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OVERSEAS TERRITORIESAVIATION REQUIREMENTS(<strong>OTAR</strong>s)Part <strong>139</strong>CERTIFICATION OF AERODROMESPublished by <strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International Ltd
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> iCHECKLIST OF PAGESPage no Issue no DateTitle page 5 March 2010Checklist <strong>of</strong> pages i 5 March 2010ii 5 March 2010iii 5 March 2010iv 5 March 2010v 5 March 2010Revisions vi 5 March 2010Contents vii 5 March 2010viii 5 March 2010ix 5 March 2010x 5 March 2010xi 5 March 2010xii 5 March 2010xiii 5 March 2010Subpart A 1 5 March 20102 5 March 20103 5 March 2010Subpart B 4 5 March 20105 5 March 20106 5 March 2010Subpart C 7 5 March 20108 5 March 20109 5 March 2010Subpart D 10 5 March 201011 5 March 2010Subpart E 12 5 March 2010Appendix A 13 5 March 201014 5 March 201015 5 March 201016 5 March 2010Appendix B 17 5 March 201018 5 March 201019 5 March 201020 5 March 201021 5 March 201022 5 March 201023 5 March 201024 5 March 201025 5 March 2010Appendix CSubpart A 26 5 March 201027 5 March 201028 5 March 201029 5 March 201030 5 March 201031 5 March 201032 5 March 201033 5 March 2010Subpart B 34 5 March 201035 5 March 201036 5 March 2010<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> viREVISIONS<strong>OTAR</strong> IssueIssue 1Issue 2Issue 3Issue 4SubjectFirst issue published for information.Second issue released for gazetting, with minoramendment to introductory text and other minor editorialchanges.Third issue reflecting amendments to AN(OT)Orequirements for certification <strong>of</strong> aerodromes, incorporation<strong>of</strong> additional standards <strong>of</strong> ICAO Annex 14 and minoreditorial changes.Addition <strong>of</strong> Appendix J Water <strong>Aerodromes</strong> and associatedchanges to Subparts A and B. Order <strong>of</strong> Appendices A & Breversed to improve arrangement.Issue 5 This issue primarily reflects changes due to Amendment 10to Annex 14 Vol 1 and Amendment 4 to Annex 14 Vol 2.There are also editorial changes mainly in Subparts B andC to improve readability and in relation to the links to theRFFS requirements in Part 140. Alleviation against certainrequirement in Appendix H relating to the siting <strong>of</strong> nonvisualaids have been removed as the compliance dtaegiven has passed.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> viiCHECKLIST OF PAGESREVISIONSCONTENTSCONTENTSSUBPART A – GENERAL 1<strong>139</strong>.1 PURPOSE 1<strong>139</strong>.3 USE OF ENGLISH 2<strong>139</strong>.5 LAWS, REGULATIONS AND PROCEDURES 2<strong>139</strong>.7 PROCEDURE COMPLIANCE 2<strong>139</strong>.9 POWER TO INSPECT 2<strong>139</strong>.11 DEFINITIONS 2<strong>139</strong>.13 APPLICABILITY 2SUBPART B – CERTIFICATION OF AERODROMES 4<strong>139</strong>.31 CERTIFICATION OF AERODROMES 4<strong>139</strong>.33 APPLICATION FOR AN AERODROME CERTIFICATE 4<strong>139</strong>.35 GRANT OF AN AERODROME CERTIFICATE 5<strong>139</strong>.37 AMENDMENT OF AN AERODROME CERTIFICATE 6<strong>139</strong>.39 TRANSFER OF AN AERODROME CERTIFICATE 6SUBPART C – THE AERODROME MANUAL 7<strong>139</strong>.51 REQUIREMENT FOR AN AERODROME MANUAL 7<strong>139</strong>.53 CONTENT OF THE AERODROME MANUAL 8SUBPART D – THE AERODROME CERTIFICATE HOLDER 10<strong>139</strong>.71 RESPONSIBILITIES OF THE AERODROME CERTIFICATE HOLDER 10SUBPART E – AERONAUTICAL STUDIES 12<strong>139</strong>.91 AERONAUTICAL STUDIES 12Appendix A - MANAGEMENT SYSTEMS 13<strong>139</strong>.A.01 AERODROME EMERGENCY PLANNING 13<strong>139</strong>.A.03 EMERGENCY OPERATIONS AND COMMAND POSTS 14<strong>139</strong>.A.05 AERODROME EMERGENCY EXERCISE 14<strong>139</strong>.A.06 DISABLED AIRCRAFT REMOVAL 15<strong>139</strong>.A.07 AERODROME MAINTENANCE PROGRAMME 15<strong>139</strong>.A.09 SAFETY MANAGEMENT SYSTEMS (SMS) - REQUIREMENTS 15Appendix B - AERODROMES - GENERAL 17<strong>139</strong>.B.01 DEFINITIONS 17<strong>139</strong>.B.03 APPLICABILITY 17<strong>139</strong>.B.05 AERODROME REFERENCE CODE 17<strong>139</strong>.B.07 COMMON REFERENCE SYSTEMS 18<strong>139</strong>.B.09 AERODROME AERONAUTICAL DATA 18<strong>139</strong>.B.11 AERODROME REFERENCE POINT (ARP) 19<strong>139</strong>.B.13 AERODROME ELEVATIONS 19<strong>139</strong>.B.15 AERODROME REFERENCE TEMPERATURE 20<strong>139</strong>.B.17 AERODROME DIMENSIONS AND RELATED INFORMATION 20<strong>139</strong>.B.19 WILDLIFE HAZARD MANAGEMENT 21<strong>139</strong>.B.21 CO-ORDINATION BETWEEN AERODROME AUTHORITIES AND AERONAUTICAL INFORMATIONSERVICES (AIS) 21<strong>139</strong>.B.23 AERODROME SIGNAL PANELS AND SIGNAL AREA 22<strong>139</strong>.B.25 AERODROME PAVEMENT AND GROUND MARKINGS 22<strong>139</strong>.B.27 AERONAUTICAL BEACONS - GENERAL 22<strong>139</strong>.B.29 AERODROME BEACON 23<strong>139</strong>.B.31 IDENTIFICATION BEACON 23<strong>139</strong>.B.33 AERODROME AERONAUTICAL LIGHTS 23<strong>139</strong>.B.35 NON-AERONAUTICAL LIGHTS 24ivivii<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> viii<strong>139</strong>.B.37 AERODROME DESIGN 25<strong>139</strong>.B.39 AERODROME AVAILABILITY 25Appendix C - OBSTACLE LIMITATION SURFACES - SAFEGUARDED AREAS,OBSTACLES, OBSTACLE LIGHTING AND LASER ZONES 26SUBPART A – OBSTACLE RESTRICTION AND REMOVAL 26<strong>139</strong>.C.01 GENERAL 26<strong>139</strong>.C.03 OBSTACLE LIMITATION SURFACES 26<strong>139</strong>.C.05 OBSTACLE FREE ZONE (OFZ) 29<strong>139</strong>.C.07 OBSTACLE LIMITATION REQUIREMENTS 30<strong>139</strong>.C.09 OBJECTS OUTSIDE THE OBSTACLE LIMITATION SURFACES 33<strong>139</strong>.C.11 OTHER OBJECTS 33SUBPART B - THE LIGHTING AND MARKING OF OBSTACLES 34<strong>139</strong>.C.51 OBJECTS TO BE MARKED AND/OR LIGHTED 34<strong>139</strong>.C.53 MARKING OF OBJECTS 35<strong>139</strong>.C.55 USE OF COLOURS 35<strong>139</strong>.C.57 USE OF MARKERS 36<strong>139</strong>.C.59 USE OF FLAGS 37<strong>139</strong>.C.61 LIGHTING OF OBJECTS 37<strong>139</strong>.C.63 LOCATION OF OBSTACLE LIGHTS 38<strong>139</strong>.C.65 LOW INTENSITY OBSTACLE LIGHT - CHARACTERISTICS 39<strong>139</strong>.C.67 MEDIUM INTENSITY OBSTACLE LIGHT - CHARACTERISTICS 40<strong>139</strong>.C.69 HIGH INTENSITY OBSTACLE LIGHT - CHARACTERISTICS 40SUBPART C - LASER RESTRICTION ZONES 41<strong>139</strong>.C.101 PROTECTED FLIGHT ZONES 41<strong>139</strong>.C.103 RESTRICTED USE OF LASER BEAMS 41Appendix D – RUNWAYS - ASSOCIATED AREAS, MARKINGS, MARKERS, SIGNS ANDLIGHTING 42SUBPART A – RUNWAYS AND ASSOCIATED AREAS 42<strong>139</strong>.D.01 RUNWAYS - GENERAL 42<strong>139</strong>.D.03 RUNWAY ELEVATIONS 43<strong>139</strong>.D.05 PARALLEL RUNWAYS 43<strong>139</strong>.D.07 RUNWAY SLOPES 44<strong>139</strong>.D.09 RUNWAY SURFACES 45<strong>139</strong>.D.11 RUNWAY SHOULDERS 46<strong>139</strong>.D.13 RUNWAY TURN PADS 46<strong>139</strong>.D.15 RUNWAY STRIPS 48<strong>139</strong>.D.17 RUNWAY END SAFETY AREAS 50<strong>139</strong>.D.19 CLEARWAYS 51<strong>139</strong>.D.21 STOPWAYS 52<strong>139</strong>.D.23 RUNWAY STARTER EXTENSIONS 52<strong>139</strong>.D.25 RADIO ALTIMETER OPERATING AREA 53<strong>139</strong>.D.27 DECLARED DISTANCES 53SUBPART B – RUNWAY MARKINGS 54<strong>139</strong>.D.31 RUNWAY MARKINGS - GENERAL 54<strong>139</strong>.D.33 RUNWAY DESIGNATION MARKINGS 54<strong>139</strong>.D.35 RUNWAY CENTRE LINE MARKINGS 54<strong>139</strong>.D.37 THRESHOLD MARKING 55<strong>139</strong>.D.39 AIMING POINT MARKING 56<strong>139</strong>.D.41 TOUCHDOWN ZONE MARKING 57<strong>139</strong>.D.43 RUNWAY SIDE STRIPE MARKING 58<strong>139</strong>.D.45 RUNWAY TURN PAD MARKINGS 58<strong>139</strong>.D.47 PRE-THRESHOLD AREA MARKING 59<strong>139</strong>.D.49 RUNWAY STARTER EXTENSION MARKING 59SUBPART C – RUNWAY MARKERS 60<strong>139</strong>.D.51 RUNWAY MARKERS - GENERAL 60<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> ix<strong>139</strong>.D.53 STOPWAY EDGE MARKERS 60<strong>139</strong>.D.55 EDGE MARKERS FOR SNOW COVERED RUNWAYS 60SUBPART D – RUNWAY SIGNS 61<strong>139</strong>.D.61 RUNWAY EXIT SIGNS 61SUBPART E – RUNWAY LIGHTING 62<strong>139</strong>.D.71 RUNWAY EDGE LIGHTS 62<strong>139</strong>.D.73 RUNWAY THRESHOLD IDENTIFICATION LIGHTS 63<strong>139</strong>.D.75 RUNWAY THRESHOLD LIGHTS 63<strong>139</strong>.D.77 RUNWAY WING BAR LIGHTS 64<strong>139</strong>.D.79 RUNWAY END LIGHTS 64<strong>139</strong>.D.81 RUNWAY CENTRE LINE LIGHTS 65<strong>139</strong>.D.83 RUNWAY TOUCHDOWN ZONE LIGHTS 66<strong>139</strong>.D.85 RUNWAY TURN PAD LIGHTS 66<strong>139</strong>.D.87 STOPWAY LIGHTS 67<strong>139</strong>.D.89 RUNWAY STARTER EXTENSION LIGHTS 67<strong>139</strong>.D.91 RUNWAY RAPID EXIT INDICATOR LIGHTS 67<strong>139</strong>.D.93 EMERGENCY LIGHTING 67Appendix E - RUNWAY APPROACH AIDS 69SUBPART A – RUNWAY APPROACH LIGHTS 69<strong>139</strong>.E.01 APPROACH LIGHTS 69<strong>139</strong>.E.03 SIMPLE APPROACH LIGHTS 70<strong>139</strong>.E.05 PRECISION APPROACH LIGHTS (CAT I) 71<strong>139</strong>.E.07 PRECISION APPROACH LIGHTS (CAT II AND III) 73SUBPART B – VISUAL APPROACH SLOPE INDICATOR SYSTEMS 76<strong>139</strong>.E.31 VISUAL APPROACH SLOPE INDICATOR SYSTEMS - GENERAL 76<strong>139</strong>.E.33 VISUAL APPROACH SLOPE INDICATOR SYSTEMS 76SUBPART C – GUIDANCE LIGHTS 80<strong>139</strong>.E.51 CIRCLING GUIDANCE LIGHTS 80<strong>139</strong>.E.53 RUNWAY LEAD-IN LIGHTING SYSTEMS 80Appendix F – TAXIWAYS - ASSOCIATED AREAS, MARKINGS, MARKERS, SIGNS ANDLIGHTING 82SUBPART A – TAXIWAYS AND ASSOCIATED AREAS 82<strong>139</strong>.F.01 TAXIWAYS 82<strong>139</strong>.F.03 TAXIWAY SLOPES 84<strong>139</strong>.F.05 TAXIWAY SURFACES 84<strong>139</strong>.F.07 RAPID EXIT TAXIWAYS 85<strong>139</strong>.F.09 TAXIWAY BRIDGES 85<strong>139</strong>.F.11 TAXIWAY SHOULDERS 85<strong>139</strong>.F.13 TAXIWAY STRIPS 86<strong>139</strong>.F.15 RUNWAY HOLDING POSITIONS 87SUBPART B – TAXIWAY MARKINGS 88<strong>139</strong>.F.31 TAXIWAY CENTRE LINE MARKING 88<strong>139</strong>.F.33 INTERMEDIATE HOLDING POSITION MARKING 89<strong>139</strong>.F.35 RUNWAY HOLDING POSITION MARKING 89<strong>139</strong>.F.37 TAXIWAY SIDE STRIPE MARKING 90<strong>139</strong>.F.39 ROAD-HOLDING POSITION MARKING 90SUBPART C – TAXIWAY MARKERS 91<strong>139</strong>.F.51 TAXIWAY EDGE MARKERS 91<strong>139</strong>.F.53 TAXIWAY CENTRELINE MARKERS 91<strong>139</strong>.F.55 UNPAVED TAXIWAY EDGE MARKERS 91SUBPART D – TAXIWAY SIGNS 93<strong>139</strong>.F.71 TAXIWAY SIGNS - GENERAL 93<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> x<strong>139</strong>.F.73 RUNWAY HOLDING POSITION SIGNS 93<strong>139</strong>.F.75 RUNWAY VACATED SIGNS 94<strong>139</strong>.F.77 INTERSECTION TAKE-OFF SIGNS 94<strong>139</strong>.F.79 ROAD-HOLDING POSITION SIGNS 95SUBPART E – TAXIWAY LIGHTS 96<strong>139</strong>.F.91 TAXIWAY CENTRE LINE LIGHTS 96<strong>139</strong>.F.93 RAPID EXIT TAXIWAY LIGHTS 97<strong>139</strong>.F.95 TAXIWAY EDGE LIGHTS 98<strong>139</strong>.F.97 INTERMEDIATE HOLDING POSITION LIGHTS 98<strong>139</strong>.F.99 RUNWAY GUARD LIGHTS 99<strong>139</strong>.F.101 STOP BARS LIGHTS 100<strong>139</strong>.F.103 ROAD-HOLDING POSITION LIGHTS 101Appendix G - MOVEMENT