runway safety programme air navigation order · 2018-10-10 · aerodrome operating minima means the...

31/01/2013 ANO-002-DRAS-1.1

RUNWAY SAFETY PROGRAMME

AIR NAVIGATION ORDER

VERSION : 1.1 DATE OF IMPLEMENTATION : 31-01-2013 OFFICE OF PRIME INTEREST : Aerodrome Standards Branch (Directorate of Airspace & Aerodrome Regulations)

RUNWAY SAFETY PROGRAME

31/01/2013 Page 1 of 21 ANO-002-DRAS-1.1


31/01/2013 Page 2 of 21 ANO-002-DRAS-1.1

TABLE OF CONTENTS

A AUTHORITY: ........................................................................................................................ 3 B PURPOSE:............................................................................................................................ 3 C SCOPE: ................................................................................................................................ 3 D DESCRIPTION: ..................................................................................................................... 3 D1. DEFINITIONS: ...................................................................................................................... 3 D2. ELEMENTS AFFECTING RUNWAY INCURSION: ............................................................. 10 D3. CATEGORIES OF RUNWAY INCURSION SEVERITY: ...................................................... 11 D4. RUNWAY INCURSION SEVERITY CLASSIFICATION: ...................................................... 11 D5. PREVENTIVE MEASURES FOR RUNWAY INCURSIONS: ............................................... 11 D6. REQUIREMENTS FOR THE PREVENTION OF RUNWAY INCURSIONS: ........................ 18 D7. MONITORING: .................................................................................................................... 20 D8. DELEGATION OF POWERS: ............................................................................................. 20 E EVIDENCES (ACRONYMS / RECORDS / REFERENCES): ............................................... 20 E1. ACRONYMS: ...................................................................................................................... 20 E2. RECORDS: ......................................................................................................................... 20 E3. REFERENCES: ................................................................................................................... 20 IMPLEMENTATION: ...................................................................................................................... 21


31/01/2013 Page 3 of 21 ANO-002-DRAS-1.1

A AUTHORITY:

A1 This ANO is issued by DGCAA in pursuance of powers vested in him under Rules 4(3), 66, 68, 73, 86, 88, 89, 180, 360 and all other enabling provisions of Civil Aviation Rules 1994 (CARs,94).

B PURPOSE: B1 Runway operations are an integral part of aviation and the risks associated with runway operations need to be managed in order to prevent runway incursions that may lead to accidents with significant loss of life.

B2 Landing and take-off are critical phases of flight and runway is an area where landing and departing aircraft may have the opportunities to interact with other taxiing aircraft, ground vehicles, personnel, animals and foreign objects. Given the speed of aircraft and its limited ability in exercising avoiding action on the runway especially during take-off and landing roll, the potential hazard as may be created by runway incursions or presence of foreign objects have become a deep concern to aviation safety in many countries.

B3 International Civil Aviation Organization (ICAO) has specified standards and recommended practices relating to airport system operation and development of operational procedures for the purpose of achieving runway safety. An appropriate measures have been introduced by individual airlines, airport operators and air navigation service providers in order to comply with the ICAO requirements. However, with the predicted growth of air traffic and increasing complexity in airport operation, the commitment to runway safety should also be addressed by a more systematic approach to ensure consistent and harmonized application of ICAO provisions with clear goals and common understanding shared by all stakeholders. This perspective is in line with the requirement of Aerodrome Standard Manual Pakistan (ASMP).

B4 This Runway Safety Programme serves to provide management guidelines and recommendations to stakeholders for enhancing runway safety. This Programme is to be distributed to aircraft and airport operators as well as air navigation service providers who are required to observe the guidelines through continuous system improvement and adoption of industry best practices.

C SCOPE:

C1 This ANO is applicable to all aerodromes operators, air traffic service providers, airlines, aircraft operators or any other stake holder, which may have direct bearing on runway operations.

D DESCRIPTION:

D1. 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).

D1.1 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:

D1.1.1 a person is fatally or seriously injured as a result of:

D1.1.1.1 being in the aircraft, or

D1.1.1.2 being in direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or

D1.1.1.3 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


31/01/2013 Page 4 of 21 ANO-002-DRAS-1.1

D1.1.2 the aircraft sustains damage or structural failure which:

D1.1.2.1 adversely affects the structural strength, performance or flight characteristics of the aircraft, and

D1.1.2.2 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

D1.1.2.3 the aircraft is missing or is completely inaccessible.

D1.2 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.

D1.3 AERODROME CONTROL SERVICE: Air traffic control service for aerodrome traffic.

D1.4 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.

D1.5 AERODROME TRAFFIC: All traffic on the maneuvering area of an aerodrome and all aircraft flying in the vicinity of an

aerodrome.

D1.6 AEROPLANE: A power-driven heavier than air aircraft deriving its lift in flight chiefly from aerodynamic reactions on

surfaces which remain fixed under given conditions of flight.

