Aerodrome Inspector s Handbook

Transcription

1 GOVERNMENT OF INDIA OFFICE OF DIRECTOR GENERAL OF CIVIL AVIATION TECHNICAL CENTRE, OPP SAFDARJUNG AIRPORT NEW DELHI Aerodrome Inspector s Handbook This Manual is for the use by DGCA officials involved in Aerodrome Inspections March 2011

2 PREFACE The Aerodrome Inspectors Hand book has been prepared for use and guidance of DGCA Aerodrome Inspectors in the performance of their duties with respect to the surveillance inspections of aerodromes in India. Primarily it is a handbook of What, Why, and How, tailor made for now and capable of evolution. It will be a primary reference document for all inspectors in Directorate of Aerodrome Standards. It covers the regulatory objectives of the DOAS. All subject matters pertaining to Surveillance Inspections conducted by Aerodrome Inspectors of DGCA, their duties, responsibilities, accountabilities and procedures have been covered to the extent possible and also current tools and mechanisms to meet the objectives and policies. Officers are expected to use good judgement while dealing with the matters where specific guidance is not available. The Hand book will be updated from time to time based on suggestions/inputs received. 24 March 2011 E K Bharat Bhushan Director General of Civil Aviation i

3 Record of Revisions Revision No. Date Affected pages Entered by Rev , 80, S K Singh Rev , 19-47, 43-57, S. P. Rai , ii

4 Aerodrome Inspectors Handbook Content page Sl.No. Contents Page No. 1. Definitions 1 2. Introduction 5 3. Purpose of the Handbook 8 4. Scope and structure of the handbook 8 5. Regulatory Objectives 8 6. Safety Regulatory Policy Statement 9 7. Inspectors Responsibilities and Accountabilities Regulation activity/safety Oversight with modified tools Appendices (1 to 22) Appendix 1 Revised Inspection Checklist Appendix 2 Suggested examples of Core and themed focus for inspection areas Appendix 3 Examples of Audit Style Questions Appendix 4 Outline of Inspection Techniques for some Inspection Areas 9.5 Appendix 5 Suggested Format for Inspection Report Form and Airports Action Taken Reports. 9.6 Appendix 6 Minimal areas to be checked during a complete cycle of initial to renewal inspections 9.7 Appendix 7 Qualification, Experience, Skills, and Attributes profile for technical staff 9.8 Appendix 8 Technical staff training syllabus, including Aerodrome Inspector 9.9 Appendix 9 Types of Training Courses module numbers refer to the numbering in Appendix iii

5 9.10 Appendix 10 Inspection Notification Letter Draft Appendix 11 Checklist for acceptance of Aerodrome Manual Appendix 12 Aerodrome Licensing Process checklist Appendix 13 Exemption process checklist Appendix 14A Competency assessment for Operations and maintenance personnel checklist 9.15 Appendix 14B Competency assessment for ARFF personnel checklist 9.16 Appendix 15 Inspection of Operational procedure checklist Appendix 16 Checklist for inspection of ARFF Appendix 17 Checklist for inspection of AEP Appendix 18 Low Visibility Operations Checklist Appendix 19 SMGCS inspection checklist Appendix 20 Wildlife Hazard Plan assessment checklist Appendix 21 Obstacle lighting and Marking checklist Appendix 22 Checklist for Electric System of Visual aids iv

6 Inspectors Handbook March / 2011 Definitions Aerodrome Layout in the context of Surface Movement Guidance and Control Systems (SMGCS), from ICAO Doc 9830, Advanced Surface Movement Guidance and Control System Manual (A-SMGCS). Basic (B): An aerodrome with one runway, having one taxiway to one apron area. Simple (S): An aerodrome with one runway, having more than one taxiway to one or more apron areas. Complex (C): An aerodrome with more than one runway, having many taxiways to one or more apron areas. Compliance The meeting of Civil Aviation Requirements (CAR), whether they are the equivalent of ICAO Standards (shall) or Recommended Practices (should). Compliance Checklist A checklist, for which there is no specific DGCA form, to be developed by the applicant/licensee, which shows if a specific CAR requirement is being met, and if not the extent of non-compliance. ICAO Critical Element Elements of a State safety oversight system, the effective implementation of which is an indication of a State s capability for safety oversight Hazard A condition or an object with the potential to cause injuries to personnel, damage to equipment or structures, loss of material, or reduction of ability to perform a prescribed function (ICAO 9859, edition 2). Hazard Log A document containing: a description of each hazard, not only from change scenarios, but also day-to-day activity; its consequences; the assessed likelihood and severity of the safety risks of the consequences; and required safety risk controls, most usually mitigation measures. 1