AREAS 103SUBPART A – MOVEMENT AREAS - GENERAL 103<strong>139</strong>.G.01 CONDITION OF THE MOVEMENT AREA AND RELATED FACILITIES 103<strong>139</strong>.G.03 HOLDING BAYS 104<strong>139</strong>.G.05 LANDING DIRECTION INDICATOR 105<strong>139</strong>.G.07 WIND DIRECTION INDICATORS 105<strong>139</strong>.G.09 GROUND SERVICING OF AIRCRAFT 105SUBPART B – PAVEMENT AREAS 106<strong>139</strong>.G.21 PAVEMENTS - GENERAL 106<strong>139</strong>.G.23 STRENGTH OF PAVEMENTS 106<strong>139</strong>.G.25 RUNWAY PAVEMENT OVERLAY PROJECTS 107<strong>139</strong>.G.27 RUNWAY MAINTENANCE 107<strong>139</strong>.G.29 SNOW CLEARANCE 108SUBPART C – APRONS 109<strong>139</strong>.G.41 APRONS - GENERAL 109<strong>139</strong>.G.43 APRON MANAGEMENT SERVICE 110<strong>139</strong>.G.45 APRON FLOODLIGHTING 111<strong>139</strong>.G.47 APRON PRE-FLIGHT ALTIMETER CHECK LOCATION 111SUBPART D – MOVEMENT AREAS MARKINGS 113<strong>139</strong>.G.61 MANDATORY INSTRUCTION MARKING 113<strong>139</strong>.G.63 INFORMATION MARKING 113<strong>139</strong>.G.65 VOR AERODROME CHECK-POINT MARKING 114<strong>139</strong>.G.67 AIRCRAFT STAND MARKINGS 115<strong>139</strong>.G.69 APRON SAFETY LINE MARKINGS 116<strong>139</strong>.G.71 MARKINGS FOR THE CLOSURE OF RUNWAYS AND TAXIWAYS 116SUBPART E – MOVEMENT AREAS MARKERS 117<strong>139</strong>.G.91 MARKERS - GENERAL 117<strong>139</strong>.G.93 MARKERS FOR UNSERVICEABLE AREAS 117<strong>139</strong>.G.95 BOUNDARY MARKERS 117SUBPART F – AIRCRAFT STANDS 119<strong>139</strong>.G.111 VISUAL GUIDANCE DOCKING SYSTEMS (VGDS) - GENERAL 119<strong>139</strong>.G.112 VISUAL GUIDANCE DOCKING SYSTEMS (VGDS) – AZIMUTH GUIDANCE UNIT 119<strong>139</strong>.G.113 VISUAL GUIDANCE DOCKING SYSTEMS (VGDS) - STOPPING POSITION INDICATOR 120<strong>139</strong>.G.114 ADVANCED VISUAL DOCKING GUIDANCE SYSTEM 120<strong>139</strong>.G.115 AIRCRAFT STAND MANOEUVRING GUIDANCE LIGHTS 122SUBPART G – MOVEMENT AREAS SIGNS 124<strong>139</strong>.G.131 SIGNS - GENERAL 124<strong>139</strong>.G.133 MANDATORY INSTRUCTION SIGNS 125<strong>139</strong>.G.135 INFORMATION SIGNS 125<strong>139</strong>.G.137 VOR AERODROME CHECK-POINT SIGN 127<strong>139</strong>.G.<strong>139</strong> AERODROME IDENTIFICATION SIGN 127<strong>139</strong>.G.141 AIRCRAFT STAND IDENTIFICATION SIGN 128<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> xiSUBPART H – AERODROME VEHICLE OPERATIONS 129<strong>139</strong>.G.161 AERODROME VEHICLE OPERATIONS 129<strong>139</strong>.G.163 EMERGENCY ACCESS ROADS 129Appendix H - TECHNICAL EQUIPMENT (INCLUDING EMERGENCY EQUIPMENT)INSTALLATIONS AND MAINTENANCE 131SUBPART A – TECHNICAL INSTALLATIONS 131<strong>139</strong>.H.01 SECONDARY POWER SUPPLY - GENERAL 131<strong>139</strong>.H.03 SECONDARY POWER SUPPLIES FOR VISUAL AIDS 132<strong>139</strong>.H.05 ELECTRICAL SYSTEMS 132<strong>139</strong>.H.07 MONITORING VISUAL AIDS 133<strong>139</strong>.H.09 SIGNALLING LAMP 133<strong>139</strong>.H.11 SECURITY FENCING AND BARRIERS 133<strong>139</strong>.H.13 SITING AND CONSTRUCTION OF EQUIPMENT AND INSTALLATIONS ON OPERATIONAL AREAS134<strong>139</strong>.H.15 SURFACE MOVEMENT GUIDANCE AND CONTROL SYSTEMS (SMGCS) 136SUBPART B – MAINTENANCE OF VISUAL AIDS 137<strong>139</strong>.H.31 VISUAL AIDS 137Appendix I - HELIPORTS 140SUBPART A - HELIPORTS GENERAL 140<strong>139</strong>.I.01 DEFINITIONS 140<strong>139</strong>.I.03 AERONAUTICAL DATA 140<strong>139</strong>.I.05 HELIPORT REFERENCE POINT 141<strong>139</strong>.I.07 HELIPORT ELEVATION 141<strong>139</strong>.I.09 HELIPORT DIMENSIONS AND RELATED INFORMATION 142<strong>139</strong>.I.11 DECLARED DISTANCES 143<strong>139</strong>.I.13 CO-ORDINATION BETWEEN AIS AND HELIPORT AUTHORITIES 143<strong>139</strong>.I.15 HELIPORT AVAILABILITY 143SUBPART B – PHYSICAL CHARACTERISTICS 144<strong>139</strong>.I.20 SURFACE-LEVEL HELIPORTS 144<strong>139</strong>.I.21 FINAL APPROACH AND TAKE-OFF AREA (FATO) 144<strong>139</strong>.I.23 HELICOPTER CLEARWAYS 145<strong>139</strong>.I.25 TOUCHDOWN AND LIFT-OFF AREAS (TLOF AREAS) 145<strong>139</strong>.I.27 SAFETY AREAS 145<strong>139</strong>.I.29 HELICOPTER GROUND TAXIWAYS AND GROUND TAXI ROUTES 146<strong>139</strong>.I.31 HELICOPTER AIR TAXIWAYS AND AIR TAXI-ROUTES 147<strong>139</strong>.I.33 AIR TRANSIT ROUTE 148<strong>139</strong>.I.35 APRONS 148<strong>139</strong>.I.37 LOCATION OF A FATO IN RELATION TO A RUNWAY OR TAXIWAY 149SUBPART C – ELEVATED HELIPORTS 150<strong>139</strong>.I.50 GENERAL 150<strong>139</strong>.I.51 FATO 150<strong>139</strong>.I.52 HELICOPTER CLEARWAYS 150<strong>139</strong>.I.53 TOUCHDOWN AND LIFT-OFF AREAS 151<strong>139</strong>.I.54 SAFETY AREA 151<strong>139</strong>.I.55 HELICOPTER GROUND TAXIWAYS AND GROUND TAXI ROUTES 152<strong>139</strong>.I.57 HELICOPTER AIR TAXIWAYS AND TAXI ROUTES 153<strong>139</strong>.I.59 APRONS 153SUBPART D - HELIDECKS 155<strong>139</strong>.I.71 GENERAL 155<strong>139</strong>.I.73 FINAL APPROACH AND TAKE-OFF AREA (FATO) 155SUBPART E - SHIPBOARD HELIPORTS 156<strong>139</strong>.I.91 GENERAL 156<strong>139</strong>.I.93 FATO AND TLOF AREA 156<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> xiiSUBPART F - OBSTACLE RESTRICTION AND REMOVAL 158<strong>139</strong>.I.111 GENERAL 158<strong>139</strong>.I.113 OBSTACLE LIMITATION SURFACES 158SUBPART G - OBSTACLE LIMITATION REQUIREMENTS 162<strong>139</strong>.I.121 GENERAL 162<strong>139</strong>.I.123 SURFACE LEVEL HELIPORTS 162<strong>139</strong>.I.125 ELEVATED HELIPORTS 163<strong>139</strong>.I.127 HELIDECKS 163<strong>139</strong>.I.129 SHIPBOARD HELIPORTS 163<strong>139</strong>.I.131 WINCHING AREAS 164SUBPART H - VISUAL AIDS 166<strong>139</strong>.I.141 WIND DIRECTION INDICATORS 166SUBPART I - MARKINGS AND MARKERS 167<strong>139</strong>.I.151 WINCHING AREA MARKING 167<strong>139</strong>.I.153 HELIPORT IDENTIFICATION MARKING 167<strong>139</strong>.I.155 MAXIMUM ALLOWABLE MASS MARKING 167<strong>139</strong>.I.156 MAXIMUM ALLOWABLE D-VALUE MARKING 168<strong>139</strong>.I.157 FATO AREA MARKING OR MARKER 168<strong>139</strong>.I.159 FATO AREA DESIGNATION MARKING 169<strong>139</strong>.I.161 AIMING POINT MARKING 169<strong>139</strong>.I.163 TLOF MARKING 169<strong>139</strong>.I.165 TOUCHDOWN/POSITIONING MARKING 169<strong>139</strong>.I.167 HELIPORT NAME MARKING 170<strong>139</strong>.I.169 HELIDECK OBSTACLE FREE SECTOR MARKING 170<strong>139</strong>.I.171 HELIDECK SURFACE MARKING 170<strong>139</strong>.I.173 HELIDECK PROHIBITED LANDING SECTOR MARKING 171<strong>139</strong>.I.175 MARKING FOR TAXIWAYS 171<strong>139</strong>.I.177 AIR TAXIWAY MARKERS 171<strong>139</strong>.I.179 AIR TRANSIT ROUTE MARKERS 171SUBPART J- LIGHTS 173<strong>139</strong>.I.191 GENERAL 173<strong>139</strong>.I.193 HELIPORT BEACON 173<strong>139</strong>.I.195 APPROACH LIGHTING SYSTEM 173<strong>139</strong>.I.197 VISUAL ALIGNMENT GUIDANCE SYSTEM 174<strong>139</strong>.I.199 SIGNAL FORMAT 175<strong>139</strong>.I.201 LIGHT DISTRIBUTION 175<strong>139</strong>.I.203 APPROACH TRACK AND AZIMUTH SETTING 175<strong>139</strong>.I.205 VISUAL APPROACH SLOPE INDICATOR SYSTEMS 176<strong>139</strong>.I.207 HAPI SIGNAL FORMAT 176<strong>139</strong>.I.209 LIGHT DISTRIBUTION 177<strong>139</strong>.I.211 APPROACH SLOPE AND ELEVATION SETTING 177<strong>139</strong>.I.213 CHARACTERISTICS OF THE LIGHT UNIT 177<strong>139</strong>.I.215 OBSTACLE PROTECTION SURFACE 178<strong>139</strong>.I.217 FATO AREA LIGHTS 178<strong>139</strong>.I.219 AIMING POINT LIGHTS 179<strong>139</strong>.I.221 TLOF AREA LIGHTING SYSTEM 179<strong>139</strong>.I.223 WINCHING AREA FLOODLIGHTING 181<strong>139</strong>.I.225 TAXIWAY LIGHTS 182<strong>139</strong>.I.227 VISUAL AIDS FOR DENOTING OBSTACLES 182<strong>139</strong>.I.229 FLOODLIGHTING OF OBSTACLES 182Appendix J WATER AERODROMES 183SUBPART A GENERAL 183<strong>139</strong>.J.05 WATER AERODROME REFERENCE CODES 184<strong>139</strong>.J.11 WATER AERODROME REFERENCE POINT (WARP) 184<strong>139</strong>.J.13 WATER AERODROME ELEVATIONS 184<strong>139</strong>.J.17 AERODROME DIMENSIONS AND RELATED INFORMATION 185<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> xiii<strong>139</strong>.J.23 PROVISION OF OPERATIONAL INFORMATION FOR PUBLICATION 185SUBPART B OBSTACLE RESTRICTION AND REMOVAL 187<strong>139</strong>.J.51 GENERAL 187<strong>139</strong>.J.53 OBSTACLE LIMITATION SURFACES 187<strong>139</strong>.J.55 OBSTACLE LIMITATION REQUIREMENTS 187SUBPART C RUNWAYS AND TAXIWAYS 190<strong>139</strong>.J.101 CONDITION OF THE MOVEMENT AREA AND RELATED FACILITIES 190<strong>139</strong>.J.103 LANDING AND TAKE OFF 190<strong>139</strong>.J.105 WIND DIRECTION INDICATORS 191<strong>139</strong>.J.107 RUNWAYS – GENERAL 191<strong>139</strong> J.109 TURNING BASINS 192<strong>139</strong>.J.111 DECLARED DISTANCES 192<strong>139</strong>.J.113 LANDING AND TAKE-OFF AREA MARKERS 192<strong>139</strong>.J.115 WATER TAXIWAYS 193<strong>139</strong>.J.117 WATER TAXIWAY EDGE MARKERS 193<strong>139</strong>.J.119 DOCKS 193<strong>139</strong>.J.121 DOCK MANAGEMENT SERVICE 194<strong>139</strong>.J.123 RAMPS 194<strong>139</strong>.J.125 MOORING 194SUBPART E MOVEMENT AND MANOEUVRING AREA SIGNS 196<strong>139</strong>.J.151 SIGNS – GENERAL 196<strong>139</strong>.J.153 MANDATORY INSTRUCTION SIGNS 196<strong>139</strong>.J.155 INFORMATION SIGNS 196<strong>139</strong>.J.157 AERODROME IDENTIFICATION SIGN 197<strong>139</strong>.J.159 PROHIBITION SIGNS 197SUBPART F EMERGENCY EQUIPMENT AND RESCUE & FIRE FIGHTING 198<strong>139</strong>.J.201 EMERGENCY EQUIPMENT 198<strong>139</strong>.J.203 RESCUE AND FIRE FIGHTING SERVICES - GENERAL 198<strong>139</strong>.J.205 RESPONSE TIMES AND AVAILABILITY 199<strong>139</strong>.J.207 TRAINING 199<strong>139</strong>.J.209 EMERGENCY PLANNING 199<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 1Subpart A – General<strong>139</strong>.1 Purpose(a)(b)This Part and its associated appendices prescribe requirements governing thecertification, management, operation and maintenance <strong>of</strong> an aerodromeavailable for public use.These Requirements are not in themselves Law. Failure to comply may notconstitute an <strong>of</strong>fence. However, the Requirements repeat or reproduce many<strong>of</strong> the provisions <strong>of</strong> the <strong>Air</strong> Navigation (Overseas Territories) Order 2007 (asamended) (“the Order”), including the Rules <strong>of</strong> the <strong>Air</strong> and the requirementsfor certification <strong>of</strong> aerodromes to the Order. Therefore, failure to comply withthese Requirements may:(1) constitute a breach <strong>of</strong> the Order; and(2) result in proceedings for breaches <strong>of</strong> the Order; or(3) result in the refusal <strong>of</strong> an application for renewal <strong>of</strong> a certificate orlicence; or(4) result in action to suspend or revoke a certificate or licence.