D1.7 AIR TRAFFIC: All aircraft in flight or operating on the maneuvering area of an aerodrome.

D1.8 AIR TRAFFIC CONTROL CLEARANCE: Authorization given to an aircraft to proceed under conditions specified by an air traffic control unit.

D1.9 AIR TRAFFIC CONTROL SERVICE: A service provided for the purpose of:

D1.9.1 preventing collisions:

D1.9.1.1 between aircraft, and

D1.9.1.2 on the maneuvering area between aircraft and obstructions; and

D1.9.1.3 expediting and maintaining an orderly flow of air traffic.

D1.10 AIR TRAFFIC CONTROL UNIT: Air traffic control unit means, an area control centre, an approach control office or aerodrome control

tower.

D1.11 AIR TRAFFIC FLOW MANAGEMENT (ATFM): A service established with the objective of contributing to a safe, orderly and expeditious flow of air

traffic by ensuring that Air Traffic Control (ATC) capacity is utilized to the maximum extent possible and that the traffic volume is compatible with the capacities declared by the appropriate Air Traffic Service (ATS) authority.

D1.12 AIR TRAFFIC SERVICE: A generic term meaning variously, flight information service, alerting service, air traffic advisory

service, air traffic control service, area control service, approach control service or aerodrome control service.


31/01/2013 Page 5 of 21 ANO-002-DRAS-1.1

D1.13 AIRCRAFT:

Any machine that can derive support in the atmosphere from the reactions of the air other than the reactions of the air against the earth’s surface. D1.14 AIR-GROUND COMMUNICATION:

Two-way communication between aircraft and stations or locations on the surface of the earth.

D1.15 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.

D1.16 APPROACH AND LANDING OPERATIONS USING INSTRUMENT APPROACH PROCEDURES: Instrument approach and landing operations are classified as follows:

D1.16.1 Non-Precision Approach And Landing Operations: An instrument approach and landing which utilizes lateral guidance but does not utilize vertical

guidance.

D1.16.2 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.

D1.16.3 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.

D1.17 APPROACH CONTROL SERVICE: Air traffic control service for arriving or departing controlled flights.

D1.18 APPROACH CONTROL UNIT: A unit established to provide air traffic control service to controlled flights arriving at, or departing from,

one or more aerodromes.

D1.19 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.

D1.20 APRON MANAGEMENT SERVICE: A service provided to regulate the activities and the movement of aircraft and vehicles on an apron.

D1.21 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.

D1.22 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:

D1.22.1 Data link-automatic terminal information service (D-ATIS).

D1.22.2 The provision of ATIS via data link.

D1.22.3 Voice-automatic terminal information service (Voice-ATIS).

D1.22.4 The provision of ATIS by means of continuous and repetitive voice broadcasts.

D1.23 CAUSES: Actions, omissions, events, conditions, or a combination thereof, which led to the accident or incident.


31/01/2013 Page 6 of 21 ANO-002-DRAS-1.1

D1.24 CEILING:

The height above the ground or water of the base of the lowest layer of cloud below 6000 meters (20000 feet) covering more than half the sky.

D1.25 CLEARWAY: A defined rectangular area on the ground or water under the control of the appropriate authority,

selected or prepared as a suitable area over which an aeroplane may make a portion of its initial climb to a specified height.

D1.26 CONTROLLED AERODROME: An aerodrome designated as a controlled aerodrome by the Director General at which air traffic control

service is provided to aerodrome traffic.

D1.27 CONTROLLED FLIGHT: Any flight which is subject to an air traffic control clearance.

D1.28 DISPLACED THRESHOLD: A threshold not located at the extremity of a runway.

D1.29 FINAL APPROACH: The part of an instrument approach procedure which commences at the specified final approach fix or

point, or where such a fix or point is not specified,

D1.29.1 at the end of the last procedure turn, base turn or inbound turn of a racetrack procedure, if specified; or

D1.29.2 at the point of interception of the last track specified in the approach procedure; and

D1.29.3 ends at a point in the vicinity of an aerodrome from which:

D1.29.3.1 a landing can be made; or

D1.29.3.2 a missed approach procedure is initiated.

D1.30 FLIGHT CREW MEMBER: A licensed crew member charged with duties essential to the operation of an aircraft during a flight

duty period.

D1.31 FORECAST: A statement of expected meteorological conditions for a specified time or period, and for a specified

area or portion of airspace.

D1.32 GROUND HANDLING: Services necessary for an aircraft’s arrival at, and departure from, an airport, other than air traffic

services.

D1.33 GROUND VISIBILITY: The visibility at an aerodrome, as reported by an accredited observer.

D1.34 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.

D1.35 HOLDING BAY: A defined area where aircraft can be held, or bypassed, to facilitate efficient surface movement of

aircraft.

D1.36 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.