7 Inspectors Handbook March / 2011 The hazard log will form part of the database on aircraft safety related occurrences, incidents and accidents, and therefore part of the data used to pro-actively formulate safety interventions (examples of hazard logs can be found in the appendices to Chapter 5 of ICAO Doc 9859). The hazard log should be updated as new hazards are identified and proposals for further safety risk controls (i.e. further mitigation measures) are introduced. Inspection As well as being an umbrella term, as is Inspector, as a job title in the DGCA, inspection is a mechanism that generally takes a snapshot by measurement or counting of a physical characteristic, such as runway strip width or the number of RFF vehicles. It is the more traditional way of undertaking safety oversight (before safety oversight was a commonly used term in this context). Level of Safety The degree of safety of a system. It is an emerging property of the system, which represents the quality of the system, safety-wise. It is expressed through safety indicators. An acceptable level of safety is the level that is acceptable as a minimum and that must be assured by a system in actual practice. Risk Management; more specifically safety risk assessment A generic term that encompasses the assessment, mitigation and continued review of the safety risks of consequences of hazards that threaten the capabilities of an organisation, to a level As Low As Reasonably Practicable (ALARP). Safety risk management is a key component of the safety management process. Safety Audit Like inspection, audit is also a specific mechanism, but one that looks deeper at processes for how something is used, or how a document meets a requirement, rather than just a physical inspection. Safety Assurance Report A structured argument, supported by a body of evidence that provides a compelling, understandable and valid case that change in a system/subsystem meets the service providers risk acceptability and change management criteria for a given application in a given operating environment. It is more than risk management, or even a safety assessment, as it includes in its scope the outcomes of activities and assurances required by the change 2

8 Inspectors Handbook March / 2011 management process, such as testing prior to entry-into- service. Depending on the nature of the application and operating environment a safety case may meet the requirement for a safety assurance report. Safety Performance Indicators and targets Safety indicators are the parameters that characterise and/or typify the level of safety of a system; safety indicator value is the quantification of a safety indicator and safety targets are the concrete objectives of the level of safety. Safety review Is the DOAS process to review a submission on a significant change in a service provider s operation, such the deployment of new technologies, change or implementation of procedures, or in situations of a structural change in operations. The process is an evaluation of the application of the related safety and change management activities by the service provider. Severity The possible consequences of an unsafe event or condition. Surface Movement Guidance Control System (SMGCS) An SMGCS consists of the provision of guidance to, and control or regulation of, all aircraft, ground vehicles and people on the movement area of an aerodrome. For a more detailed description see ICAO Docs 9476 and Tolerability The concept of tolerating a level of risk that is higher than the licensee s acceptable threshold, on the basis that: There are demonstrable benefits to travellers, users, and society, that outweigh the safety risk level; providing that all of the following apply: There has been a rigorous assessment of the risk, and it has been signed off by the Accountable Executive. The licensee can demonstrate that all mitigation measures have been identified and implemented in order to reduce the safety risk level to ALARP, at a cost that is reasonable and proportionate to the safety risk. That the subject safety risk level and the threshold levels of what is acceptable and not acceptable are kept constantly under review by the licensee. 3

9 Inspectors Handbook March / 2011 The safety risk will be declared to affected parties in an appropriate document. Traffic Density (from ICAO Doc 9476, SMGCS Manual) Defined as Light, Medium or Heavy, as measured in the mean busy hour: Light: Not greater than 15 movements per runway or typically less than 20 total aerodrome movements. Medium: Of the order of 16 to 25 movements per runway or typically between 20 to 35 total aerodrome movements. Heavy: Of the order of 26 or more movements per runway or typically more than 35 total aerodrome movements. Visibility Condition One of three visibilities (four if operations in visibility insufficient for the pilot to taxi by visual guidance only, normally taken as an RVR of 75metres or less) under which the aerodrome operator plans to maintain operations; see ICAO Doc 9476, SMGCS Manual and Doc 9830, Advanced SMGCS Manual for the definitions of these visibilities. 4

10 Inspectors Handbook March / 2011 Introduction As a member of ICAO, India has duties and responsibilities for regulating aviation, including: 1. The effective and uniformly applied implementation and enforcement of the safety-related Standards and Recommended Practices contained in the Annexes to the Chicago Convention, as reflected in national requirements. 2. The establishment of State acceptable levels of safety (ALoS). 3. Overseeing the performance of aviation safety within its own national boundaries and for aviation services the output of which crosses into other State boundaries, such as Indian registered airlines operating international services. Furthermore, the obligations on the State regulator requires the establishment of comprehensive and effective regulatory activity, as part of a State Safety Programme (SSP), in a similar way to service providers having obligations to establish and implement an effective Safety Management System (SMS). It is important to distinguish the responsibilities and roles that the regulator and the service providers have in the area of operational safety. Day-to-day management of operational safety and risks to safety is the responsibility of the providers of the aviation services. The State safety regulator has the responsibility for regulatory functions, including safety oversight. ICAO has identified and defined the following critical elements (CE) of a State s safety oversight system: CE-1. Primary aviation legislation. The provision of a comprehensive and effective aviation law consistent with the environment and complexity of the State s aviation activity, and compliant with requirements contained in The Convention on International Civil Aviation. CE-2. Specific operating regulations. The provision of adequate regulations to address, at a minimum, national requirements emanating from the primary aviation legislation and providing for standardised operational procedures, equipment, and infrastructures (including safety management and training systems), in conformance with the Standards and Recommended Practices (SARPs) contained in the Annexes to the Convention on International Civil Aviation. 5

