Aerodrome Operations

Course

MODULE-01
MOVEMENT AREA SAFETY

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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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Instrument approach and landing operations are classified as follows:

Non-Precision Approach And Landing Operations:
An instrument approach and landing which utilizes lateral guidance but does not utilize vertical
guidance.
Approach And Landing Operations With Vertical Guidance:
An instrument approach and landing which utilizes lateral and vertical guidance but does not meet
the requirements established for precision approach and landing operations.
Precision Approach And Landing Operations:
An instrument approach and landing using precision lateral and vertical guidance with minima as
determined by the category of operation.
APPROACH CONTROL SERVICE:
Air traffic control service for arriving or departing controlled flights.
APPROACH CONTROL UNIT:
A unit established to provide air traffic control service to controlled flights arriving at, or departing
from, one or more aerodromes.
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.
AUTOMATIC DEPENDENT SURVEILLANCE (ADS):
A surveillance technique in which aircraft automatically provide, via a data link, data derived from
on- board navigation and position-fixing systems, including aircraft identification, four-dimensional
position and additional data as appropriate.
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS):
The automatic provision of current, routine information to arriving and departing aircraft throughout
24 hours or a specified portion thereof:
Data link-automatic terminal information service (D-ATIS). D1.22.2 The provision of ATIS via data
link.
Voice-automatic terminal information service (Voice-ATIS).
The provision of ATIS by means of continuous and repetitive voice broadcasts.
CAUSES:
Actions, omissions, events, conditions, or a combination thereof, which led to the accident or
incident.
CONTROLLED AERODROME:
An aerodrome designated as a controlled aerodrome by the Director General at which air traffic
control service is provided to aerodrome traffic.
CONTROLLED FLIGHT:
Any flight which is subject to an air traffic control clearance.
DISPLACED THRESHOLD:

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A threshold not located at the extremity of a runway.

FORECAST:
A statement of expected meteorological conditions for a specified time or period, and for a specified
area or portion of airspace.
GROUND HANDLING:
Services necessary for an aircraft’s arrival at, and departure from, an airport, other than air traffic
services.
GROUND VISIBILITY:
The visibility at an aerodrome, as reported by an accredited observer.
HAZARD:
Conditions, object or activity with the potential of causing injuries to personnel, damage to
equipment or structures, loss of material, or reduction of ability to perform a prescribed function.
HOLDING BAY:
A defined area where aircraft can be held, or bypassed, to facilitate efficient surface movement of
aircraft.
HOT SPOT:
A location on an aerodrome movement area with a history or potential risk of collision or runway
incursion, and where heightened attention by pilots/drivers is necessary.
INCIDENT:
An occurrence, other than an accident, associated with the operation of an aircraft, which affects or
could affect the safety of operation and shall include such occurrences as the Director General may
specify in an ANO or by other means.
INSTRUMENT RUNWAY:
One of the following types of runways intended for the operation of aircraft using instrument
approach procedures:
Non-Precision Approach Runways:
An instrument runway served by visual aids and a non-visual aid providing at least directional
guidance adequate for a straight-in approach.
Precision Approach Runway, Category I:
An instrument runway served by ILS and/or MLS and visual aids intended for operations with a
decision height not lower than 60 m (200 ft) and either a visibility not less than 800 m or a runway
visual range not less than 550 m.
Precision Approach Runway, Category II:
An instrument runway served by ILS and/or MLS and visual aids intended for operations with a
decision height lower than 60 m (200 ft) but not lower than 30 m (100 ft) and a runway visual range
not less than 350 m.
Precision Approach Runway, Category III:
An instrument runway served by ILS and/or MLS to and along surface of the runway and:
intended for operations with a decision height lower than 30 m (100 ft), or no decision height and a
runway visual range not less than 200 m.
intended for operations with a decision height lower than 15 m (50 ft), or no decision height and a
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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:

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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.