31/01/2013 Page 7 of 21 ANO-002-DRAS-1.1

D1.37 HUMAN FACTORS PRINCIPLES:

Principles which apply to aeronautical design, certification, training, operations and maintenance and which seek safe interface between the human and other system components by proper consideration to human performance.

D1.38 HUMAN PERFORMANCE: Human capabilities and limitations, which have an impact on the safety and efficiency of aeronautical

operations.

D1.39 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.

D1.40 INSTRUMENT METEOROLOGICAL CONDITIONS (IMC): Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, less than

the minima specified for visual meteorological conditions.

D1.41 INSTRUMENT RUNWAY: One of the following types of runways intended for the operation of aircraft using instrument approach

procedures:

D1.41.1 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.

D1.41.2 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.

D1.41.3 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.

D1.41.4 Precision Approach Runway, Category III: An instrument runway served by ILS and/or MLS to and along surface of the runway and:

D1.41.4.1 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.

D1.41.4.2 intended for operations with a decision height lower than 15 m (50 ft), or no decision height and a runway visual range less than 200 m but not less than 50 m.

D1.41.4.3 intended for operations with no decision height and no runway visual range limitations.

D1.42 INTERMEDIATE HOLDING POSITION: A designated position intended for traffic control at which taxiing aircraft and vehicles shall stop and

hold until further cleared to proceed, when so instructed by the aerodrome control tower.

D1.43 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.

D1.44 LANDING AREA: That part of a movement area intended for the landing or take-off of aircraft.

D1.45 MANEUVERING AREA: That part of an aerodrome to be used for the take-off, landing and taxiing of aircraft, excluding aprons.


31/01/2013 Page 8 of 21 ANO-002-DRAS-1.1

D1.46 MARKING:

A symbol or group of symbols displayed on the surface of the movement area in order to convey aeronautical information.

D1.47 MOVEMENT AREA:

That part of an aerodrome to be used for the surface movement of aircraft, including maneuvering area and the apron(s).

D1.48 NIGHT:

Hours between the end of evening civil twilight and the beginning of morning civil twilight or such other period between sunset and sunrise, as prescribed by the appropriate authority.

D1.49 NON-INSTRUMENT RUNWAY:

A runway intended for the operation of aircraft using visual approach procedures.

D1.50 OPERATIONS MANUAL: A manual containing procedures, instructions and guidance for use by operational personnel in the

execution of their duties.

D1.51 OPERATOR: A person, organization or enterprise engaged in or offering to engage in an aircraft operation.

D1.52 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. D1.53 ROAD:

An established surface route in the movement area meant for the exclusive use of vehicles. D1.54 ROAD-HOLDING POSITION:

A designated position at which vehicles may be required to hold. D1.55 RUNWAY:

A defined rectangular area on a land aerodrome prepared for the landing and take-off of aircraft. D1.56 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. D1.57 RUNWAY GUARD LIGHTS:

A light system intended to caution pilots or vehicle drivers that they are about to enter an active runway.

D1.58 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.

D1.59 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. D1.60 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.

D1.61 SERIOUS INCIDENT: An incident involving circumstances indicating that an accident nearly occurred.


31/01/2013 Page 9 of 21 ANO-002-DRAS-1.1

D1.62 SERIOUS INJURY:

An injury, which is sustained by a person in an accident and which:

D1.62.1 requires hospitalization for more than 48 hours, commencing within seven days from the date the injury was received; or D1.62.2 results in a fracture of any bone (except simple fractures of fingers, toes or nose); or

D1.62.3 involves lacerations which cause severe hemorrhage, nerve, muscle or tendon damage; or D1.62.4 involves injury to any internal organ; or

D1.62.5 involves second or third degree burns, or any burns affecting more than 5 per cent of the body surface; or

D1.62.6 involves verified exposure to infectious substances or injurious radiation.

D1.63 SIGN:

D1.63.1 Fixed Message Sign: A sign presenting only one message.

D1.63.2 Variable Message Sign: A sign capable of presenting several pre-determined messages or no message, as applicable.

D1.64 SPECIAL VFR FLIGHT: A VFR flight cleared by air traffic control to operate within a control zone in meteorological conditions

below VMC.

D1.65 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.

D1.66 TAKE-OFF RUNWAY: A runway intended for take-off only.

D1.67 TAXIING: Movement of an aircraft on the surface of an aerodrome under its own power, excluding take-off and

landing.

D1.68 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:

D1.68.1 Aircraft Stand Taxi Lane: A portion of an apron designated as a taxiway and intended to provide access to aircraft stands only.

D1.68.2 Apron Taxiway: A portion of a taxiway system located on an apron and intended to provide a through taxi route across

the apron. D1.68.3 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.

D1.69 TAXIWAY INTERSECTION: A junction of two or more taxiways.

D1.70 TOUCHDOWN ZONE: The portion of a runway, beyond the threshold, where it is intended landing aeroplanes first contact the

runway.