11 Inspectors Handbook March / 2011 The term regulations is used in a generic sense to include but is not limited to instructions, rules, edicts, directives, set of laws, requirements, policies, and orders. CE-3. State civil aviation system and safety oversight functions. The establishment of a Civil Aviation Authority (CAA) and/or other relevant authorities or government agencies, headed by a Chief Executive Officer, supported by the appropriate and adequate technical and nontechnical staff and provided with adequate financial resources. The CAA must have stated safety regulatory functions, objectives and safety policies. The term State civil aviation system is used in a generic sense to include all authorities with aviation safety oversight responsibility which may be established by the State as separate entities, such as: CAA, Airport Authorities, Air Traffic Service Authorities, Accident and Incident Investigation Authority, and Meteorological Authority. 6

12 Inspectors Handbook March / 2011 CE-4. Technical personnel qualification and training. The establishment of minimum knowledge and experience requirements for the technical personnel performing safety oversight functions, and the provision of appropriate training to maintain and enhance their competence at the desired level. The training should include initial and recurrent (periodic) training. CE-5. Technical guidance, tools and the provision of safety critical information. The provision of technical guidance (including processes and procedures), tools (including facilities and equipment) and safety critical information, as applicable, to the technical personnel to enable them to perform their safety oversight functions in accordance with established requirements and in a standardised manner. In addition, this includes the provision of technical guidance by the oversight authority to the aviation industry on the implementation of applicable regulations and instructions. CE-6. Licensing, certification, authorization and approval obligations. The implementation of processes and procedures to ensure that personnel and organisations performing an aviation activity meet the established requirements before they are allowed to exercise the privileges of a licence, certificate, authorisation and/or approval to conduct the relevant aviation activity. CE-7.Continued surveillance obligations. The implementation of processes, such as inspections and audits, to proactively ensure that aviation licence, certificate, authorisation and/or approval holders continue to meet the established requirements and function at the level of competency and safety required by the State to undertake an aviationrelated activity for which they have been licensed, certified, authorised and/or approved to perform. This includes the surveillance of designated personnel who perform safety oversight functions on behalf of the CAA. CE-8. Resolution of safety concerns. The implementation of processes and procedures to resolve identified deficiencies impacting aviation safety, which may have been residing in the aviation system and have been detected by the regulatory authority or other appropriate bodies. This would include the ability to analyse safety deficiencies, forward recommendations, support the resolution of identified deficiencies, as well as take enforcement action when appropriate. 7

13 Inspectors Handbook March / 2011 It is these (eight) critical elements that ICAO uses as an audit metric when conducting its Safety Oversight Audit, including the formulation of its findings and recommendations. The development of this handbook and the DGCA plan to recruit more inspectors is in response to one of the findings of ICAO s audit of India. Purpose of the Handbook To meet the needs outlined in the introduction, but also to address future development needs. In essence, it is a handbook of what, why and how ; tailor made for now, and capable of evolution. Scope and structure of the handbook This handbook covers the regulatory objectives of the Directorate of Aerodrome Standards and are detailed in the next section. After the sections on regulatory objectives, the DOAS safety policy statement and inspectors responsibilities, there is a summary of current tools and mechanisms to meet the objectives and policies. Regulatory Objectives To: 1. Assess airport service providers adherence to State guidance, and compliance with national requirements. 2. Satisfy itself that airport service providers are: a. Organizationally competent. b. Implementing safety management systems to established plans. c. Monitoring agreed safety performance targets and taking necessary corrective actions. 3. Enforce licensing requirement, taking licensing action when necessary. This is being achieved to the extent possible within the limitations of existing tools by: 1. Ensuring that there is an appropriate legislative framework for airport licensing and safety oversight/surveillance. This comprises a hierarchy of legislative documents, starting with the Aircraft Act and Rules, expanded upon in Civil Aviation Requirements (CARs) and supported by current and future guidance in Advisory Circulars. 2. Establishing and implementing an effective and adequate system for: 8

