraft and specially the
importance of Stop Bars and Runway Guard lights if provided at an aerodrome.
c. Specific reference to signs, markings and lights used to guard runways and critical areas and
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e. conducting a runway safety awareness campaign that focuses on local issues, for example,
producing and distributing local hot spot maps or other guidance material as considered
necessary; and
f. regularly reviewing the airfield facilities/procedures to ensure its adequacy and compliance
with regulatory requirements of DAAR.
OBJECTIVES OF THE RUNWAY SAFETY TEAM:
Once the overall number, type and severity of runway incursions have been determined, the team
shall establish goals to improve the safety of runway operations. Examples of possible goals are:
a. To improve runway safety data collection, analysis and dissemination as required in the SMS;
b. To check that signage, markings and AFL System are compliant with Aerodrome Standards
Manual Pakistan (ASMP) and visible to pilots and drivers;
c. To develop initiatives for improving the standard of communications;
d. To identify potential new technologies that may reduce the possibility of runway incursion;
e. To ensure that procedures are compliant with National Rules/ Regulations and other
guidelines issued time to time; and
f. To initiate local awareness by developing and distributing runway safety education and
training material to Air Traffic controllers, pilots, personnel driving vehicles on the air side and
personnel working at aerodromes.
ACTION ITEMS TO BE PREPARED AND MONITORED BY THE RUNWAY SAFETY TEAM:
The outcome of the meetings of the runway safety team shall be the development of a plan
containing action items for mitigating runway safety deficiencies. The action plan would be
aerodrome specific and linked to a runway safety concern, issue or problem at that aerodrome.
Action items may include suggested changes to the physical features of, or facilities at the
aerodrome; air traffic control procedures; airfield access requirements; pilot and vehicle operator
awareness; and production of hot spot maps.
Each action item shall have a designated person or organization which is responsible for
completing the relevant tasks. There may be more than one person or organization affected by an
action item; in such cases head of the safety team, shall co-ordinate with such persons or
organizations for the completion of all tasks associated with the action item. A realistic time frame
to accomplish the work should also be associated with each action item.
The effectiveness of the implemented and/or completed action items should be assessed
periodically. This can be accomplished by comparing the results of the initial analysis and the
current runway incursion status. For example, if an action item was to provide training for
controllers, pilots or vehicle drivers,
The team should evaluate the effectiveness of such training. If the analysis shows little or no
improvement in the number, type or severity of runway incursions, the team should re-evaluate the
implementation of that action item.
Education and awareness material such as newsletters, posters, stickers and other educational
information are invaluable tools for reducing the risk of runway incursions. These should be used
by the runway safety teams for the guidance and education of controllers, pilots, vehicle drivers and
personnel working at the aerodromes.
Identification of Hot Spots. Suitable strategies shall be implemented to remove the hazard
associated with hot spots. When this is not immediately possible, action shall be initiated by
adopting strategies to manage and mitigate the risk. These strategies may include:
a. awareness campaigns.
b. additional visual aids (signs, markings and lighting);
surveillance, periodic condition and special inspections and checklist to be use during any of these
airport self-inspections. Primary attention should be given to such operational items as pavements
areas, safety areas, marking and signs, lighting, aircraft rescue and firefighting equipment, fueling
operations, navigational aid, ground vehicles, obstructions, constructions, temporary work in
progress, FOD management, wild life hazard management and stray dogs and cats.
Inspection of areas which has been assigned to individual air carriers / ground handling agencies
and other tenants can be made responsible, with Ground Safety Inspectors / Flight Standards
Inspectors / Airport Management retaining overall inspection supervision, as PCAA cannot delegate
their responsibilities to any agency for operating the airport safety.
PARTNERSHIP RULES:
a. Airport personnel who conduct safety self-inspection should:
i. Must work within the confines of CARs / ANOs / ASCs issued by PCAA.
ii. Know the location and type of airport facilities and airport rules and regulations.
iii. Have the vehicle (which every agency has) with two way ground control radio capable of
communicating with the ATC at KHI, LHE & ISB airports only.
iv. Know and use correct radio communication procedures and techniques.
v. Be supplied with the checklists / forms (specimen under preparation) covering the
various inspection areas. It is important to develop a checklist that is useful for airport
and its operations.
vi. A sketch / map of the airport should accompany, so that location of the problems can be
marked for easy identification.
vii. Review the most recently completed checklist from the previous inspection cycle prior to
beginning the inspection.
viii. If construction / work in progress, be familiar with the safety plan for the project.
ix. Continuous surveillance of certain airport activities, such as fueling operations,
construction, airfield maintenance.
x. Special inspections during unusual conditions or situation / dense traffic and hi-flight
activities, changing weather, pre and post monsoon inspections.
xi. Partners must pass on information regarding hazards / risks immediately to DFS /
Inspectors on urgent basis.
xii. Anomalies / Discrepancies must be reported thru drop boxes / email or telephone
numbers printed on the drop boxes.
xiii. Self-inspection checklists / forms to be duly filled on regular basis and presented to
Flight Standards Inspectors on their scheduled routine inspections / surveillance visits.