31/01/2013 Page 10 of 21 ANO-002-DRAS-1.1

D1.71 VFR: The symbol used to designate the visual flight rules

D1.72 THRESHOLD: The beginning of that portion of the runway usable for landing.

D1.73 VISIBILITY:

Visibility for aeronautical purposes is the greater of:

D1.73.1 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;

D1.73.2 the greatest distance at which lights in the vicinity of 1000 candelas can be seen and identified against an unlit background.

D1.74 VISUAL METEOROLOGICAL CONDITIONS (VMC): Meteorological conditions expressed in terms of visibility, distance from cloud, and ceiling, equal to or

better than specified minima.

D2. ELEMENTS AFFECTING RUNWAY INCURSION:

D2.1 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;

D2.1.1 Proximity Of Aircraft And / Or Vehicle:

D2.1 .1.1 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.

D2.1.2 Geometry Of The Encounter:

D2.1 .2.1 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.

D2.1.3 Evasive Or Corrective Action:

D2.1.3.1 When an aircraft takes evasive action to avoid a collision, the magnitude of the manoeuvre 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 manoeuvre, 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.

D2.1.4 Available Reaction Time:

D2.1.4.1 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.


31/01/2013 Page 11 of 21 ANO-002-DRAS-1.1

D2.1.5 Environmental Conditions:

D2.1.5.1 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.

D2.1.6 Factors That Affect System Performance:

D2.1.6.1 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.

D3. CATEGORIES OF RUNWAY INCURSION SEVERITY:

D3.1 Severity of runway incursion shall be categorized as under;

D3.1 .1 Category A: - Separation decreases and participants take extreme action to narrowly avoid a collision, or the event results in a collision.

D3.1 .2 Category B: - Separation decreases and there is a significant potential for a collision.

D3.1 .3 Category C: - Separation decreases, but there is ample time and distance to avoid a potential collision.

D3.1 .4 Category D: - Little or no chance of collision, but meets the definition of a runway incursion

D4. RUNWAY INCURSION SEVERITY CLASSIFICATION:

D4.1 The objective of determining runway incursion severity classification is to produce and record the assessment result of each runway incursion. This is a critical component of measuring risk, where risk is a function of the severity of the outcome and the probability of recurrence. All runway incursions shall be adequately investigated to determine the causal and contributory factors and to ensure that risk mitigation measures are implemented to prevent any recurrence.

D4.2 Severity classification of runway incursions shall be assessed as soon as possible after the incident notified. A reassessment of the final outcome may be useful at the end of the investigation process.

D5. PREVENTIVE MEASURES FOR RUNWAY INCURSIONS:

D5.1 Airport Operations

D5.1.1 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 programme 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. D5.1.2 Aerodrome Standard Manual Pakistan (ASMP) D5.1.2.1 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 taken into account to avoid runway incursion.

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. Survey data have shown that pilots, drivers and controllers are the main contributing factors for runway incursions and the potential for collisions which is considered to be the most significant risk in aerodrome operations.


31/01/2013 Page 12 of 21 ANO-002-DRAS-1.1

D5.1.3. Regulatory requirements D5.1.3.1 To establish a runway incursion prevention program, Aerodrome Operators must fulfill the following requirements: D5.1.3.1.1 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). D5.1.3.1.2 Implement National Airfield Clearance Policy. D5.1.3.1.3 Establish Procedures for Vehicular Movements on Airside D5.1.3.2 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. D5.1.3.3 All infrastructure and procedures relating to runway operations shall be in compliance with the provisions contained in Aerodrome Standard Manual. D5.1.3.4 Aerodrome Operator shall complete Aerodrome Certification Procedures as per MNL-001-DRAS-2.0 (Aerodrome Certification Procedures Pakistan). D5.1.4 Runway Maintenance Programme D5.1.4.1 A maintenance programme, 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 programme should be implemented to prevent failure or degradation of runway facilities. D5.1.4.2 The design and application of the maintenance programme should observe Human Factors principles. Guidance material on Human Factors principles can be found in the ICAO Human Factors Training Manual (Doc 9683). D5.1.5 Pavement Maintenance D5.1.5.1 The surface of pavements (runways and adjacent areas) shall be kept clear of loose stones or other objects that might cause damage to aircraft structures or engines, or impair the operations of aircraft systems. In this connection, a comprehensive runway inspection and sweeping programme should be incorporated into the standard operation procedures of aerodrome operators. D5.1.5.2 The surface of runways shall be maintained in a condition so as to provide good friction characteristics and low rolling resistance. Standing water, mud, dust, sand, oil, rubber deposits and other contaminants shall be removed as rapidly and completely as possible to minimize accumulation. On every landing, the runway touch-down zone is heavily loaded and rubber from aircraft tires would be inevitably deposited on runway surface. The adverse effect as a result of rubber deposit should be continuously monitored and addressed. D5.1.5.3 An aerodrome operator shall establish a programme to measure the friction characteristics of runway. Different levels of friction corresponding to the level of maintenance required, including rubber removal, should be defined. Pertinent information should be made available to air traffic control (ATC) for onward transmission to pilots if necessary. D5.1.6 Visual Aids D5.1.6.1 A system of preventive maintenance of visual aids shall be adopted to ensure the availability and reliability of the runway lighting and marking systems. Guidance on preventive maintenance of visual aids is given in the ICAO Airport Services Manual, Part 9 (Doc 9137 Part 9). D5.1.6.2 The system of preventive maintenance employed for a precision approach runway should include at least the following checks: D5.1.6.2.1 Control and measurement of the electrical characteristics of each circuitry included in the approach and runway lighting systems; and