14 Inspectors Handbook March / 2011 a. The aerodrome licensing function, including initial and recurrent licensing for: i. A new site. ii. An existing airport. b. The continued surveillance function, including: i. periodic and ad-hoc inspections; and ii. airport infrastructure project and major maintenance evaluation. 3. Enforcement functions. DOAS Safety Regulatory Policy Statement 1. Adopt a balanced approach to safety regulation and safety oversight/surveillance, neither being passive and allowing service providers to, in effect, self-regulate; nor dominating the service providers and inhibiting their capability to meet their responsibilities (organisational competence issue), including in the application of service providers SMSs. This should include the development of a policy on what DOAS would be content to leave to the Licensee to resolve under their SMS. 2. Develop within the Directorate a positive safety and regulatory culture, reflecting the expectations that the DGCA has of service providers, as well as the expectations that ICAO has of the DGCA, as expressed in its eight critical elements. DOAS will, therefore: a. undertake an analysis of tasks and ensure that it has the organisational capability and competence to carry out those tasks, identifying and following-up on training and resource needs within its functional area; b. use its resources in the most effective and efficient way, in terms of safety performance outcomes; c. provide: i. technical guidance within its scope of activity to internal staff and to those it regulates; and ii. a legislative framework that is fit-for-purpose in its scope, format and content. 3. To apply the regulatory legislation and appropriate regulatory mechanisms in the following way: 9 a. in a uniform and standardized manner, without fear or favour; b. transparently and reasonably;

15 Inspectors Handbook March / 2011 c. with regulatory resolve where that is necessary in order to ensure that safety is not compromised; and d. whilst not allowing safety oversight activity to reduce, direct the appropriate resource to the appropriate levels of safety risk. 4. To pursue, in collaboration with licensees 1, its safety objective of developing the safety environment and resolving safety-concerns at Indian airports by: a. Requiring full compliance for new, upgraded or replacement/refurbishment infrastructure projects. For noncompliances that are the subject of exemptions these should be reviewed for potential correction when there are such infrastructure projects or major maintenance programmes. Exemptions that are the result of historical legacies will be considered, with appropriate supporting documentation and evidence. b. Capturing safety-critical occurrence data from world-wide, national and service provider sources, in order to: i. identify safety trends applicable to Indian aviation; and ii. focus regulatory effort on the most significant safety concerns. c. Regularly reviewing safety regulations and guidance to ensure that they remain fit for purpose. d. Driving continuous improvements in aviation safety by using performance based, as well as administrative mechanisms. DOAS Inspectors Responsibilities and Accountabilities 2 1. To adhere to the DGCA policies, processes and procedures, including those relating to: a. the evaluation of License applications; b. safety inspection and auditing (including documentation); c. the identification and follow-up on safety concerns; d. airport infrastructure and major maintenance programme evaluation; and e. enforcement. 2. To remind license applicants and holders of: a. their obligations when necessary; 1 It is not possible for the regulator or the service providers to achieve this objective on their own, and collaborating while maintaining regulatory distance should also build trust and encourage licensees to regard the DGCA as a contributor to safety. 2 See Appendix 1 for Inspector experience, qualification and personal attribute profile. 10

16 Inspectors Handbook March / 2011 b. advise them where and when non-compliance could lead to enforcement action or delays in responding to license applications; and c. recommend enforcement action to senior management when necessary. 3. Assisting licensees to the extent possible and appropriate, as part of collaborative working, but avoiding undertaking tasks that are more appropriately those of the licensee. For example, in relation to a noncompliance observation, suggesting action for consideration but not going further by offering absolute and worked-up solutions, as that is the responsibility and task of a licensee. If the licensee is not able to determine the necessary action themselves it may raise a question about their organisational competence To ensure that they maintain their personal competence, advising DOAS management if recurrent or specialist training should be considered. 5. To bring to management s notice any shortfall of the regulatory mechanisms, with constructive suggestions for more effective working. 6. Subject to appropriate competence and training, undertake tasks set by senior management. 7. To exercise due care for equipment and tools which they have been issued by DOAS for their use in the office or on-site, and bring to management s attention any that are suspected of being inaccurate and in need of certified calibration. Inspectors authorities 1. Aerodrome Inspectors have the authority to inspect the aerodrome. 2. After inspection, a report will be submitted to DGCA Headquarters and the concerned aerodrome along with the observations, Non-compliances of CAR regulations. The observations are to be briefed to the aerodrome management for initiating corrective action. 3. The Level-1 findings is any significant non-compliance with the applicable requirement which lowers the safety standard and hazards seriously the flight safety shall be addressed immediately and intimated to the respective DGCA office for follow up. 3 An issue of appropriate roles and effective use of DGCA resource. 11