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ELEMENTS AFFECTING RUNWAY INCURSION:

Any occurrence in the airport runway environment involving an aircraft, vehicle, person, or object
on the ground that creates a collision hazard or results in a loss of required separation with an
aircraft taking off, intending to take off, landing, or intending to land shall be treated as hazard.
Operational dimensions affecting runway incursion severity are:
Proximity of Aircraft and / or Vehicle:
This distance is usually approximated by the controller or from the aerodrome diagram. If the
aircraft flew directly over the other aircraft or vehicle, then the closest vertical proximity shall be
used. When both aircraft are on the ground, the proximity that is used to classify the severity of the
runway incursion is the closest horizontal proximity. When aircraft are separated in both horizontal
and vertical planes, the proximity that best represents the probability of collision shall be used. In
incidents in which the aircraft are on intersecting runways, the distance from each aircraft to the
intersection shall be used.
Geometry Of The Encounter:
Certain encounters are inherently more severe than others. For example, encounters with two
aircraft on the same runway are more severe than incidents with one aircraft on the runway and
one aircraft approaching the runway. Similarly, head-on encounters are more severe than aircraft
moving in the same direction.
Evasive Or Corrective Action:
When an aircraft takes evasive action to avoid a collision, the magnitude of the maneuver shall be
considered in classifying the severity. This includes, but is not limited to, hard braking action,
swerve, rejected takeoff, early rotation on takeoff, and go around. The more severe the maneuver,
the higher the contribution to the severity rating. For example, encounters involving a rejected
takeoff in which the distance rolled were 300 meters was more severe than those in which the
distance rolled was less than 30 meters.
Available Reaction Time:
Encounters that allow the pilot little time to react to avoid a collision are more severe than
encounters in which the pilot had ample time to respond. For example, in incidents involving a go-
around, the approach speed of the aircraft and the distance to the runway at which the go-around
was initiated shall be considered in the severity classification. An incident involving a heavy aircraft
aborting the landing and initiating a go-around at the runway threshold shall be more severe than
one that involved a light aircraft initiating a go- around on a one-mile final.
Environmental Conditions:
Conditions that degrade the quality of the visual information available to the pilot and controller,
such as poor visibility increase the variability of the pilot and controller response, and as such, may
increase the severity of the incursion. Similarly, conditions that degrade the aircraft or vehicle
stopping performance, such as wet or icy runways shall also be considered.
Factors That Affect System Performance:
Factors that affect system performance, such as communication failures (e.g. “open mike”).
Communication errors (e.g., the controller’s failure to correct an error in the pilot’s read-back) shall
also contribute to the severity of the incident.
CATEGORIES OF RUNWAY INCURSION SEVERITY:
Severity of runway incursion shall be categorized as under.
Category A Separation decreases and participants take extreme action to narrowly avoid a
collision, or the event results in a collision
Category B Separation decreases and there is a significant potential for a collision
Category C Separation decreases, but there is ample time and distance to avoid a
potential collision
Category D Little or no chance of collision, but meets the definition of a runway incursion
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PREVENTIVE MEASURES FOR RUNWAY INCURSIONS:

Runway incursions have shown a worldwide safety risk that stemmed from a variety of systemic
and human performance issues. It is essential that measures should be taken to prevent runway
incursions.
AIRPORT OPERATIONS
Favorable operating environment and prevention of runway incursions are important factors that
contribute to runway safety. With these basic principles, an aerodrome operator should establish
procedures to monitor the conditions of runways and ground aids which must be supported by
effective maintenance program to ensure system integrity. Logical layout, simplicity and avoidance
of runway crossings should be included as elements in the design and introduction of new
aerodrome infrastructure. Human factors shall be considered in setting up aerodrome procedures
with the objectives of minimizing human errors and respecting user-friendliness when used by
pilots, vehicle drivers and air traffic controllers.
AERODROME STANDARD MANUAL PAKISTAN (ASMP)
An aerodrome operator is required to fully implement at high priority the National SARPs (ASMP) /
ICAO provisions relevant to runway safety. Their compliance forms the basis for consideration of
certifying aerodromes. Appropriate additional safeguards should be considered to avoid runway
incursion. To establish a runway incursion prevention program, Aerodrome Operators must fulfill
the following requirements:
a. Establish Low visibility procedures as given in Para-5.2.4 of Manual of Surface Movement
Guidance and Control System (MNL-004-DRAS-1.0).
b. Implement National Airfield Clearance Policy.
c. Establish Procedures for Vehicular Movements on Airside
d. Runway incursion prevention awareness campaign shall be initiated at each aerodrome for air
traffic controllers, pilots and drivers and other personnel who are involved in runway
operations.
e. All infrastructure and procedures relating to runway operations shall follow the provisions
contained in Aerodrome Standard Manual.
Aerodrome Operator shall complete Aerodrome Certification Procedures as per MNL-001-DRAS-
2.0 (Aerodrome Certification Procedures Pakistan).
RUNWAY MAINTENANCE PROGRAMME
A maintenance program, including preventive maintenance where appropriate, shall be established
for the aerodrome to maintain runway in a condition which does not impair the safety of aircraft
operations. A robust maintenance program should be implemented to prevent failure or
degradation of runway facilities. The design and application of the maintenance program should
observe Human Factors principles.
SAFETY MANAGEMENT SYSTEM (SMS) FOR AIRPORT OPERATIONS
An aerodrome operator shall implement a SMS in accordance with the provision in Aerodrome
Standard Manual Pakistan (ASMP). Facilities, equipment, and procedures used to support runway
operations shall be designed and operated in a way that the combination of the probability of
occurrence and the seriousness of the consequences of the hazard occurring must not result in a
level of risk that is unacceptable. Risk assessment matrices facilitate the determination of
acceptable levels of risks considering the probability of occurrence and seriousness of
consequences.
SMS IMPLEMENTATION
The implementation of the SMS shall include the introduction of:

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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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d. Specific reference to low visibility operation.

Airside Driving Discipline
Airside drivers must be given a clear message that ATC instructions must be followed at all time.
Without ATC’s authorization, drivers must not enter the runway. If there is any doubt in the mind of
a vehicle driver when receiving a clearance or instruction, clarification should be immediately
requested from ATC before the clearance or instruction is enacted. Vehicle drivers should
immediately contact the unit responsible for airfield control or ATC when uncertain of their exact
position on an aerodrome.
Vehicle drivers experiencing radio problems while on maneuvering area must immediately vacate
the maneuvering area. Driver with vehicle breakdown on runways and taxiways must report to
airfield control or ATC immediately. If Runway Guard lights or Stop Bars are provided, and
switched “ON”, then any vehicle / personnel shall not cross / enter any runway or taxiway unless
permitted by ATC regardless day or night.
Language Proficiency in respect of Radiotelephony (RTF) Communication
Standard phraseology should be used for communication among drivers, controllers and airfield
control personnel. Vehicle driver or his team members who communicates with air traffic controller
should read back all instructions pertaining to entering, leaving or crossing runways.
Situational Awareness
On the part of airside drivers, situational awareness is about knowing where they are and where
they want to go, as well as knowing the traffic in the surrounding. Drivers should be encouraged to
exercise extra vigilance when operating in the vicinity of runways. Close references should be
made with any visual cues, lightings, and signage especially at times of darkness and poor
visibility.
REQUIREMENTS FOR THE PREVENTION OF RUNWAY INCURSIONS:
RUNWAY SAFETY TEAM
ESTABLISHMENT OF RUNWAY SAFETY TEAM:
A runway incursion Prevention program shall start with the establishment of runway safety teams at
individual airport. The team shall comprise representatives from aerodrome operations, air traffic
service providers, airlines or aircraft operators, and any other groups with a direct involvement in
runway operations. The team shall meet on a regular basis. The team shall establish goals that will
improve safety of runway operations.. The team shall be headed, by the Airport Manager / Chief
Operating Officer of ATC etc. as the case may be.
The primary role of a runway safety team shall be:
a. To develop action plan for runway safety;
b. Identify potential runway incursion issues; and
c. Recommend strategies for hazard removal and mitigation of the individual risk.
The team shall meet at least once in three month at aerodromes used for International Air
Transport Services and once in six month at other aerodromes. Frequency of meetings may be
increased keeping in view of traffic growth due to capacity enhancement
TERMS OF REFERENCE FOR THE RUNWAY SAFETY TEAM:
a. The terms of reference for the runway safety team formed at individual aerodromes shall be:
determining the number, type and, if available, the severity of runway incursions;
b. Considering the outcome of investigation reports in order to establish local hot spots or
problem areas at the aerodromes;
c. working as a cohesive team to better understand the operating difficulties of personnel
working in other areas and recommending areas for improvement;
d. identifying any local problem areas and suggesting improvements;
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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);