31/01/2013 Page 13 of 21 ANO-002-DRAS-1.1

D5.1.6.2.2 Control of the correct functioning of light intensity settings used by the air traffic control unit. D5.1.6.3 The frequency of measurement of lights for a precision approach runway should be in accordance with ICAO Airport Services Manual Part-9 (Doc-9137). The results of the in-field measurements should be continuously assessed and subject to audit by Aerodrome Inspectors of Directorate of Airspace and Aerodrome Regulation (DAAR). D5.1.7 Runway works D5.1.7.1 An aerodrome operator shall plan and implement works to be carried out at an aerodrome so as not to create any hazard to aircraft operations or confusion to pilots. A works plan should be developed whereby the work items are thoroughly co-ordinated amongst aerodrome users, air traffic control and other service providers after suitable consultations. D5.1.7.2 An aerodrome operator shall make arrangement to inspect the works areas, as circumstances require, to ensure aviation safety during and immediately after any period of construction or repair of runway facility or equipment that is critical to the safety of aircraft operations, and at any other time when there are conditions on the runway that could affect aircraft operations. D5.1.7.3 An aerodrome operator shall not close the runway to aircraft operations due to pre-planned aerodrome works unless an Aeronautical Information Manual (AIP) Supplement or a Notice to Airmen (NOTAM) giving notice of the closure has been issued in advance before the closure takes place. D5.1.7.4 An aerodrome operator shall appoint a person responsible for the safe and proper execution of each item of runway works. This person is responsible to ensure that the works information is widely promulgated to airport users by way of Airport Circular, AIP Supplement or NOTAM. D5.1.7.5 Runways or taxiways sections that are closed as a result of the aerodrome works being carried out shall be suitably delineated with marker boards and lit in accordance with the appropriate aerodrome standards. D5.1.7.6 All obstacles including vehicles and plants created as a result of the aerodrome works being carried out shall be marked and lit in accordance with the appropriate aerodrome standards. D5.1.7.7 Vehicles used by works parties carrying out aerodrome works on the movement area should be equipped with a radio for two-way communications with air traffic control and the unit responsible for airfield control. The drivers of these works vehicles should be properly trained and briefed about the works details prior to each works session. D5.1.8 Safety Management System (SMS) for Airport Operations D5.1.8.1 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 taking into account the probability of occurrence and seriousness of consequences. D5.1.9 SMS Implementation D5.1.9.1 The implementation of the SMS shall include the introduction of: D5.1.9.1.1 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). D5.1.9.1.2 System safety assessment – safety assessment exercises should be performed whenever changes, additions or replacements of runway facilities are introduced. All records should be documented. D5.1.9.1.3 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;


31/01/2013 Page 14 of 21 ANO-002-DRAS-1.1

D5.1.9.1.4 Safety competency scheme – a scheme should be developed to assess the safety competency on staff involved in runway operations. D5.1.9.1.5 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; D5.1.9.1.6 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; D5.1.9.1.7 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 D5.1.9.1.8 Continuous safety promotion – efforts should be made to nurture a safety culture amongst the airport community. D5.2 Aircraft Operations D5.2.1 Pilots play an important role in contributing to runway safety. Aircraft operators are therefore requested to review the suggestions put forward in this document and adopt these guidelines where necessary in order to refine their ground operation procedures. D5.2.2 Pilots Training D5.2.2.1 Pilots should be given training on visual aids, for example, aerodrome signage, lightings and markings, to assist in determining positions. Emphasis should be given to maintain a high level of awareness in observing and complying with signs and markings. A sound knowledge of all the symbols, signs and colour of lightings that can be anticipated at aerodromes is vital. D5.2.3 Cockpit management during ground operation D5.2.3.1 The taxi phase should be treated as a ‘critical phase of flight’, which requires careful planning. D5.2.3.2 Pilots should be familiar with the airport that they operate to. Airfield charts and NOTAMs should be reviewed prior to commencement of taxi and before top of descent. Special attention should be paid to the location of HOT SPOTS if known, i.e. complex intersections and runway crossings where runway incursions have taken place in the past. D5.2.3.3 Pilots should monitor the aircraft’s position against the aerodrome chart so as to ensure that instructions received from ATC are being followed correctly. Any uncertainty must be resolved through clarification and assistance from ATC. D5.2.3.4 Cockpit instruments, such as compass heading display or Instrument Landing System (ILS) localizer, should be used as supplement to visual observation, for confirming correct taxiway or runway alignment especially at complex intersections and where the take-off ends of two runways are close to one another. D5.2.3.5 Pilots should exercise extra caution when being instructed to taxi into position and hold, particularly at night or in poor visibility. Remaining in position and holding on the departure runway for an extended period without direct communication with ATC should be avoided. D5.2.3.6 When crossing or entering runways, all flight crew members should assign full concentration on the runway condition. In addition to visual checking, other available means, such as monitoring of ATC frequency, aircraft radar may be used to obtain a better picture on the traffic situation. D5.2.3.7 If Runway Guard Lights or Stop bar provided at each taxiway / runway intersection associated with a runway intended for use, are “ON” then flight crew members shall not cross or enter runway unless permitted by ATC regardless day or night. D5.2.3.8 Prior to entering a runway, each flight crew member must cross check and positively confirm with the other the runway identification signage and that the aircraft heading aligns with the designated runway. D5.2.3.9 After landing and exiting the runway, non-essential communications and non-essential flight crew actions should not be initiated until clear of all runways, in accordance with sterile cockpit procedures.