17 Inspectors Handbook March / 2011 Regulation activity/safety Oversight with modified tools The following are the protocols to follow for all regulatory inspections. Inspection and Audit - As well as inspection being an umbrella term, it is the process for a physical inspection, generally by counting, measuring and observation confirming by checklist the existence of an aspect of the facility the what, whereas audit gets behind the what of these aspects to probe the how how they are used, how effective they are etc. Both of these techniques will employ observation, not only of equipment/facilities but also of activities and procedures. Observation is one of the primary sources of evidence that an aerodrome is conforming, not only to national rules/regulation, but also to company SOPs. Evidence is essential in supporting a finding. A risk assessment - A risk assessment, as part of risk management, is a process to determine if a particular risk is within the limits of the service provider s acceptability or tolerability criteria. A Safety Assurance Report includes a specific application of risk assessment and is defined at the beginning of this document. Inspection/Audit protocols: 1. Inspector behavior and regulatory approach:- The expected attitude, approach and demeanor of DOAS Inspectors are largely summed up in the sections on the DOAS Policy statement and the Inspectors responsibilities and accountabilities. 2. Types and methodology of inspections There are four types of aerodrome inspections mainly, aerodrome site inspection, licensing inspection, surveillance inspection and renewal inspection. The checklist in Appendix 1 shows initial licensing inspection areas with respect to compliance of the CAR standards. The Appendix 3 has been created to assist the inspectors to ask the operators audit style questions. The list of questions is not comprehensive and inspectors may add or reduce the questions based on the conditions and type of operations at the aerodromes. In addition, the specialized area check lists have also been formulated for inspection of respective areas during the initial licensing inspection. The details are as follows. 12 a. Aerodrome Licensing Process (Appendix 12)

18 Inspectors Handbook March / 2011 b. Exemption process (Appendix 13) c. Competency assessment checklist ( Appendix 14-a/b) d. Inspection of Operational procedure (Appendix 15) e. ARFF (Appendix 16) f. AEP (Appendix 17) g. Low Visibility Operations (Appendix 18) h. SMGCS (Appendix 19) i. Wildlife Hazard Plan (Appendix 20) j. Obstacle lighting and Marking. (Appendix 21) k. Checklist for Electric System Visual aids (Appendix 22) Similarly, for surveillance and renewal inspection of the licensed aerodromes, the inspectors are advised to use the checklist placed at Appendix 2. For above inspections, it would normally be the case for all the areas to be covered. For the annual surveillance the inspection areas should be focused in the areas that: are at the time presenting the greatest hazards to safety, or that are expected to present such hazards during the following year; have been the subject of new or revised requirements; are the subject of corrective action; and may need previous conclusions or evaluations to be re-validated For the renewal inspection the expectation would be for all areas to be covered, but not necessarily to the same degree, and with the emphasis on the core areas and those not covered in the interim annual inspection. Finally for a new site the checklist can be used to focus on areas that give an overall picture of the feasibility for the site to be suitable for an airport. 3. Stages in the inspection process: 13 a. Pre-inspection preparation:- i. Determine the inspection team and appoint a team leader. ii. iii. Tailor the inspection checklist for the team make-up and the selected areas of inspection. Audits of documents, including: AM, including AEP and SMS. AIP entries, including exemptions and Hot Spot chart. Pre-inspection documents from the airport, as required by the Series F CAR and Attachment. Those relevant to the intended inspection areas.

19 Inspectors Handbook March / 2011 iv. Following the document audit, determine suitable initial highlevel audit questions for the planned audit areas. v. Pre-inspection DOAS notification to the airport (having first revised the standard pre-inspection letter as necessary, in order for the inspector to ask for additional documents to be made available either before the inspection or for the inspection). The letter should indicate: Any additional documentation that should be sent to DOAS before the inspection, or to be made available from the beginning of the inspection. The intended areas to be visited and indicative timings for the inspection schedule, with the caveat that depending on inspection observations other areas may be included and some of the planned areas dropped. The people the inspector would like to meet. System elements that the inspector may require to be demonstrated. b. Pre-inspection on-site briefing:- i. Framework and schedule for the inspection, covering issues that may have arisen from the office-based document audit, as well as pre-knowledge, e.g. non-adherence to a corrective action plan. ii. iii. Confirmation of: the planned scope of the inspection, with the comment that other areas may need to be included, depending on observations; additional documents that will be required; the people the inspector would like to meet, with the comment that other people may need to be included, depending on observations; and areas of inspection where a demonstration or test of facilities may be required, where operational demands may need to taken into account, and some prearrangement is required, e.g. a test of water hydrants or RFF vehicle systems, The intention to notify as soon as possible, either during the pre-brief or during the inspection of: significant findings that require immediate action for operations to continue; 14