(c)(d)(e)(f)The Order details the legal obligations governing the certification <strong>of</strong>aerodromes but specifies these obligations in rather general terms. Thereforethere is a provision in Article 152 <strong>of</strong> the Order which requires the Governor topublish Requirements to augment, amplify and detail more precisely themanner in which these obligations shall be met. The Requirements are themeans by which the aerodrome operator will be able to satisfy the Governoras to the fulfilment <strong>of</strong> the obligations in respect <strong>of</strong> the entitlement to hold andexercise the privileges <strong>of</strong> an aerodrome certificate.The issue <strong>of</strong> a certificate, licence or approval indicates only that the holder isconsidered competent to secure the safe operation <strong>of</strong> an aerodrome inaccordance with the Aerodrome Manual. The possession <strong>of</strong> such a certificateor Aerodrome Manual does not relieve the aerodrome certificate holder fromthe responsibility for compliance with the Order and any other legislation inforce. Neither does it relieve them <strong>of</strong> their responsibility for oversight <strong>of</strong> anyservice provider contracted by them to meet the requirements imposed uponthem.Other <strong>OTAR</strong> Parts may impinge upon activities conducted under this Part. Inparticular, Part 1 contains definitions which apply, unless otherwise stated, toall Parts. A full list <strong>of</strong> <strong>OTAR</strong> Parts, a description <strong>of</strong> the legislative structure andthe place <strong>of</strong> <strong>OTAR</strong>s and Overseas Territory Aviation Circulars (OTACs) withinit can be viewed on the ASSI website www.airsafety.aero. OTACs relevant tothis Part can be viewed at:http://www.airsafety.aero/legislation_and_otar_s/otac_s/.References to the Governor in this <strong>OTAR</strong> Part mean the regulator designatedby the Governor <strong>of</strong> the Territory to exercise his functions under the Order.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 2<strong>139</strong>.3 Use <strong>of</strong> EnglishAll documentation, written communications and data (electronic or otherwise) forsubmission to the Governor in support <strong>of</strong> an application for an aerodrome certificateshall be provided in English.<strong>139</strong>.5 Laws, regulations and proceduresEach holder <strong>of</strong> a certificate, or aerodrome operator, shall take reasonable care toensure that all persons employed, engaged, or contracted by the holder to performaviation-related activities are familiar with the appropriate sections <strong>of</strong> legislation, theOverseas Territories Aviation Requirements, any applicable conditions on thecertificate and the procedures specified in the approval holder’s safety assurancedocumentation or Aerodrome Manual.<strong>139</strong>.7 Procedure complianceEach person performing duties in relation to a certificate shall conform with theapplicable procedures specified in the Aerodrome Manual <strong>of</strong> the certificate holderwhich authorises the operation.<strong>139</strong>.9 Power to Inspect(a)(b)The holder <strong>of</strong> an aerodrome certificate, or an aerodrome operator, shallensure that any person authorised by the Governor is allowed on anaerodrome or place where an aircraft has taken <strong>of</strong>f or landed.The holder <strong>of</strong> an aerodrome certificate, or an aerodrome operator, shallensure that any person authorised by the Governor shall have access to anydocumentation pertinent to the certification <strong>of</strong> the aerodrome. The holder <strong>of</strong> acertificate shall be responsible for ensuring that, if requested to do so by anauthorised person, documentation is produced within a reasonable period <strong>of</strong>time.<strong>139</strong>.11 DefinitionsExcept where stated, the definitions used throughout <strong>OTAR</strong> Part <strong>139</strong> are inaccordance with those detailed in <strong>OTAR</strong> Part 1 and ICAO Annex 14, Volumes 1and 2.<strong>139</strong>.13 ApplicabilityThe specifications identified in <strong>OTAR</strong> Part <strong>139</strong> shall apply, as described in Table 1,to all aerodromes open to public use in accordance with the requirements <strong>of</strong>Article 15 <strong>of</strong> the ICAO Convention.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 3Table 1Applicability <strong>of</strong> Part <strong>139</strong> Subparts and AppendicesLand aerodromesexcluding heliportsAll aerodromesSubparts A to E;Appendix A;and:HeliportsWater aerodromesAppendices B to H Appendices H and I Appendices B and C whereapplicable to wateraerodromes; andAppendix J<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 4Subpart B – <strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong><strong>139</strong>.31 <strong>Certification</strong> <strong>of</strong> aerodromes(a) Except for a government aerodrome, as defined in <strong>OTAR</strong> Part 1, anaerodrome certificate shall be required if:(1) the aerodrome handles international flights; or(2) the aerodrome handles aircraft operating flights for the purpose <strong>of</strong>commercial air transport and having:(i)(ii)a type certificated maximum passenger seating capacity <strong>of</strong> 10 ormore; ora MTWA <strong>of</strong> 15,000 kg or more; or(3) the aerodrome handles aircraft (other than microlights) in which flyinginstruction or flying tests are carried out for the grant <strong>of</strong> a pilot’s licenceor for the inclusion <strong>of</strong> an aircraft rating, a night rating or a nightqualification in a licence; or(4) the aerodrome handles an aeroplane that is unable to maintain apositive climb gradient in the event <strong>of</strong> a failure <strong>of</strong> a power unit on take<strong>of</strong>f,operating a flight for the purpose <strong>of</strong> commercial air transport <strong>of</strong>passengers at night; or(5) the aerodrome is a water aerodrome that:(i)(ii)handles aircraft operating passenger flights for the purpose <strong>of</strong>commercial air transport; oris located within a congested area; or(6) it is considered by the Governor to be in the public interest.(b) An operator <strong>of</strong> an aerodrome for which an aerodrome certificate is notrequired may apply for an aerodrome certificate.(c)A water aerodrome will be certificated for use by day in VMC only.<strong>139</strong>.33 Application for an aerodrome certificate(a)An applicant for the grant or amendment <strong>of</strong> an aerodrome certificate shallapply to the Governor in the manner required, supplying:(1) the applicant’s name and address; and(2) the aerodrome name and location; and(3) the Aerodrome Manual required by paragraph <strong>139</strong>.51; and(4) evidence that the requirements in paragraph (b) have been met; and(5) such other particulars relating to the applicant and the aerodrome asmay be required by the Governor; and<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 5(6) payment <strong>of</strong> any applicable fee required by the appropriate requirements.(b)The applicant for an aerodrome certificate shall satisfy the Governor that:(1) the applicant and his/her staff have the necessary competence andexperience to operate and maintain the aerodrome safely; and(2) the Aerodrome Manual prepared for the aerodrome contains all <strong>of</strong> therelevant information; and(3) the aerodrome facilities, services and equipment meet the requiredstandards; and(4) the aerodrome operating procedures ensure the safe operations <strong>of</strong>aircraft and/or the safety <strong>of</strong> air navigation; and(5) an acceptable safety management system is in place at the aerodrome;and(6) appropriate arrangements are in place for the provision <strong>of</strong>:(i)(ii)the Aeronautical Information Service; andthe Meteorological Service.(7) the Rescue and Fire Fighting Services meet the requirements <strong>of</strong> <strong>OTAR</strong>Part 140.<strong>139</strong>.35 Grant <strong>of</strong> an aerodrome certificate(a)Before an aerodrome certificate is granted:(1) the applicant shall satisfy the Governor that the requirements <strong>of</strong>paragraph <strong>139</strong>.33(b) have been met; and(2) the <strong>Air</strong> Traffic Service Unit, including the <strong>Air</strong> Traffic Service EngineeringUnit, shall have been approved in accordance with the requirements <strong>of</strong><strong>OTAR</strong> Parts 172 and 171; and(3) the Instrument Approach Procedures shall have been approved inaccordance with the requirements <strong>of</strong> <strong>OTAR</strong> Part 176.(4) the aerodrome shall have been inspected to the satisfaction <strong>of</strong> theGovernor; and(b)An aerodrome certificate shall be valid for a maximum period <strong>of</strong> 5 years,unless it is previously suspended or revoked, and will be subject to suchconditions as the Governor thinks fit.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 6<strong>139</strong>.37 Amendment <strong>of</strong> an aerodrome certificate(a)An application shall be made for amendment <strong>of</strong> an aerodrome certificatewhen:(1) there is a change in the ownership or management <strong>of</strong> the aerodrome; or(2) there is a change in the use or operation <strong>of</strong> the aerodrome; or(3) there is a change in the boundaries <strong>of</strong> the aerodrome; or(b)(c)The holder <strong>of</strong> an aerodrome certificate may request an amendment to thecertificate for any other reason.The certificate may be amended if the Governor has reason to believe it isappropriate to do so.<strong>139</strong>.39 Transfer <strong>of</strong> an aerodrome certificate(a)An aerodrome certificate may be transferred to a new operator when:(1) the current holder <strong>of</strong> the aerodrome certificate notifies the Governor, inwriting, at least 60 days before ceasing to operate the aerodrome, <strong>of</strong> anintention to cease operating together with the name <strong>of</strong> the proposedtransferee; or(2) the transferee applies to the Governor, in writing, at least 60 days beforethe current holder <strong>of</strong> the aerodrome certificate ceases to operate theaerodrome, for the aerodrome certificate to be transferred; or(3) the transferee has complied with the requirements at paragraph <strong>139</strong>.33.(b)(c)(d)If the Governor does not consent to the transfer <strong>of</strong> an aerodrome certificate,the transferee will be advised <strong>of</strong> the reasons, in writing, within 30 days.The Governor may issue an interim aerodrome certificate to an applicant or aproposed transferee <strong>of</strong> an aerodrome certificate if he is satisfied that the grant<strong>of</strong> the interim certificate is in the public interest and is not detrimental toaviation safety.An interim aerodrome certificate shall expire on the date on which a fullaerodrome certificate is issued or transferred, or the expiry date specified inthe interim aerodrome certificate, whichever is earlier.