31/01/2013 Page 15 of 21 ANO-002-DRAS-1.1

D5.2.4 Communication with air traffic control D5.2.4.1 It is vital that pilots follow the clearance or instructions that are actually received, and not the one that they expected to receive. D5.2.4.2 Standard phraseology should be used as far as practicable D5.2.4.3 Clearance should be read back in its full content with the aircraft call-sign included. The runway designator should be included in case of hold short, runway crossing, take-off, or landing. . D5.2.4.4 The receipt of a clearance to taxi to a point beyond a runway does not automatically include the authorization to cross that runway. Each taxi clearance beyond a runway should contain an explicit clearance to cross the runway or an instruction to hold short of that runway D5.2.4.5 An ATC instruction to follow other traffic does not automatically imply that permission to enter or cross a runway is given. Each aircraft requires a specific clearance to enter or cross any runway. Flight crew should seek clarification from ATC if in doubt. D5.2.4.6 Flight crew members should pay extra attention to ATC messages when another aircraft with a similar callsign is on the frequency. D5.2.4.7 All pilots are required to attain at least ICAO Level 4 in the language proficiency test. D5.2.5 Crew resource management D5.2.5.1 Flight crew members should support each other in managing the cockpit. All flight crew members should monitor the frequency and agree upon the acceptance of a clearance to taxi, cross a runway, and take-off or land on a nominated runway. Any misunderstanding or disagreement among flight crew on flight deck duties should be resolved immediately by contacting ATC for clarification. D5.2.5.2 All the visual information that is available should correlate with the actual position. The gathering of visual information, allowing a critical review and cross-checking of position, is the task of the entire flight crew. Any crew member who is uncertain or in doubt about the current aircraft position must speak up and resolve that uncertainty. D5.3 Vehicle Operations in Airside D5.3.1 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. D5.3.2 Control of Airside Driving and Airside Driving Certification D5.3.2.1 In order to ascertain drivers’ competency for operating vehicles at airside, an aerodrome operator shall administer an Airside Driving Permit (ADP) System for the aerodrome. D5.3.2.2 The numbers of drivers permitted to drive on the manoeuvring area should be kept to the minimum necessary. The driving operations should be related to the functions of their duties. D5.3.2.3 All drivers should be trained and assessed initially and be provided with refresher training at agreed intervals for re-examination to ascertain their competency. D5.3.2.4 Where responsibility for the training of vehicle drivers is delegated to a third party provider, the aerodrome operator should institute a programme of audits/examinations, as part of its SMS, to ensure that agreed standards are being maintained.


31/01/2013 Page 16 of 21 ANO-002-DRAS-1.1

D5.3.3 Airside Driving Training D5.3.3.1 An aerodrome operator should introduce a formal driver training and assessment programme. Training guidelines should be provided and a set of agreed standards on driver competency should be developed in administering the programme. D5.3.3.2 Training material should cover general aerodrome layout including: D5.3.3.2.1 runway, taxiway, apron, roads, crossings, runway holding points, etc. D5.3.3.2.2 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. D5.3.3.2.3 specific reference to signs, markings and lights used to guard runways and critical areas and D5.3.3.2.4 specific reference to low visibility operation.