20 Inspectors Handbook March / 2011 iv. findings that will require an action plan for a specific issue, such as a non-compliance; and additional people requested to be at the de-brief. Invitation to the applicant or licensee to: Advise the inspector of any non-compliances that have been identified by the applicant or licensee and not previously declared to the DGCA. Brief the inspector on new W.I. P areas and significant changes in activity since the last inspection or stage in an application for a license. v. Expectations at the end of the inspection; this will include corrective action plans for any findings requiring them, to be proposed by the applicant or licensees and agreed by the DGCA, within one week of receiving the inspection report. The action plan will need to be signed by the Accountable Executive, or a person authorized to sign on his behalf (Accountable Executive still retains the accountability), as well as the DGCA inspection team leader. c. The on-site inspection, following the pre-brief:- Basically the implementation of the inspection plan that developed from the pre-inspection preparation, modified as necessary by the outcome of the pre-inspection on-site briefing, and the observations and findings as the inspection progresses. During the interviews, and site-visits be they physical inspection or observation based (of an SOP, for example) - the inspectors should look for evidence that what was said or written to be done is actually done during the day-to-day operation, for example results of the airport s internal monitoring and auditing of SOPs. See also Appendix 4, guidelines for inspection of specialized inspection areas. Before the post-inspection briefing the inspection team shall have an internal meeting to agree and write-up the results, and to advise the applicant or licensee of the people the inspection team would like to be present at the de-brief. d. Post-inspection briefing:- i. the observations and findings, together with supporting evidence; and ii. expectations by DGCA of action by the applicant or licensee; 15

21 Inspectors Handbook March / 2011 iii. Any other relevant issue e. Enforcement and Follow-up: - i. Identify non-compliances with Rules or CARs, and request (in the demand sense), and in accordance with the procedures in the Enforcement Manual, a corrective action plan, to be sent by the aerodrome operator. ii. iii. For a Licensee that does not accept i) above continued Noncompliances with the Rules or CARs may attract action in the form of warning, operational restrictions or licence suspension. If action under the Enforcement Manual provisions is initiated the Licensee will be given the opportunity of a hearing, unless there is an immediate safety concern or threat to safety, in which case inspectors should contact the Director of Aerodrome Standards. Dependent on the outcome of the hearing action deemed appropriate will be taken. 16

22 Inspectors Handbook March/ 2011 Appendix1 Inspection Checklist and Report Notes: AERODROME STANDARDS DIRECTORATE INSPECTION CHECK LIST - TO BE USED FOR ALL INSPECTIONS, AS INDICATED IN THE PROTOCOLS 1. Deficiencies are to be noted as a finding, quoting the legislative reference of CAR and/or guidance material. The level of finding, Level I or Level II, shall be indicated for the each observation. Level 1 and 2 are defined as 4 : Level 1 Any significant non-compliance with the applicable requirement which lowers the safety standard, thus compromising flight safety. Level 2 - Any non-compliance with the applicable requirement which could lower the safety standard, and possibly compromises flight safety. 2. For audit Areas that the DGCA inspector cannot confirm without specialist information or knowledge, they will need to be confirmed by the applicant, with supporting evidence as appropriate. For example: That the number of runways, and their orientation and length/width provisions meet/will the Operational Objective for the aircraft and traffic level that they are intended to serve. The accuracy of promulgated data are to the accuracies required in CAR Series B. 4 Modified from the definitions in the DGCA Enforcement Circular 1/2009 to address the issue of the licensee challenging and wanting an objective assessment. 17

23 Inspectors Handbook March/ 2011 NAME OF AERODROME: DECLARED TRAFFIC DENSITY, VISIBILITY CONDITION AND AERODROME LAYOUT (Refer to ICAO Docs 9476, SMGCS and 9830, Advanced SMGCS) TRAFFIC DENSITY VISIBILITY CONDITION AERODROME LAYOUT DATE AND TYPE OF INSPECTION: DATE: TYPE: 18

24 Inspectors Handbook March/ 2011 Aerodrome Licensing Inspection Checklist No. Items Standards Re. Ann. C Runways RWY surfaces W/O irregularities RWY, friction characteristics on wet pavement Runway No standard 4. Shoulders 3.3 Runway 5. Turn Application for code D, E or F Pads Runway turn pad - design Surface of RWY turn pads Runway 8. Strips General RWY and stop way included in runway strip 9. Length of rwy strip Width of rwy strip Objects on rwy strip Junction rwy and other surfaces General mandatory depending on runway Runway End Safety Area (RESA) code 14. Dimensions, length Dimensions, width Clearways No standard Stop ways Width Radio Altimeter 19. Operating Area No standard N C N/A Comments 19

25 Inspectors Handbook March/ Taxiways Clearances, design Taxiways on bridge Taxiway No standard shoulders TWY strips Twy included in a strip Holding bays, Establishment criteria rwy-holding position Establishment criteria rwy-holding 25. rwy-holding position positions, to protect navaids 26. intermediate holding Road-holding position - rwy positions, road- Location of above signs holding positions RWY holding position & ILS protection Apron No standard Isolated aircraft Identification of an isolated aircraft parking parking position position 3.15 De-icing No standard facilities Obstacle Conical surface, description Limitation Surfaces Conical surface, characteristics Conical surface, slopes Inner horizontal Description surface Characteristics Height, method of measurement Approach surface Description Characteristics Elevation of inner edge Slope of approach surface Inner approach Description surface Characteristics