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 7Subpart C – The Aerodrome Manual<strong>139</strong>.51 Requirement for an aerodrome manual(a)The aerodrome certificate holder shall ensure that there is an AerodromeManual which shall:(1) be typewritten or printed, and signed by the aerodrome certificateholder; and(2) be in a format that is easy to revise; and(3) have a system for recording the currency <strong>of</strong> pages and amendments,including a page for logging revisions; and(4) be organised in a manner that will facilitate preparation; review andacceptance/approval processes; and(5) be in accordance with paragraph <strong>139</strong>.53.(b)(c)(d)(e)The aerodrome certificate holder shall provide the Governor with a completeand current copy <strong>of</strong> the Aerodrome Manual.The aerodrome certificate holder shall keep at least one complete and currentcopy <strong>of</strong> the Aerodrome Manual at the aerodrome and one copy at theaerodrome certificate holder’s place <strong>of</strong> business if other than the aerodrome.Every aerodrome certificate holder shall make available to each member <strong>of</strong>the aerodrome operating staff a copy <strong>of</strong> the Aerodrome Manual, or a copy <strong>of</strong>every part <strong>of</strong> the Aerodrome Manual which is relevant to his duties. Each suchcopy or part shall be kept up to date.Every aerodrome certificate holder shall take all reasonable steps to ensurethat each member <strong>of</strong> the aerodrome operating staff:(1) is aware <strong>of</strong> the contents <strong>of</strong> every part <strong>of</strong> the Aerodrome Manual which isrelevant to his/her duties as such; and(2) undertakes his/her duties, as such, in conformity with the relevantprovisions <strong>of</strong> the Manual.(f)(g)(h)Where the Governor grants the aerodrome certificate holder a deviation fromcomplying with any requirement set out in paragraph <strong>139</strong>.35(a), theAerodrome Manual shall show the identifying reference given by the Governorto that deviation, the date that the deviation came into effect and anyconditions or procedures under which the deviation was granted.If any prescribed subject is not included in the Aerodrome Manual because itis not applicable to that aerodrome, then the aerodrome certificate holder shallstate in the Manual the reason for non-applicability <strong>of</strong> that subject.The aerodrome certificate holder shall alter or amend the Aerodrome Manual,whenever necessary, in order to maintain the accuracy <strong>of</strong> the information inthe Manual.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 8(i)(j)(k)The aerodrome certificate holder shall notify the Governor as soon aspracticable <strong>of</strong> any changes that the operator wishes to make to theAerodrome Manual.The aerodrome certificate holder shall comply with any directive issued by theGovernor to the aerodrome certificate holder requiring alteration oramendment <strong>of</strong> the Manual.The Aerodrome Manual shall identify persons accountable for the AerodromeEmergency Plan and the Aerodrome Maintenance Plan.<strong>139</strong>.53 Content <strong>of</strong> the aerodrome manualThe aerodrome manual shall include information and instructions relating to:(a)(b)(c)(d)(e)(f)(g)(h)(i)(j)(k)(l)the name and status <strong>of</strong> the person in charge <strong>of</strong> day to day operation <strong>of</strong> theaerodrome together with the names and status <strong>of</strong> other senior aerodromeoperating staff and instructions as to the order and circumstances in whichthey may be required to act as the person in charge; andthe system <strong>of</strong> aeronautical information service available; andprocedures for promulgating information concerning the aerodrome's state;andprocedures for the control <strong>of</strong> access, vehicles and work in relation to theaerodrome manoeuvring area and apron; andprocedures for the reporting <strong>of</strong> accidents and occurrences and for the removal<strong>of</strong> disabled aircraft; andin the case <strong>of</strong> an aerodrome which has facilities for fuel storage, proceduresfor complying with article 114 <strong>of</strong> the Order; andplans to a scale <strong>of</strong> 1:2500 depicting the layout <strong>of</strong> runways, taxiways andaprons, aerodrome markings, aerodrome lighting if provided and the siting <strong>of</strong>any navigational aids within the runway strip, except that in the case <strong>of</strong> copies<strong>of</strong> the manual or extracts from it provided to aerodrome operating staff, theplans shall be <strong>of</strong> a scale reasonably appropriate for the purposes <strong>of</strong>paragraph <strong>139</strong>.51(e); andin respect <strong>of</strong> an aerodrome in relation to which there is a notified instrumentapproach procedure, survey information sufficient to provide data for theproduction <strong>of</strong> aeronautical charts relating to that aerodrome; anddescription, height and location <strong>of</strong> obstacles which infringe standard obstaclelimitation surfaces, and whether they are lit; anddata for and method <strong>of</strong> calculation <strong>of</strong> declared distances and elevations at thebeginning and end <strong>of</strong> each declared distance; andmethod <strong>of</strong> calculating reduced declared distances and the procedure for theirpromulgation; anddetails <strong>of</strong> surfaces and bearing strengths <strong>of</strong> runways, taxiways and aprons;and<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 9(m) the system <strong>of</strong> management <strong>of</strong> air traffic in the airspace associated with theaerodrome, including procedures for the co-ordination <strong>of</strong> traffic with adjacentaerodromes, except any such information or procedures already published inany appropriate manual <strong>of</strong> air traffic services; and(n)(o)(p)(q)(r)(s)(t)(u)operational procedures for the routine and special inspection <strong>of</strong> theaerodrome manoeuvring area and aprons; andif operations are permitted during periods <strong>of</strong> limited visibility, procedures forthe protection <strong>of</strong> the runways during such periods; andprocedures for the safe integration <strong>of</strong> all aviation activities undertaken at theaerodrome; andprocedures for wildlife strike hazard reduction; andprocedures for the use and inspection <strong>of</strong> the aerodrome lighting system, if isprovided; andthe on-aerodrome capability for Rescue and Fire Fighting Service identified bythe ICAO category and the hours <strong>of</strong> provision; andthe service level agreement with the provider <strong>of</strong> RFFS if the service isprovided by an organisation separate from the aerodrome organisation; andthe procedures to be adopted in the event <strong>of</strong> temporary depletion <strong>of</strong> theRescue and Fire Fighting Service.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 10Subpart D – The Aerodrome Certificate Holder<strong>139</strong>.71 Responsibilities <strong>of</strong> the aerodrome certificate holder(a) The aerodrome certificate holder shall employ an adequate number <strong>of</strong>qualified and skilled personnel to perform all critical activities for aerodromeoperation and maintenance. If any personnel require the competencycertification <strong>of</strong> a competent authority, then only holders <strong>of</strong> such a certificateshall be employed.(b)(c)(d)(e)(f)(g)(h)(i)(j)The aerodrome certificate holder shall operate and maintain the aerodrome inaccordance with the procedures set out in the Aerodrome Manual.The aerodrome certificate holder shall ensure proper and efficientmaintenance <strong>of</strong> the aerodrome facilities.The aerodrome certificate holder shall ensure that any ATS provision isappropriate for the airspace associated with the aerodrome and themaintenance <strong>of</strong> the safety <strong>of</strong> aircraft.The aerodrome certificate holder shall ensure that all other services related tosafety, where established for the aerodrome (see paragraphs <strong>139</strong>.33(b)(6)and (7) and <strong>139</strong>.35(2) and (3)), are established in accordance with the<strong>OTAR</strong>s.The aerodrome certificate holder shall establish a safety management systemfor the aerodrome describing the structure <strong>of</strong> the organisation and the duties,powers and responsibilities <strong>of</strong> the <strong>of</strong>ficials in the organisational structure.The aerodrome certificate holder shall ensure that all users <strong>of</strong> the aerodrome,including fixed-base operators, ground handling agencies and otherorganisations comply with the safety requirements laid down by theaerodrome certificate holder. The aerodrome certificate holder shall monitorsuch compliance. Additionally, the aerodrome certificate holder shall requirethese users to cooperate in any programme to promote the safety at theaerodrome by immediately reporting any safety related accidents, incidents,defects or faults.The aerodrome certificate holder shall arrange for an annual audit <strong>of</strong> thesafety management system, including an inspection <strong>of</strong> the aerodrome’sfacilities and equipment. The audit shall cover the aerodrome certificateholder’s own functions. The aerodrome certificate holder shall arrange,similarly, for an external audit and inspection programme for the evaluation <strong>of</strong>contractors, sub-contractors or tenants at the aerodrome.The aerodrome certificate holder shall ensure that any audit report, includingthe report on the aerodrome facilities, services and equipment, is prepared bya suitably qualified safety expert(s) who shall prepare and sign the report.An aerodrome certificate holder shall allow access to any part <strong>of</strong> theaerodrome or any aerodrome facility, including equipment, records,documents and operator personnel, by an authorised person. An aerodromecertificate holder shall co-operate in any associated audit or inspection.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 11(k)(l)An aerodrome certificate holder shall systematically review all AeronauticalInformation Publications (AIPs), AIP Supplements, AIP Amendments, Noticesto <strong>Air</strong>men (NOTAMs), Pre-flight Information Bulletins and AeronauticalInformation Circulars issued by AIS about the certificated aerodrome and shallnotify AIS <strong>of</strong> any inaccurate information.An aerodrome certificate holder shall notify AIS and the Governor, in writing,at least 60 days before effecting any change to the aerodrome facility orequipment or the level <strong>of</strong> service at the aerodrome that has been planned inadvance and which will affect the accuracy <strong>of</strong> the information contained in anyAIS publication.(m) An aerodrome certificate holder shall immediately notify AIS, ATS and anyaffected aircraft operators and the Governor about:(1) any projections by an object through an obstacle limitation surfacerelating to the aerodrome; or(2) the existence <strong>of</strong> any obstruction or hazardous condition affectingaviation safety at or near the aerodrome; or(3) any reduction in the level <strong>of</strong> service at the aerodrome previouslypromulgated in any <strong>of</strong> the AIS publications; or(4) the closure <strong>of</strong> any part <strong>of</strong> the movement area <strong>of</strong> the aerodrome; or(5) any other condition that could affect aviation safety at the aerodrome.