D5.3.4 Airside Driving Discipline D5.3.4.1 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. D5.3.4.2 Vehicle drivers experiencing radio problems while on manoeuvring area must immediately vacate the manoeuvring area. Driver with vehicle breakdown on runways and taxiways must report to airfield control or ATC immediately. D5.3.4.3 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. D5.3.5 Language Proficiency in respect of Radiotelephony (RTF) Communication D5.3.5.1 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. D5.3.6 Situational Awareness D5.3.6.1 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. D5.4 Air traffic control operation D5.4.1 One of the primary objectives of air traffic control is to prevent collision on the ground between aircraft and between aircraft and vehicles. In the situation of Pakistan, the skills and procedures for achieving this objective have long been included in the basic training and proficiency assessment of air traffic control personnel. However, air navigation service provider are advised to make continuous effort to promote runway safety through service quality assurance, excelling of operational management and improvement of air traffic control facilities through utilization of state-of-the-art technology. D5.4.2 Safety Management System (SMS) for Air Navigation Service Provider D5.4.2.1 The top management of an air navigation service provider (ANSP) should make full commitment in promoting runway safety. Safety Management for Air Traffic Management is generally specified in ANO-002-DRAN-1.0. ANSP shall implement the necessary Safety Management provisions and practices stated therein and make effort to arouse the safety awareness of its staff and motivate a safety culture within the organization.


31/01/2013 Page 17 of 21 ANO-002-DRAS-1.1

D5.4.3 Airfield Surveillance D5.4.3.1 In addition to the basic skills of aerodrome control, controllers should be advised through training or periodic briefing on the importance of visual surveillance with particular emphasis on vigilance in determining aircraft and vehicle positions. Restrictions to the visibility from the control tower that may have a potential impact to the ability of controllers to see the runway should be assessed and clearly made known to aerodrome controllers. D5.4.3.2 Other airport units may be requested to provide supplementary surveillance from their locations or vehicles on aircraft/vehicle positions if necessitated by circumstances such as at night or in time of poor visibility. D5.4.3.3 Surveillance equipment (such as advanced surface movement guidance and control system, surface movement radar or close-circuit TV) should be provided as aids to controllers in determining aircraft and vehicle positions. Some models of surface movement radars, by virtue of its design, are prone to signal attenuation by heavy precipitation. The system limitations, if applicable, must be made known to controllers so that caution is exercised during equipment utilization. D5.4.4 Operational Management D5.4.4.1 Oversight of daily aerodrome operation should be exercised by competent supervisory staff. The workload of individual control positions in the tower should be closely monitored to ensure that it is within the manageable limit. D5.4.4.2 In the situation of Pakistan, low weather minima operations do not occur frequently. ANSP management should ensure that aerodrome control staff are familiar with the Low Visibility procedures through refresher training, periodic briefing or discussion during proficiency examinations. D5.4.4.3 A system or work practice serving the purpose of a memory aid to indicate that the runway is being occupied by towing aircraft, vehicles or maintenance personnel etc should be developed and provided for use by aerodrome control staff. D5.4.5 Operational Communication D5.4.5.1 The radio equipment used for communication with pilots and airport ground vehicles must be thoroughly evaluated to ensure that it provides adequate coverage for runway operation. D5.4.5.2 All aerodrome controllers are required to attain at least ICAO Level 4 in the language proficiency test. D5.4.5.3 Standard radio-telephone phraseology should be used as far as practicable. D5.4.5.4 Instructions for aircraft or vehicles to enter/exit the runway shall be issued in a clear and unambiguous manner. Full call-sign of aircraft or vehicles and runway designator should be used to avoid confusion. D5.4.5.5 All clearances for operation on the manoeuvring area should be read back by the receivers. D5.4.5.6 In the interest of situation awareness, all communications associated with runway operations should be conducted on a common frequency when practicable. D5.4.5.7 If the taxi route is expected to be long and complex, controller should use where applicable progressive taxi instructions to reduce pilot workload and the likelihood of confusion. D5.4.5.8 Where practicable, en-route clearance should be passed before leaving the gate to avoid distraction to pilots during taxiing.


31/01/2013 Page 18 of 21 ANO-002-DRAS-1.1

D6. REQUIREMENTS FOR THE PREVENTION OF RUNWAY INCURSIONS: D6.1 RUNWAY SAFETY TEAM: D6.1.1 Establishment Of Runway Safety Team: D6.1.1.1 A runway incursion Prevention programme 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 requirement for establishing the runway safety team, terms and references of the team shall be: D6.1.1.1.1 Individual aerodrome operator shall establish runway safety teams at each of their Aerodromes. D6.1.1.1.2 The runway safety team shall comprise of representatives from aerodrome operator, air traffic services provider, airlines or aircraft operators and any other groups with a direct involvement in runway operations. The team shall be headed, by the Airport Manager / Chief Operating Officer of ATC etc. as the case may be. D6.1.1.1.3 The primary role of a runway safety team shall be:

D6.1.1.1.3.1 to develop action plan for runway safety;

D6.1.1.1.3.2 identify potential runway incursion issues; and

D6.1.1.1.3.3 recommend strategies for hazard removal and mitigation of the individual risk.