26 Inspectors Handbook March/ Transitional surface Description Characteristics Elevation Slopes Inner transitional Description surface Characteristics Elevation Slopes Balked landing Description surface Characteristics Elevation Slopes Take-off climb Description surface Characteristics Elevationof inner edge path Take-off flight Measurement -A Measurement - B Obstacle Obstacle limitations depending on the limitation type of surface requirements No- Height and slope of various types of instrument runways surface 63. objects New objects or extension of existing Obstacle limitation Obstacle limitations depending on the requirements- non- type of surface 65. precision approach Height and slope of surfaces A runway Height and slope of surfaces - B New objects or extension of existing Obstacle limitation Types of surfaces. CAT I requirements Types of surfaces. CAT II and III precision approach Height & slope of surfaces A runway Height & slopes of surfaces B

27 Inspectors Handbook March/ Fixed objects above surfaces New objects or extension of existing objects 74. Runways meant for Type of obstacle limitation surface take-off Dimensions of surfaces New objects or extension of existing objects Indicators and signalling devices 78. Wind direction Availability indicator Location Landing direction Availability indicator Location Signalling lamp Application Signal panels & Characteristics of signal area signal area Markings 85. Generals General, interruption of runway marking 86. Interruption intersection rwy and twy conspicuity Color and RWY marking - White TWY and other marking - Yellow Apron safety lines - conspicuous Runway designation Marking at threshold marking Location of marking Characteristics Marking parallel runways Proportions numbers and letters Runway center line Application marking Location Characteristics Width of stripes Threshold marking Application

28 Inspectors Handbook March/ Location Characteristics Surface to be covered Transverse stripe Stripe width Arrows Permanently displaced threshold Temporarily displaced threshold Aiming point marking Application Use according with runway code Location Characteristics Touchdown zone Application marking Location and Characteristics Configuration A et B Runway side stripe Application marking 114. Taxiway centre line Application marking Standard taxi-route marking Enhanced taxiway centre line marking Location, enhanced marking Characteristics enhanced marking Characteristics figure Runway turn pad Application marking Characteristics Runway-holding Application and Location position marking Characteristics Holding point Cat I, II and III Runway-holding position, pattern A Runway-holding position, runway intersection, pattern A 127. Intermediate holding Intersection 2 taxiways position marking Distance between holding position marking & de-icing facilities 129. Characteristics

29 Inspectors Handbook March/ VOR Airport Application checkpoint marking Site Selection Location Characteristics Aircraft stand mark No standard 135. Apron safety line Location Road-holding position Application marking Location Characteristics local traffic regulation Mandatory instruction Application marking Location, code letter A, B, C and D Location, code letter E and F Characteristics No entry Characteristics No entry, colors Characteristics Conspicuity Information marking Application Characteristics Conspicuity Lights 149. aircraft General Lights which may endanger safety of Elevated approach Frangibility lights applicable after January 1, Marking for conspicuity Elevated lights Frangibility and clearance for propellers 154. Surface lights Design Light intensity and Intensity for visibility control Intensity control Intensity maximum A Intensity maximum B Emergency lighting No standard 24

30 Inspectors Handbook March/ Aeronautical beacons If operationally required Requirements for establishing necessity 162. Airport beacons Conditions to have a beacon Location Characteristics Visibility angles Identification beacon Application Location Characteristics Colour of flashing lights characters Identification Morse code Approach lighting Application, non-instrument RWY system Application, non-precision approach runway 173. Application, Precision approach runway CAT I Application, Precision approach runway CAT II and III 175. Simple approach Location lighting system Position of lights on crossbar Centre line lights Position of the system plane to thld Characteristics Precision approach Location CAT I lighting system Position runway centre line Centre line space between lights Position of the system horizontal plane through the threshold Characteristics fixed lights showing variable white 185. Serviceability level

31 Inspectors Handbook March/ Barrettes light spacing Number of flashes per second Independent operation 188. Additional lights on crossbar Position of additional lights A2-1 Lights conform to Appendix 2, Figure Precision approach Location distance in the extended CAT II and III lighting center line 192. system Location longitudinal intervals Location on barrettes Crossbar at 150 meters Crossbar at 300 meters Additional crossbars Position of lights on additional crossbars 198. Position horizontal plan Characteristics for the first 300 m Characteristics over 300 meters Characteristics Others Characteristics Length of barrettes Characteristics Flash per second and independent control 204. Characteristics Side row, color red Characteristics Fixed lights, variable white 206. Characteristics Compatibility between red and white lights 207. fig A2-1 & A2-2 Characteristics Lights as per App 2, Visual Approach Application Conditions for Slope Indicator establishment 209. System Application Standards, VASIS, PAPI