(n)(o)When it is not feasible for an aerodrome certificate holder to arrange for therelevant ATS or aircraft operator to receive a notice <strong>of</strong> any change <strong>of</strong>operational significance, then the operator must inform pilots, who may beaffected by that change, directly.An aerodrome certificate holder shall inspect an aerodrome:(1) as soon as practicable after any aircraft accident or incident, as definedin ICAO Annex 13; or(2) during any period <strong>of</strong> construction or repair <strong>of</strong> the aerodrome’s facilitiesor equipment that is critical to the safety <strong>of</strong> aircraft operation; or(3) at any other time when there are prevailing conditions at the aerodromethat could affect aviation safety.(p)(q)An aerodrome certificate holder shall remove any hazardous vehicle or otherobstruction from the aerodrome.When low flying aircraft, at or near an aerodrome, or taxiing aircraft are likelyto be hazardous to people or vehicular traffic, the aerodrome certificate holdershall:(1) post hazard warning notices on any public way that is adjacent to themanoeuvring area; and(2) if the aerodrome certificate holder does not control such a public way,inform the authority responsible for posting such notices that there is ahazard.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 12Subpart E – Aeronautical Studies<strong>139</strong>.91 Aeronautical Studies(a)An aeronautical study is conducted to:(1) assess the impact <strong>of</strong> deviations from <strong>OTAR</strong>s and specified aerodromestandards in ICAO Annex 14, Volumes 1 and 2; and(2) present alternative means <strong>of</strong> ensuring the safety <strong>of</strong> aircraft operations;and(3) estimate the effectiveness <strong>of</strong> each alternative; and(4) recommend procedures to compensate for the deviation.(b)(c)An aeronautical study may be carried out when requirements cannot be metas a result <strong>of</strong> a development. Such a study is most frequently undertakenduring the planning <strong>of</strong> a new airport or during the certification <strong>of</strong> an existingaerodrome.An aeronautical study shall only be conducted for proposed deviations tothose ICAO standards specifically detailed in the Appendices to this <strong>OTAR</strong>.AppendicesABCDEFGHIJAerodrome Management Systems<strong>Aerodromes</strong> – GeneralObstacle Limitation SurfacesRunwaysRunway Approach AidsTaxiwaysMovement AreasTechnical Equipment, Installations and MaintenanceHeliportsWater <strong>Aerodromes</strong><strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 13Appendix A - MANAGEMENT SYSTEMS<strong>139</strong>.A.01(a)(b)Aerodrome emergency planningThe aerodrome certificate holder shall ensure that the aerodrome emergencyplan sets forth the procedures for coordinating the response <strong>of</strong> differentaerodrome agencies (or services) and <strong>of</strong> those agencies in the surroundingcommunity that could be <strong>of</strong> assistance in responding to the emergency.Additionally, the aerodrome certificate holder shall ensure that:(1) aerodrome operators shall form an Emergency Planning Committee todiscuss, determine and implement emergency planning arrangementscommensurate with the size and types <strong>of</strong> aircraft using the aerodrome.The person accountable for the emergency planning arrangements shallbe identified within the aerodrome manual; and(2) an aerodrome emergency plan shall be established at an aerodrome,commensurate with the aircraft operations and other activitiesconducted at the aerodrome. The plan shall be identified within orreferenced to the aerodrome manual; and(3) the aerodrome emergency plan shall provide for the coordination <strong>of</strong> theactions to be taken in an emergency occurring at an aerodrome or in itsvicinity; and(4) the plan shall coordinate the response or participation <strong>of</strong> all agencies,which could be <strong>of</strong> assistance in responding to an emergency; and(5) the plan shall provide for cooperation and coordination with the rescuecoordination centre, as necessary; and(6) the aerodrome emergency plan document shall include at least thefollowing:(i)(ii)(iii)(iv)(v)(vi)types <strong>of</strong> emergencies planned for; andagencies involved in the plan; andresponsibility and role <strong>of</strong> each agency, the emergency operationscentre and the command post, for each type <strong>of</strong> emergency; andinformation on names and telephone numbers <strong>of</strong> <strong>of</strong>fices or peopleto be contacted in the case <strong>of</strong> a particular emergency; and; anda grid map <strong>of</strong> the aerodrome and its immediate vicinity; andemergencies in difficult environments: the ready availability <strong>of</strong> andcoordination with appropriate specialist rescue services to be ableto respond to emergencies at a water aerodrome or where a landaerodrome is located close to water and/or swampy areas ordifficult terrain and where a significant portion <strong>of</strong> approach ordeparture operations takes place over these areas; and(vii) in the case <strong>of</strong> a water aerodrome, water rescue, oil and fuelspillages, and recovery <strong>of</strong> aircraft from the movement area; and(viii) the plan shall observe Human Factors principles to ensureoptimum response by all existing agencies participating inemergency operations; and(c)the emergency plan shall be acceptable to the Governor.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 14<strong>139</strong>.A.03Emergency operations and command postsThe aerodrome certificate holder shall ensure that the Emergency Operations andthe Command Post at the aerodrome meets the following requirements:(a)(b)a fixed Emergency Operations Centre and a mobile Command Post shall beavailable for use during an emergency; andthe Emergency Operations Centre facilities shall be readily accessible bythose responsible for the overall coordination and general direction <strong>of</strong> theresponse to an emergency as detailed in the emergency plan; and(c) the function <strong>of</strong> incident command shall readily identifiable indicated by“Command Post” on a suitable commensurate indicator; be capable <strong>of</strong> beingestablished rapidly at the site <strong>of</strong> an emergency, when required by the incidentcommander to undertake the coordination <strong>of</strong> those agencies responding tothe emergency; and(d)(e)adequate communication systems linking the Command Post and theEmergency Operations Centre with each other and with the participatingagencies shall be provided in accordance with the plan and consistent withthe particular requirements <strong>of</strong> the aerodrome; anda person shall be assigned to assume control <strong>of</strong> the Emergency OperationsCentre and, when appropriate, another person at the Command Post.<strong>139</strong>.A.05(a)(b)(c)(d)(e)(f)Aerodrome emergency exerciseThe emergency plan shall contain procedures for periodic testing <strong>of</strong> theadequacy <strong>of</strong> the plan and for reviewing the results in order to improve itseffectiveness.The plan shall be tested by conducting a full-scale aerodrome emergencyexercise at intervals not exceeding two years; where aircraft movements takeplace at night alternative exercises (or partial exercises) shall be conducted inthe hours <strong>of</strong> darkness.At aerodromes where the approach or departure areas have water and/orswampy areas, or difficult terrain, the aerodrome shall make arrangements totest and assess the pre-determined response for the specialist rescueservices as shown in paragraph <strong>139</strong>.A.01(b)(6)(vi).Partial emergency exercises in the intervening year shall take place to ensurethat any deficiencies found during the full-scale aerodrome emergencyexercise have been corrected; and reviewed thereafter, or after an actualemergency, so as to correct any deficiency found during such exercises oractual emergency.Where an actual incident/accident has occurred to which the response couldbe said to have tested all parts <strong>of</strong> the plan, an aerodrome operator canrequest in writing to the Governor to defer the biennial exercise.the aerodrome certificate holder shall notify the Governor well in advance <strong>of</strong>an intention to conduct an exercise.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 15<strong>139</strong>.A.06(a)(b)(c)(d)Disabled <strong>Air</strong>craft RemovalThe telephone/telex number(s) <strong>of</strong> the <strong>of</strong>fice <strong>of</strong> the aerodrome coordinator <strong>of</strong>operations for the removal <strong>of</strong> an aircraft disabled on or adjacent to themovement area shall be made available, on request, to aircraft operators.Information concerning the capability to remove an aircraft disabled on oradjacent to the movement area shall be made available.A plan for the removal <strong>of</strong> an aircraft disabled on, or adjacent to, the movementarea shall be established for an aerodrome, and a coordinator designated toimplement the plan, when necessary.The disabled aircraft removal plan shall be based on the characteristics <strong>of</strong> theaircraft that may normally be expected to operate at the aerodrome, andinclude among other things:(1) a list <strong>of</strong> equipment and personnel on, or in the vicinity <strong>of</strong>, the aerodromewhich would be available for such purpose; and(2) arrangements for the rapid receipt <strong>of</strong> aircraft recovery equipment kitsavailable from other aerodromes.<strong>139</strong>.A.07(a)(b)(c)Aerodrome maintenance programmeThe aerodrome certificate holder shall establish a maintenance programme,including preventive maintenance where appropriate, at an aerodrome tomaintain facilities in a condition which does not impair the safety, regularity orefficiency <strong>of</strong> air navigation.The design and application <strong>of</strong> the maintenance programme shall observeHuman Factors principles.The person accountable for the maintenance <strong>of</strong> an aerodrome shall beidentified in the aerodrome manual<strong>139</strong>.A.09(a)<strong>Safety</strong> Management Systems (SMS) - requirementsEach applicant for/holder <strong>of</strong> an aerodrome certificate shall establish a safetymanagement system appropriate to the size and complexity <strong>of</strong> the operation,for the proactive management <strong>of</strong> safety, that integrates the management <strong>of</strong>operations and technical systems with financial and human resourcemanagement, and that reflects quality assurance principles.(b) The safety management system shall include policy and objectives forcontinuous improvement to the organisation’s overall safety performance.