ADR.OPS.B.070 Aerodrome works safety

WORKS PLANNING PROCEDURE

(a)The aerodrome operator should ensure that the works planning procedure provides for the planning and coordination of works on the movement area.

(b)The aerodrome operator, during the planning process, should involve, where appropriate, affected stakeholders such as air traffic services providers, organisations responsible for the provision of AMS, if established, aircraft operators and organisations responsible for the provision of ground handling services to review the requirements for the safe operations of the aerodrome during the proposed works.

SAFETY ASSESSMENT OF PLANNED CHANGES

(a)The aerodrome operator should:

(1)complete beforehand, in coordination with the affected organisations, a safety assessment of all planned works to ensure that the risks to the safe operation of aircraft have been identified and appropriate measures are introduced to keep risks as low as reasonably practicable;

(2)document and make available to all affected organisations involved in the works or affected by any change in operations, the relevant procedures, actions and decisions; and

(3)verify, before implementation, that draft operational procedures, instructions or other information to be promulgated are appropriate and correct.

(b)Regular maintenance works may be covered by a general safety assessment pertaining to the respective maintenance.

WORKS AUTHORISATION

(a)The aerodrome operator, prior to the commencement of works, should provide a works authorisation document to the party conducting the works.

(b)The authorisation document should contain specific permissions and conditions, which are already agreed between the aerodrome operator and the involved organisations. The party conducting the works should communicate the document to any subcontractors involved.

WORKS AUTHORISATION The term ‘works authorisation’ refers to the approval by the aerodrome operator of the commencement of works.

PROCEDURE FOR WORKSITE ESTABLISHMENT AND RETURN TO OPERATIONAL USE

MARKING AND LIGHTING OF UNSERVICEABLE AREAS

(a)The aerodrome operator should ensure that:

(1)unserviceability markers are displayed whenever any portion of a taxiway, apron or holding bay is unfit for the movement of aircraft but it is still possible for aircraft to bypass the area safely;

(2)on a movement area used at night, unserviceability lights should be used;

(3)unserviceability markers and lights are placed at intervals sufficiently close so as to delineate the unserviceable area. When lights are used to mark temporary unserviceable areas at night or during reduced visibility conditions, these lights should mark the extremities of the area. A minimum of four such lights should be used, except where the area is triangular in shape where a minimum of three lights may be used. The number of lights should be increased when the area is large or of unusual configuration. At least one light should be installed for each 7.5 m of peripheral distance of the area. If the lights are directional, they should be orientated so that, as far as possible, their beams are aligned in the direction from which aircraft or vehicles will approach. Where aircraft or vehicles will normally approach from several directions, consideration should be given to adding extra lights or using omnidirectional lights to show the area from these directions;

(4)unserviceability markers consist of conspicuous upstanding devices such as flags, cones or marker boards;

(5)unserviceability markers and lights meet the specifications described in CS ADR.DSN.R.870;

(6)existing markings leading into a worksite are masked or the route is closed; and

(7)existing aeronautical ground lighting and signs leading into the worksite are extinguished or masked on the movement area when used at night or low visibility.

WORKSITE RETURN TO OPERATIONAL USE

(b)The procedure for returning the worksite to operational use should include at least the following:

(1)the removal from the worksite of personnel, vehicles, plants and unserviceability lights and markers;

(2)the inspection of the affected areas for operational serviceability including the condition of pavements, signs, lights and markings, presence of FOD or surface contaminants such as dirt, sand, or loose objects; and

(3)the notification of relevant authorities or affected organisations, using suitable means of communication, including the cancellation of relevant NOTAMs; and

(4)the use of appropriate checklists to record relevant actions.

RUNWAY PAVEMENT OVERLAYS

(c)The aerodrome operator should ensure that:

(1)when a runway is to be returned temporarily to an operational status before resurfacing is complete, the longitudinal slope of the temporary ramp, measured with reference to the existing runway surface or previous overlay course, should be:

(i)0.5 to 1.0 %for overlays up to and including 5 cm in thickness; and

(ii)not more than 0.5 % for overlays more than 5 cm in thickness.

(2)Before a runway being overlaid is returned to a temporary operational status, a runway centre line marking, conforming to the applicable specifications included in the aerodrome certification basis of the aerodrome, should be provided.

(3)The location of any temporary threshold should be identified by a 3.6-m wide transverse stripe.

USE OF TEMPORARY RUNWAY MARKINGS

(a)Circumstances may occur when it is not practicable to install permanent markings, for example during runway resurfacing. To provide sufficient visual guidance to aircraft, the following markings are considered:

(1)runway centre line;

(2)taxiway centre line lead on/off;

(3)runway edge line;

(4)runway threshold; and

(5)touchdown zone and aiming point markings.

(b)Centre line and edge marking widths can be replaced by temporary markings of reduced width from 0.9 m to 0.6 m, if required.