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c. use of alternative routings

d. construction of new taxiways; and
e. The mitigation of blind spots in the aerodrome control tower.
Aerodromes charts showing hot spots shall be produced by the aerodrome operator, checked
regularly for accuracy, revised as needed, distributed locally, and published in the Aeronautical
Information Publication (AIP) of Pakistan.
RAMP SAFETY RULES:
a. Always be aware of your surroundings.
b. Always wear reflective / protective equipment.
c. No Smoking.
d. No alcoholic drinks or drugs.
e. No non-serious activities / attitude, such as practical jokes or playing with the equipment.
f. Report all injuries, equipment damage or near collision or any unsafe activity immediately to
the supervisor or use the drop box provided by the Director Flight Standards.
g. Do not operate any unserviceable equipment.
h. Keep the ramp area clear of FOD.
i. Strictly trained operator and qualified person may drive a vehicle or operate its controls
j. Respect the laid down ramp speed limits.
k. Never try to get on or off the moving vehicle.
l. Never carry co-worker on vehicles unless seats are available. “No seat, No ride”.
m. Do not operate the vehicles or equipment in the no-drive zone i.e. under fuselage and
wings.
n. Never drive over fuel hoses or static leads.
o. Avoid driving high-lift vehicles with rear body raised specially for long distance.
p. Never reverse the vehicle into the aircraft without marshaller guidance.
q. Aircraft has the right of way, respect this rule.
r. Avoid the intake and exhaust areas of the aircraft engines.
s. Use extreme caution and be vigilant when walking under any part of an aircraft.
t. Before approaching make sure that anti-collision beacon light of the aircraft is OFF.
u. No ground activities on the aircraft with the anti-collision light ON.
v. For turbo-prop do not approach until the prop has stopped and beacon light OFF.
w. Never walk close or in between the props even if it’s motionless.
x. Never touch the prop blade.
DEVELOPMENT OF SELF INSPECTION PROGRAM:
Some times hazardous airport conditions develop virtually instantaneously, other are gradual. To
handle this instantaneous safety hazard amicably, one should have readily, available crises
management remedies that is why it is important to have an airport self inspection program. That
monitors specific areas so that small size manageable problems do not have the chance to grow
into sizeable safety hazards.
The programs use, in scope and effectiveness from verbal instructions and unscheduled and
unrecorded inspections to very comprehensive inspection programs with multiple daily schedules
and widely distributed responsibilities. One of the requirements of this program is that the operators
/ ground handlers become active partners and regularly conduct a daily safety self-inspection to
ensure that prompt corrective action is taken to eliminate unsafe or future unsafe conditions on the
airport.
This program suggests components, responsibilities, and item for regularly schedule continuous

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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.

PLANNING AND SAFETY INSTRUCTIONS FOR MAINTENANCE WORKS ON AIRSIDE

Construction, maintenance and repair work must regularly be carried out on the Movement Area
and aprons This Instruction details the arrangements in place, the responsibilities of those involved
and the procedure to be followed for the safe co-ordination and conduct of airside works.
AERODROME AREAS CONCERNED
For the purposes of this Instruction the aerodrome areas in which the following special rule for
airside works must be applied are:
a. The Maneuvering Area comprising runways, taxiways and associated grass areas.
b. Aircraft parking areas.
c. Vehicular Track
d. Cargo handling areas.
e. Any other area, location or site designated by MAS / APM
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AERODROME SAFETY MANAGEMENT SYSTEM

Work procedures will be framed in coordination with concerned unit keeping in consideration the
following:
a. It shall ensured that the work will be carried out in lean period, i.e. low density of traffic as
far as practicable.
b. With mutual coordination work procedure will made to avoid unnecessary delay and
disturbance to aerodrome operations.
c. Laid down work procedures may be altered keeping in view the special environment of the
area.
d. Officials from work services shall positioned to liaise with ATC.
e. Maintenance area shall be covered properly, to avoid dust blowing.
f. Proper sinology will be displayed on and around the maintenance area. Proper illumination
of the area during night.
g. Any special procedure to be formulated during the work.
PROCEDURE OF HANDING/TAKING OVER OF FACILITY / AREA FOR MAINTENANCE WORK
In case maintenance work shall carried out on operational facility which is likely to affect the ATC
operations following procedures shall be applied:
a. Work schedule
b. NOTAM action
c. Withdrawal of the facility
d. Estimated duration of maintenance work
After completion of maintenance work the facility will be handed over to the user and NOTAM
action in the regard will be cancelled accordingly.

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