(c)The safety management system shall clearly define lines <strong>of</strong> safetyaccountability throughout the operator's organisation, including a directaccountability for safety on the part <strong>of</strong> senior management.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 16(d)The safety management system shall include, as a minimum, the following:(1) processes to identify actual and potential safety hazards and assess theassociated risks; and(2) processes to develop and implement remedial action necessary tomaintain agreed safety performance; and(3) provision for continuous monitoring and regular assessment <strong>of</strong> thesafety performance; and(4) recurring processes for continuous improvement <strong>of</strong> the performance <strong>of</strong>the safety management system; and(5) quality assurance processes to:(i) identify applicable requirements, regulations and standards anddemonstrate compliance with them; and(ii) ensure technical manuals, checklists and other documentation areappropriately maintained and incorporate the latest amendments;and(iii) ensure that training programmes maintain staff pr<strong>of</strong>iciency andcompetency.(e)The safety management system shall be described in relevant documentation,and shall be acceptable to the Governor.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 17Appendix B - AERODROMES - GENERAL<strong>139</strong>.B.01DefinitionsThe definitions used throughout <strong>OTAR</strong> Part <strong>139</strong> are in accordance with thosedetailed in <strong>OTAR</strong> Part 1 and ICAO Annex 14, Volumes I and II.<strong>139</strong>.B.03ApplicabilityThe specifications identified in <strong>OTAR</strong> <strong>139</strong> shall apply to all aerodromes open topublic use in accordance with the requirements <strong>of</strong> Article 15 <strong>of</strong> the ICAOConvention. The specifications <strong>of</strong> Annex 14, Volume I, Chapter 3 shall apply only toland aerodromes.<strong>139</strong>.B.05(a)(b)(c)(d)Aerodrome reference codeAn aerodrome reference code comprising <strong>of</strong> a code number and a letter shallbe identified for aerodrome planning purposes. The code shall take intoaccount the characteristics <strong>of</strong> the largest aeroplane regularly using theaerodrome facility. The code numbers and letters shall have the meaningsassigned to them in Table <strong>139</strong>.B.01 below.Column 1 corresponds to the highest value <strong>of</strong> the aeroplane reference fieldlengths <strong>of</strong> the aeroplanes using the runway. However, the aeroplanereference field length should not restrict the actual runway length provided tothis figure.Column 3 corresponds to the greatest wing span, or the greatest outer maingear wheel span <strong>of</strong> aeroplane using the runway, whichever gives the moredemanding code.For certification purposes, the determination <strong>of</strong> standards to be used by way<strong>of</strong> the reference code system will be the longest <strong>of</strong> the declared distancesASDA/TORA/LDA instead <strong>of</strong> aeroplane reference field length.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 18Codenumber(1)Table <strong>139</strong>.B.01Code Element 1 Code Element 2Aeroplane reference Code Wing spanOuter main gearfield length letter(4)wheel span 1(2)(3)(5)1 Less than 800 m A Up to but not including15 m2 800 m up to but not B 15 m up to but notincluding 1200 mincluding 24 m3 1200 m up to but C 24 m up to but notnot including 1800including 36 mm4 1800 m and over D 36 m up to but notincluding 52 mE 52 m up to but notincluding 65 mF 65 m up to but notincluding 80 m1 Distance between the outside edges <strong>of</strong> the main gear wheels.Up to but not including4.5 m4.5 m up to but notincluding 6 m6 m up to but notincluding 9 m9 m up to but notincluding 14 m9 m up to but notincluding 14 m14 m up to but notincluding 16 m<strong>139</strong>.B.07(a)(b)(c)Common reference systemsWorld Geodetic System — 1984 (WGS-84) shall be used as the horizontal(geodetic) reference system. Reported aeronautical geographical coordinates(indicating latitude and longitude) shall be expressed in terms <strong>of</strong> the WGS-84geodetic reference datum.Mean sea level (MSL) datum, which gives the relationship <strong>of</strong> gravity-relatedheight (elevation) to a surface known as the geoid, shall be used as thevertical reference system.The Gregorian calendar and Coordinated Universal Time (UTC) shall be usedas the temporal reference system. When a different temporal referencesystem is used, this shall be indicated in GEN 2.1.2 <strong>of</strong> the AeronauticalInformation Publication (AIP).<strong>139</strong>.B.09(a)Aerodrome aeronautical dataThe determination and reporting <strong>of</strong> aerodrome related aeronautical data shallmeet the accuracy and integrity requirements prescribed in ICAO Annex 14,Volume 1, Appendix 5, Tables 1 to 5, taking into account any establishedquality system procedures.(b) The Governor shall need to be satisfied that that the integrity <strong>of</strong> anyaeronautical data is maintained throughout the data process fromsurvey/origin to the next intended user. Any aeronautical data integrityrequirements shall be based upon the potential risk resulting from thecorruption <strong>of</strong> data and its intended use. Consequently, the followingclassification and data integrity level shall be required:<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 19(1) Critical data, integrity level 1 × 10 -8 : There is a high probability,when using corrupted critical data that the continued safe flight andlanding <strong>of</strong> an aircraft would be severely at risk with the potential for acatastrophe.(2) Essential data, integrity level 1 × 10 -5 : There is a low probability,when using corrupted essential data that the continued safe flight andlanding <strong>of</strong> an aircraft would be severely at risk with the potential for acatastrophe.(3) Routine data, integrity level 1 × 10 -3 : There is a very low probability,when using corrupted routine data that the continued safe flight andlanding <strong>of</strong> an aircraft would be severely at risk with the potential for acatastrophe.(c)(d)(e)The protection <strong>of</strong> electronic aeronautical data, while stored or in transit, shallbe totally monitored by a cyclic redundancy check (CRC). To achieve aprotection <strong>of</strong> the integrity level necessary for critical and essential aeronauticaldata, a 32 or 24 bit CRC algorithm shall apply, respectively. To achieveprotection <strong>of</strong> the integrity level necessary for routine aeronautical data, a 16bit CRC algorithm shall apply.Geographical coordinates, indicating latitude and longitude, shall bedetermined and reported to the Territory’s AIS authority in terms <strong>of</strong> the WorldGeodetic System — 1984 (WGS-84) geodetic reference datum. However,any coordinates which have been transformed into WGS-84 geographicalcoordinates by mathematical means and whose accuracy <strong>of</strong> original field workdoes not meet the requirements referenced at paragraph <strong>139</strong>.B.09(a) above,shall be indicated separately. Similarly, the order <strong>of</strong> accuracy <strong>of</strong> the fieldworkshall be such that the resulting operational navigation data for the phases <strong>of</strong>flight will be within the maximum deviations in the ICAO tables referenced atparagraph <strong>139</strong>.B.09(a).In addition to the elevation (referenced to mean sea level) <strong>of</strong> the specificsurveyed ground positions at aerodromes, geoid undulation (referenced to theWGS-84 ellipsoid) for those positions required in the ICAO documentation atparagraph <strong>139</strong>.B.09(a) above, shall be determined and reported to the AISauthority.<strong>139</strong>.B.11Aerodrome Reference Point (ARP)An aerodrome reference point shall be established and located near the initial orplanned geometric centre <strong>of</strong> an aerodrome and, normally, remain where firstestablished. The position <strong>of</strong> the ARP shall be measured and reported to the AISauthority in degrees, minutes and seconds.<strong>139</strong>.B.13Aerodrome elevationsThe aerodrome elevation and geoid undulation at the aerodrome elevation positionshall be measured to an accuracy <strong>of</strong> one-half metre or foot and be reported to theAIS authority.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 20<strong>139</strong>.B.15Aerodrome reference temperatureAn aerodrome reference temperature shall be determined in degrees Celsius. Theaerodrome reference temperature shall be the monthly mean <strong>of</strong> the daily maximumtemperatures for the hottest month <strong>of</strong> the year (the hottest month being that whichhas the highest monthly mean temperature). This temperature shall be averagedover a period <strong>of</strong> several years.<strong>139</strong>.B.17(a)Aerodrome dimensions and related informationThe following data shall be measured and described for each facility providedon an aerodrome:(1) Runway - true bearing to one-hundredth <strong>of</strong> a degree, designationnumber, length, width, displaced threshold location to the nearest meteror foot, slope, surface type, type <strong>of</strong> runway and, for a precisionapproach runway category I, the existence <strong>of</strong> an obstacle free zonewhen provided; and(2) The Strip, RESA and Stopway lengths and widths to the nearest metreor foot and surface type; and(3) Taxiway - designation, width and surface type; and(4) Apron - surface type and aircraft stands; and(5) The boundaries <strong>of</strong> any air traffic control service; and(6) Clearway - length to the nearest meter or foot and ground pr<strong>of</strong>ile; and(7) Visual aids for approach procedures, marking and lighting <strong>of</strong> runways,taxiways and aprons, other visual guidance and control aids on taxiwaysand aprons, including taxi-holding positions and stopbars, and locationand type <strong>of</strong> visual docking guidance systems; and(8) Location and radio frequency <strong>of</strong> any VOR aerodrome checkpoint; and(9) Location and designation <strong>of</strong> standard taxi-routes; and(10) Distances to the nearest meter or foot <strong>of</strong> localizer and glide pathelements comprising an instrument landing system (ILS) or azimuth andelevation antenna <strong>of</strong> microwave landing system (MLS) in relation to theassociated runway extremities.(b) The geographical coordinates <strong>of</strong> each threshold shall be measured andreported to the AIS authority in degrees, minutes, seconds and hundredths <strong>of</strong>seconds.(c)(d)The geographical coordinates <strong>of</strong> appropriate taxiway centre line points shallbe measured and reported to the AIS authority in degrees, minutes, secondsand hundredths <strong>of</strong> seconds.The geographical coordinates <strong>of</strong> each aircraft stand shall be measured andreported to the AIS in degrees, minutes, seconds and hundredths <strong>of</strong> seconds.