32 Inspectors Handbook March/ Application Criteria for installation Application Criteria for installation T-VASIS & AT-VASIS, description T-VASIS & AT-VASIS, description T-VASIS & AT-VASIS, description T-VASIS & AT-VASIS - Location T-VASIS & AT-VASIS caract. of the light units 217. light units T-VASIS & AT-VASIS caract. of the T-VASIS & AT-VASIS caract. of the light units 219. T-VASIS & AT-VASIS caract. of the light units 220. T-VASIS & AT-VASIS caract. of the light units 221. T-VASIS & AT-VASIS caract. of the light units 222. T-VASIS & AT-VASIS caract. of the light units 223. T-VASIS & AT-VASIS caract. of the light units 224. Approach slope and Approach slope appropriate for elevation settings of aircraft using the approach light beams Visual approach slope conform between ILS and visual aids 226. Same setting, both end of runway Slope to clear all objects Adjustment of azimuth PAPI et APAPI Description: PAPI Description: APAPI Description: PAPI position of red and

33 Inspectors Handbook March/ 2011 white lights 232. Description: APAPI position of red and white lights 233. Location: figure Characteristics: day and night operation 235. Characteristics: others Characteristics: others Distribution light intensity, App. 2, Figure A Intensity control Adjustment in elevation - limits Design to avoid accumulation of FOD Approach slope, figure Compatibility with ILS slope Slope angle to clear all objects Same for APAPI Azimuth spread of the light beam Same setting at both end of rwy Establishment of an obstacle protection surface 249. Characteristic of the protection surface, Tableau 5-3 et fig New objects or extension of existing objects 251. Removal of objects above obstacle protection surface 252. Mitigation measures RWY lead-in lighting No standard systems 254. RWY threshold Location identification lights Visible in the approach direction

34 Inspectors Handbook March/ Runway edge lights Application criteria, night operation or day and night for precision approach 257. from the rwy centre line Location, 2 parallel row equidistant Location less than 3 metres from the edge of the rwy 259. Distance between lights, 60 or meters 260. Characteristics: fix, white, variable intensity 261. Characteristics : visible all angles Characteristics: 15 degrees above the horizon 263. App 2, fig A2-9 and A2-10 Characteristics: precision approach, Runway threshold Application RWY THLD Lights and wing bar lights Location of lights at rwy end Location THLD lights, displaced thld Threshold: number of lights thld Wing bar thld lights, displaced Location of wing bar lights Characteristics: green, unidirectional and fix 271. Fig. A2-3 Thld light, precision approach App. 2, Approach App 2, Fig. A2-4 Thld wing bar light with precision lights Runway end lights Mandatory for rwy equipped with edge Location Characteristics: fix, unidirectional., red direction rwy 29

35 Inspectors Handbook March/ Rwy end with precision approach, App 2, Fig. A Runway Center Line Mandatory for precision approach Lights CAT II and III 278. Mandatory for T/Off with RVR less than 400 m Location of lights intensity, etc. Characteristics: fix, white, variable App. 2, Fig. A2-6 and A2-7 Characteristics: accordance with II et III Runway touchdown Mandatory for precision approach Cat zone lights 283. Location Characteristics: number of lights per barrette and spacing 285. white, variable Characteristics: fix, unidirectional, Accordance with spec. App 2, Fig. A Rapid exit taxiway Not to be on if pattern is not as fig indicator lights 24, in full TWY, configur. Fig 5-23 Located same side of the CL as the No overlapping when displayed Light yellow, unidirectional fix, visible direction approach A2-7 Conform spéc. 'App. 2, Fig. A2-6 or Stop way lights Application: lighted if used at night Location Characteristics

36 Inspectors Handbook March/ Taxiway centre line Mandatory is use with RVR less than lights 350 m standard taxi route TWY lights on RWY if used as a Characteristics: green with reduced beam dimensions 298. TWY lights on RWY exit shall be alternatively green & yellow, etc Conform Appendix 2, various figures and apron, etc. if used at night Taxiway edge lights Installed on rwy turn pas, holding bay Installed on rwy is part of taxi-route Characteristics: blue, fix, visible degrees above the horizon pad 303. Runway turn Application lights Light fix, unidirectional, green , 14 ou 15 Conform spec. Appendices 2, Fig. A Stop bars Mandatory if rwy use RVR les than m, etc between 350 and 550 m. Mandatory if rwy use with RVR Location Characteristics: Light red, spacing m. etc Characteristics: Rwy-holding position, unidirectional, red, visible when approaching rwy 311. Additional lights as spec Selectively switchable stop bars Intensity of red lights & beam spread, App. 2,Fig.: Q2-12 to16 31