(c)Touchdown zone and aiming point markings are painted as soon as possible after the resurface of the runway.

(d)Threshold markings are painted as soon as possible, using temporary materials before making them permanent.

MONITORING, OVERSIGHT AND CONTROL OF WORKS

(a)The aerodrome operator should hold prior to start-up and during the works regular site meetings to ensure that safety requirements are met and possible conflicts between the works and operations are resolved. Meetings should be documented. The following points should be considered:

(1)safety awareness in relation to work on the movement area;

(2)protection of construction workers from aerodrome hazards, including jet blast;

(3)procedure for quickly summoning emergency responders in case of a fire, spill, accident or similar event; and

(4)operational briefings on the interaction of the works with the aerodrome operations (e.g. runway(s) in use, expected visibility conditions, meteorological conditions, safety issues).

(b)The worksite control procedure established by the aerodrome operator should include, but not be limited to, the following elements:

(1)all contractor’s drivers should be escorted by a qualified vehicle operator or undergo appropriate driver training and testing in accordance with point ADR.OPS.B.024;

(2)access routes should be agreed upon in advance and clearly identified to minimise interference with operations on the aerodrome;

(3)possible changes to the existing road layout depending on the vehicle traffic levels;

(4)designation of staff access routes and if such routes do not exist, then a safety risk assessment should be conducted to ensure that access can be safely achieved;

(5)hours of operation of the works;

(6)any service clearance checks (underground location of services) that need to be undertaken before work commences to ensure that cables or pipes are not damaged;

(7)smoking restrictions;

(8)description, monitoring and enforcement of hot work restrictions (possibly involving a separate hot works permit);

(9)the requirement to use lookouts and/or listening watch on the appropriate ATS frequency, if required;

(10)if cranes are used, appropriate lighting and operating height restrictions to avoid infringement of obstacle limitation surfaces, obstacle protection surfaces, interference with radio navigation aids, surface movement radar and line of sight of ATS tower;

(11)procedures for crossing taxiways, if required;

(12)adequate FOD and dust control measures that should be taken by all contractors to cover all eventualities;

(13)requirement for vehicles entering or leaving the worksite to be cleaned to prevent mud or debris being deposited in the movement area;

(14)provision of an appropriate alerting mechanism to suspend work activities, in case of possible adverse meteorological conditions (e.g. lightning strikes, strong winds, snow, low visibility) or aircraft emergencies;

(15)measures to ensure that worksite floodlighting (light direction and/or height) does not affect aircraft and ATS operation.

(c)Where significant changes to markings or lightings are being made, the aerodrome operator should conduct a preliminary check to ensure that the changes have been correctly implemented and are functioning as intended.

(d)The aerodrome operator should obtain feedback from the parties involved to ensure the implementation of corrective actions, if necessary.

(e)The aerodrome operator should ensure that contractors have made available a point-of-contact outside normal working hours.

PROCEDURE FOR REDUCED RUNWAY LENGTH OPERATIONS

(a)The procedure for reduced runway length operations, when works require the reduction of the declared distances should include the following:

(1)the identification of potential hazards and assessment and mitigation of the associated risks, as necessary, before, during, and on cessation of operations with reduced declared distances available and works-in-progress to ensure the safety of aircraft operations;

(2)the calculation and establishment, where necessary, of a revised runway strip, runway safety area (RESA) and obstacle limitation surfaces, such as the approach and take-off climb surfaces;

(3)the establishment of a safety zone between the area of the runway that is in use and the worksite or unusable runway;

(4)the promulgation of the details of the reduced declared distances in accordance with point ADR.OPS.A.057 and, when possible, the broadcast of the information on automatic terminal information service (ATIS); and

(5)the assessment and mitigation of the impact on the ability of the rescue and firefighting services and the emergency services to perform their functions.

(b)The aerodrome operator, in cooperation with air traffic services, should be responsible for coordinating and managing the opening and closing of the runway and other parts of the movement area, as necessary, and the worksite.

(c)The aerodrome operator should coordinate and approve any tactical decision concerning aircraft operations, which deviate from the agreed operational procedures, with the exception of any tactical decisions with an urgent safety nature.

(d)The aerodrome operator should be responsible for monitoring the safety of aerodrome and aircraft operations in the proximity of the worksite, to ensure that timely and corrective action is taken, when necessary.

RISKS RELATED TO REDUCED RUNWAY LENGTH OPERATIONS Risks may result from inappropriate or potentially misleading display of visual aids, inappropriate or potentially misleading navigational aids, adverse environmental conditions or unusual meteorological conditions, and from restricted obstacle clearance and wingtip separation distances. Identified hazards may cover a wide range of topics, including those that pose a risk not only to aircraft but also to personnel, e.g. the potential risk from jet blast.

SAFETY ZONES The location, size, and shape of the safety zone depends on the temporary configuration of the runway, to provide for items such as RESA, jet blast protection and abbreviated or simple approach lighting system.