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 21(e)The geographical coordinates <strong>of</strong> significant obstacles in the approach andtake-<strong>of</strong>f areas, in the circling area and in the vicinity <strong>of</strong> an aerodrome shall bemeasured and reported to the AIS authority in degrees, minutes, seconds andtenths <strong>of</strong> seconds. Likewise, the top elevation rounded up to the nearestmetre or foot, type, marking and lighting (if any) <strong>of</strong> the significant obstaclesshall be reported.<strong>139</strong>.B.19(a)Wildlife hazard managementThe wildlife hazard on, or in the vicinity <strong>of</strong>, an aerodrome shall be assessedthrough:(1) The collection <strong>of</strong> information from aircraft operators, aerodromepersonnel and other sources on the presence <strong>of</strong> wildlife on or aroundthe aerodrome constituting a potential hazard to aircraft operations; and(2) An ongoing evaluation <strong>of</strong> the wildlife hazard by competent personnel.(b)(c)Action shall be taken to decrease the risk to aircraft operations by adoptingmeasures to minimize the likelihood <strong>of</strong> collisions between wildlife and aircraft.The aerodrome operator shall take action to eliminate or to prevent theestablishment <strong>of</strong> garbage disposal dumps or any other source which mayattract wildlife to the aerodrome or its vicinity, unless an appropriate wildlifeassessment indicates that they are unlikely to create conditions conducive toa wildlife hazard problem.<strong>139</strong>.B.21 Co-ordination between aerodrome authorities andAeronautical Information Services (AIS)(a)To ensure that AIS units receive timely information, thereby enabling them toprovide up-to-date aeronautical information, aerodrome authorities are toprocess the following information to AIS units as quickly as possible:(1) Information on the status <strong>of</strong> certification <strong>of</strong> the aerodrome; and(2) Information on aerodrome conditions <strong>of</strong> the movement area and relatedfacilities, disabled aircraft removal, RFFS and PAPIs; and(3) The operational status <strong>of</strong> associated facilities, services and navigationaids within their area <strong>of</strong> responsibility; and(4) Any other information considered being <strong>of</strong> operational significance.(b)(c)Before introducing changes to any air navigation system, the accountableauthority shall take into account, through co-ordination with AIS, thenecessary lead-in time required for AIS to promulgate the information.Of a particular importance are changes to aeronautical information that affectcharts and/or computer-based navigation systems which qualify to be notifiedby the aeronautical information regulation and control (AIRAC) system, asspecified in ICAO Annex 15, Chapter 6 and Appendix 4. The predetermined,internationally agreed AIRAC effective dates in addition to 14 days postage<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 22time shall be observed by the responsible aerodrome services whensubmitting the raw information/data to aeronautical information services.(d)The aerodrome services responsible for the provision <strong>of</strong> raw aeronauticalinformation/data to the aeronautical information services shall do that whiletaking into account accuracy and integrity requirements for aeronautical dataas specified in ICAO Annex 14, Volume 1, Appendix 5.<strong>139</strong>.B.23(a)(b)Aerodrome signal panels and signal areaGuidance on the need to provide ground signals are detailed in ICAO Annex14, Volume 1, Attachment A, Section 16. ICAO Annex 2, Appendix 1specifies the shape, colour and use <strong>of</strong> visual ground signals.Where provided, a signal area shall:(1) Have an even horizontal surface <strong>of</strong> at least 9 m square; and(2) Be visible for all angles <strong>of</strong> azimuth above an angle <strong>of</strong> 10 o above thehorizontal when viewed from a height <strong>of</strong> 300 m; and(3) Have an appropriate colour contrast between the chosen colours <strong>of</strong> thesignal panel used; and(4) Be surrounded by a white border <strong>of</strong> not less that 0.3 m wide.<strong>139</strong>.B.25Aerodrome pavement and ground markings<strong>Aerodromes</strong> certificated for night operations shall provide pavement/ groundmarkings made with reflective materials designed to enhance the visibility <strong>of</strong> themarkings.<strong>139</strong>.B.27(a)(b)(c)(d)(e)Aeronautical beacons - generalWhere operationally necessary an aerodrome beacon or an identificationbeacon shall be provided at each aerodrome intended for use at night.The operational requirement shall consider the needs <strong>of</strong> the air traffic usingthe aerodrome, the conspicuity <strong>of</strong> the aerodrome features in relation to itssurroundings and the installation <strong>of</strong> other visual and non-visual aids useful inlocating the aerodrome.The location <strong>of</strong> a beacon should be such that the beacon is not shielded byobjects in significant directions and does not dazzle a pilot approaching toland.The beacon shall be located in an area <strong>of</strong> low ambient back-ground lighting.The light from the beacon shall show at all angles <strong>of</strong> azimuth. The verticallight distribution shall extend upwards from an elevation <strong>of</strong> not more than 1° toan elevation determined by the appropriate authority to be sufficient to provideguidance at the maximum elevation at which the beacon is intended to beused and the effective intensity <strong>of</strong> the flash shall be not less than 2,000 cd. At<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 23locations where a high ambient background lighting level cannot be avoided,the effective intensity <strong>of</strong> the flash may be required to be increased by a factor<strong>of</strong> 10.<strong>139</strong>.B.29(a)Aerodrome beaconAn aerodrome beacon shall be provided at an aerodrome intended for use atnight if one or more <strong>of</strong> the following conditions exist:(1) <strong>Air</strong>craft navigate predominantly by visual means; or(2) Reduced visibilities are frequent; or(3) It is difficult to locate the aerodrome from the air due to surroundinglights or terrain.(b)(c)The aerodrome beacon shall be located on or adjacent to the aerodrome.The aerodrome beacon shall show either coloured flashes alternating withwhite flashes, or white flashes only. The frequency <strong>of</strong> total flashes shall befrom 20 to 30 per minute. Where used, the coloured flashes emitted bybeacons at land aerodromes shall be green and at water aerodromes shall beyellow. In the case <strong>of</strong> a combined water and land aerodrome, colouredflashes, if used, shall have the colour characteristics <strong>of</strong> whichever section <strong>of</strong>the aerodrome is designated as the principal facility.<strong>139</strong>.B.31(a)(b)(c)(d)Identification beaconAn identification beacon shall be provided at an aerodrome which is intendedfor use at night and cannot be easily identified from the air by other means.The identification beacon shall be located on the aerodrome.An identification beacon shall show flashing-green at a land aerodrome andflashing-yellow at a water aerodrome.The identification characters shall be transmitted in the International MorseCode. The speed <strong>of</strong> transmission should be between six and eight words perminute, the corresponding range <strong>of</strong> duration <strong>of</strong> the Morse dots being from0.15 to 0.2 seconds per dot.<strong>139</strong>.B.33(a)(b)(c)Aerodrome aeronautical lightsAeronautical ground lights near navigable waters shall not cause confusion tomariners.Elevated runway, stopway and taxiway lights shall be frangible and lowenough to provide adequate clearance from aircraft propellers and enginepods.Light fixtures inset in the surface <strong>of</strong> runways, stopways, taxiways and apronsshall be constructed to withstand being run over by the wheels <strong>of</strong> an aircraftwithout causing any damage either to the aircraft or to the lights.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 24(d)(e)The temperature produced by conduction or radiation at the interface betweenan installed inset light and an aircraft tyre should not exceed 160° C during a10-minute period <strong>of</strong> exposure.Where a high-intensity lighting system is provided, a suitable intensity controlshall be incorporated. Separate intensity controls or other suitable methodsshall be provided to ensure that the following systems, when installed, can beoperated at compatible intensities:(1) Approach lighting system;(2) Runway threshold lights;(3) Runway end lights;(4) Runway centre line or edge lights;(5) PAPIs;(6) Taxiway centre line lights;(7) RETILs;(8) Stop Bars.(f)(g)On the perimeter <strong>of</strong> and within the ellipse defining the main beam in ICAOAnnex 14, Vol 1, Appendix 2, Figures A2-1 to A2-10, the maximum lightintensity value shall not be greater than three times the minimum lightintensity value measured in accordance with Appendix 2, collective notes forFigures A2-1 to A2-11, Note 2.On the perimeter <strong>of</strong> and within the rectangle defining the main beam in ICAOAnnex 14, Vol 1, Appendix 2, Figures A2-12 to A2-20, the maximum lightintensity value shall not be greater than three times the minimum lightintensity value measured in accordance with Appendix 2, collective notes forFigures A2-12 to A2-21, Note 2.<strong>139</strong>.B.35(a)(b)Non-aeronautical lightsA non-aeronautical ground light near an aerodrome which might endanger thesafety <strong>of</strong> aircraft shall be extinguished, screened or otherwise modified so asto eliminate the source <strong>of</strong> danger.A non-aeronautical ground light which, by reason <strong>of</strong> its intensity, configurationor colour, might prevent, or cause confusion in, the clear interpretation <strong>of</strong>aeronautical ground lights should be extinguished, screened or otherwisemodified . In particular, attention should be directed to a non-aeronauticalground light visible from the air within the areas <strong>of</strong>:(1) A Code 4 Instrument runway within the areas before the threshold andbeyond the end <strong>of</strong> the runway extending to at least 4,500 m in lengthfrom the threshold and runway end and 750 m on either side <strong>of</strong> theextended runway centre line in width.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 25(2) A Code 2 or 3 Instrument runway, as for Code 4 above except that thelength should be at least 3,000 m.(3) A Code 1 Instrument runway and a non-instrument runway within theapproach area.<strong>139</strong>.B.37(a)(b)Aerodrome designArchitectural and infrastructure-related requirements for the optimumimplementation <strong>of</strong> international civil aviation security measures shall beintegrated into the design and construction <strong>of</strong> new facilities and alterations toexisting facilities at an aerodrome.The design <strong>of</strong> aerodromes shall take into account, where appropriate, landuseand environmental control measures.