D6.1.1.1.4 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 D6.1.2 TERMS OF REFERENCE FOR THE RUNWAY SAFETY TEAM: D6.1.2.1 The terms of reference for the runway safety team formed at individual aerodromes shall be: D6.1.2.1.1 determining the number, type and, if available, the severity of runway incursions; D6.1.2.1.2 considering the outcome of investigation reports in order to establish local hot spots or problem areas at the aerodromes; D6.1.2.1.3 working as a cohesive team to better understand the operating difficulties of personnel working in other areas and recommending areas for improvement; D6.1.2.1.4 identifying any local problem areas and suggesting improvements; D6.1.2.1.5 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 D6.1.2.1.6 regularly reviewing the airfield facilities/procedures to ensure its adequacy and compliance with regulatory requirements of DAAR. D6.1.2.1.7 Forwarding ‘Runway Incursion Initial Report Form’ and ‘Casual Factors identification Form’ (CAAF-004 & CAAF-005) to DSQMS and DAAR by the Aerodrome Safety Managers. D6.1.3 OBJECTIVES OF THE RUNWAY SAFETY TEAM: D6.1.3.1 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: D6.1.3.1.1 to improve runway safety data collection, analysis and dissemination as required in the SMS;


31/01/2013 Page 19 of 21 ANO-002-DRAS-1.1

D6.1.3.1.2 to check that signage, markings and AFL System are compliant with Aerodrome Standards Manual Pakistan (ASMP) and visible to pilots and drivers; D6.1.3.1.3 to develop initiatives for improving the standard of communications; D6.1.3.1.4 to identify potential new technologies that may reduce the possibility of runway incursion; D6.1.3.1.5 to ensure that procedures are compliant with National Rules/ Regulations and other guidelines issued time to time; and D6.1.3.1.6 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. D6.1.4 ACTION ITEMS TO BE PREPARED AND MONITORED BY THE RUNWAY SAFETY TEAM: D6.1.4.1 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. D6.1.4.2 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. D6.1.4.3 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 effectiveness of such training should be evaluated by the team. 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. D6.1.4.4 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. D6.1.4.5 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: D6.1.4.5.1 awareness campaigns; D6.1.4.5.2 additional visual aids (signs, markings and lighting); D6.1.4.5.3 use of alternative routings; D6.1.4.5.4 construction of new taxiways; and D6.1.4.5.5 the mitigation of blind spots in the aerodrome control tower. D6.1.4.6 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.


31/01/2013 Page 20 of 21 ANO-002-DRAS-1.1

D7. MONITORING: D7.1 The activities of Runway Safety Teams shall be monitored by the Directorate of Safety and Quality Management System (DSQMS). Information on establishment of team and reports of the meetings, mitigating action by the runway safety teams including runway incursion, casual factor identification reports etc. shall be submitted by the aerodrome operators directly to DSQMS and Directorate of Airspace and Aerodrome Regulation.

D8. DELEGATION OF POWERS: D8.1 The Authority or Director General may, in pursuance of Rule 5 of CARs, 94, delegate the powers exercisable under CARs,94 and this ANO to any sub-ordinate officer of the Authority subject to all applicable limitations

E EVIDENCES (ACRONYMS / RECORDS / REFERENCES):

E1. ACRONYMS: ADS : AUTOMATIC DEPENDENT SURVEILLANCE AIP : AERONAUTICAL INFORMATION PUBLICATION ALT : ALTITUDE ANO : AIR NAVIGATION ORDER ANSP : AIR NAVIGATION SERVICE PROVIDER ATC : AIR TRAFFIC CONTROL CLEARANCE ATS : AIR TRAFFIC SERVICES DAAR : DIRECTORATE OF AIRSPACE AND AERODROME REGULATIONS DG : DIRECTOR GENERAL FL : FLIGHT LEVEL ILS : INSTRUMENT LANDING SYSTEM IMC : INSTRUMENT METEOROLOGICAL CONDITIONS MET : METEOROLOGICAL OR METEOROLOGY MLS : MICROWAVE LANDING SYSTEM VFR : VISUAL FLIGHT RULES VMC : VISUAL METEOROLOGICAL CONDITIONS E2. RECORDS: E2.1 ---Nil---

E3. REFERENCES: E3.1 Rule 66 CAR, 1994. E3.2 Rule 68 CAR, 1994. E3.3 Rule 73 CAR, 1994. E3.4 Aerodrome Standards Manual Pakistan (ASMP) E3.5 DOC 9870


31/01/2013 Page 21 of 21 ANO-002-DRAS-1.1

IMPLEMENTATION:

of 5

CIVIL AVIATION AUTHORITYRUNWAY INCURSION INITIAL

REPORT FORM CAAF-004-ARAS-1.1

AERODROME STANDARDS – DAAR

of 7

CIVIL AVIATION AUTHORITYRUNWAY INCURSION CASUAL FACTORS

IDENTIFICATION FORM CAAF-005-ARAS-1.1

AERODROME STANDARDS – DAAR

runway safety programme air navigation order · 2018-10-10 · aerodrome operating minima means the...

Documents