<strong>139</strong>.B.39Aerodrome AvailabilitySubject to their published conditions <strong>of</strong> use, aerodromes and their facilities shall bekept continuously available for flight operations during their published hours <strong>of</strong>operations, irrespective <strong>of</strong> weather conditions.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 26Appendix C - OBSTACLE LIMITATION SURFACES -SAFEGUARDED AREAS, OBSTACLES, OBSTACLELIGHTING AND LASER ZONESSubpart A – OBSTACLE RESTRICTION AND REMOVAL<strong>139</strong>.C.01(a)GeneralThe following criteria (paragraphs <strong>139</strong>.C.03 – <strong>139</strong>.C.07) define the airspacearound aerodromes that shall be maintained free from obstacles. This shallbe achieved by establishing a series <strong>of</strong> obstacle limitation surfaces that definethe upper limits <strong>of</strong> permissible objects. These limits are to be found in ICAOAnnex 14, Volume I, Table 4-1 and Figure 4-2 unless otherwise stated.(b) Objects which penetrate the obstacle limitation surfaces may in certaincircumstances penetrate the obstacle assessment surfaces (OAS) for aninstrument approach procedure or any associated visual circling procedure.The criteria for evaluating these obstacles are contained in Procedures for <strong>Air</strong>Navigation Services — <strong>Air</strong>craft Operations (PANS-OPS, Doc 8168).<strong>139</strong>.C.03(c)(a)The establishment <strong>of</strong>, and requirements for, an obstacle protection surface forvisual approach slope indicator systems are specified in <strong>OTAR</strong> Part <strong>139</strong>Appendix <strong>139</strong>.E.33(u)Obstacle limitation surfacesTransitional surface:(1) The transitional surface is a complex surface along the side <strong>of</strong> therunway strip and part <strong>of</strong> the side <strong>of</strong> the approach surface, that slopesupwards and outwards to the inner horizontal surface. It is establishedfor every runway and the limits are:(i)(ii)a lower edge beginning at the intersection <strong>of</strong> the side <strong>of</strong> theapproach surface with the inner horizontal surface and extendingdown the side <strong>of</strong> the approach surface to the inner edge <strong>of</strong> theapproach surface and from there along the length <strong>of</strong> the runwaystrip parallel to the runway centre line; andan upper edge located in the plane <strong>of</strong> the inner horizontal surface.(2) The elevation <strong>of</strong> a point on the lower edge is:(i)(ii)along the side <strong>of</strong> the approach surface — equal to the elevation <strong>of</strong>the approach surface at that point; andalong the runway strip — equal to the elevation <strong>of</strong> the nearestpoint on the centre line <strong>of</strong> the runway or its extension.(3) The slope <strong>of</strong> the transitional surface is measured in the vertical plane atright angles to the centre line <strong>of</strong> the runway. Where the runway code is1 or 2 and has a visual or non-precision instrument approach, the slopeis 20% (1:5). For all other runways the slope is 14.3% (1:7).<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 27(b)Inner horizontal surface (IHS):(1) The inner horizontal surface is a surface located in a horizontal planeabove an aerodrome and its environs above the transitional surface. Itis located 45 metres above the elevation <strong>of</strong> the lowest runway threshold.The radius or outer limits <strong>of</strong> the inner horizontal surface are establishedas follows:(i)(ii)where the main runway is 1,800 metres or more in length, circulararcs <strong>of</strong> 4,000 metre radius are described centred on the runwaystrip ends and joined tangentially by straight lines. The resultingracetrack is the boundary <strong>of</strong> the IHS.where the main runway is less than 1,800 metres in length, theIHS is circular and is centred on the mid point <strong>of</strong> the runway. Theradius is 4,000 metres except in the case <strong>of</strong> visual runways wherethe code number is 1 or 2. For these runways the radii are 2,000metres and 2,500 metres respectively.(c)Conical surface:(1) The conical surface is a surface sloping upwards and outwards from theperiphery <strong>of</strong> the inner horizontal surface to the outer horizontal surface.The limits <strong>of</strong> the conical surface are:(i)(ii)a lower edge coincident with the outer edge <strong>of</strong> the inner horizontalsurface; andan upper edge located 105 metres above the IHS except wherethe code number <strong>of</strong> a visual runway is 1 or 2. In these cases theplane is respectively 35 metres and 55 metres above the IHS.(2) The slope <strong>of</strong> the conical surface measured in a vertical planeperpendicular to the outer edge <strong>of</strong> the inner horizontal surface is 5%(1:20).(d)The Outer Horizontal Surface (OHS)(1) The OHS is the highest safeguarded surface in the vicinity <strong>of</strong> anaerodrome. An OHS is established for every aerodrome where themain runway is 1,100 metres or more in length.(2) The OHS extends from the outer edge <strong>of</strong> the conical surface to a radius<strong>of</strong> 15,000 metres measured from the aerodrome reference point wherethe main runway is 1,860 metres or more in length and to 10,000 metreswhere the main runway is 1,100 metres or more but less than 1,860metres in length.(e)Approach surface:(1) The approach surface is an inclined plane or combination <strong>of</strong> planespreceding the threshold. The limits <strong>of</strong> the approach surface are:(i)(ii)a horizontal inner edge <strong>of</strong> specified length perpendicular to theextended centre line <strong>of</strong> the runway located at the runway strip end;andtwo sides originating at the ends <strong>of</strong> the inner edge and diverginguniformly at a specified rate from the extended centre line <strong>of</strong> therunway; and<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 28(iii)an outer edge parallel to the inner edge.(2) The above surfaces shall be varied when <strong>of</strong>fsets or curved approachesare utilised, specifically, two sides originating at the ends <strong>of</strong> the inneredge and diverging uniformly at a specified rate from the extendedcentre line <strong>of</strong> the <strong>of</strong>fset or curved ground track.(3) The elevation <strong>of</strong> the inner edge shall be equal to the elevation <strong>of</strong> themid-point <strong>of</strong> the threshold.(4) The slope(s) <strong>of</strong> the approach surface shall be measured in the verticalplane containing the centre line <strong>of</strong> the runway and shall continuecontaining the centre line <strong>of</strong> any lateral <strong>of</strong>fset or curved ground track.(f)Take-<strong>of</strong>f climb surface:(1) The take-<strong>of</strong>f climb surface is an inclined plane or other specified surfacebeyond the end <strong>of</strong> a runway or clearway as shown in ICAO Annex 14,Volume I, Table 4-2. The limits <strong>of</strong> the take-<strong>of</strong>f climb surface are:(i)(ii)(iii)an inner edge horizontal and perpendicular to the centre line <strong>of</strong>the runway and located either at the runway strip end or at the end<strong>of</strong> the clearway; andtwo sides originating at the ends <strong>of</strong> the inner edge, diverginguniformly at a specified rate from the take-<strong>of</strong>f track to a specifiedfinal width and continuing thereafter at that width for the remainder<strong>of</strong> the length <strong>of</strong> the take-<strong>of</strong>f climb surface; andan outer edge horizontal and perpendicular to the specified take<strong>of</strong>ftrack.(2) The elevation <strong>of</strong> the inner edge shall be equal to the highest point on theextended runway centre line between the end <strong>of</strong> the runway and therunway strip end, except that when a clearway is provided the elevationshall be equal to the highest point on the ground on the centre line <strong>of</strong>the clearway.(3) The dimensions <strong>of</strong> the take-<strong>of</strong>f climb surface are specified in ICAOAnnex 14, Volume I, Table 4-2. A reduced length may be adoptedwhere this length would be consistent with procedures for the control <strong>of</strong>departing aeroplanes.(4) The operational characteristics <strong>of</strong> aeroplanes shall be examined to seeif it is desirable to reduce the slope specified when critical operatingconditions are taken into consideration. If the slope is reduced, thelength <strong>of</strong> take-<strong>of</strong>f climb surface shall be increased to afford protection inthe climb to a height <strong>of</strong> 300m.(5) New objects or extensions <strong>of</strong> existing objects shall not be permittedabove a take-<strong>of</strong>f climb surface except when, in the opinion <strong>of</strong> theGovernor, the new object or extension would be shielded by an existingimmovable object. Nevertheless, the object may still be an obstacle inthe approach surface.(6) If no object reaches the 2 per cent (1:50) take-<strong>of</strong>f climb surface, newobjects shall be limited to preserve the existing obstacle free surface ora surface down to a slope <strong>of</strong> 1.6 per cent (1:62.5).<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 29(7) Existing objects that extend above a take-<strong>of</strong>f climb surface shall as faras practicable be removed except when, in the opinion <strong>of</strong> the Governor,an object is shielded by an existing immovable object, or afteraeronautical study it is determined that the object would not adverselyaffect the safety or significantly affect the operation <strong>of</strong> aeroplanes.(8) In the case <strong>of</strong> a straight take-<strong>of</strong>f flight path, the slope <strong>of</strong> the take-<strong>of</strong>fclimb surface shall be measured in the vertical plane containing thecentre line <strong>of</strong> the runway.(9) In the case <strong>of</strong> a take-<strong>of</strong>f flight path involving a turn, the take-<strong>of</strong>f climbsurface shall be a complex surface such that the normal at any point onthe flight path centreline is a horizontal line at the same height abovethe surface origin as would have resulted from the application <strong>of</strong> astraight take-<strong>of</strong>f flight path.<strong>139</strong>.C.05Obstacle free zone (OFZ)An OFZ is intended to protect aeroplanes from fixed and mobile obstacles duringILS Category I, II and III operations when approaches are continued below decisionheight and during any subsequent missed approach or baulked landing with allengines operating normally. It is not intended to supplant the requirement <strong>of</strong> othersurfaces or areas where these are more demanding. The OFZ is divided into threeareas which are illustrated in ICAO Annex 14, Volume I, Figure 4-2.(a)Inner approach surface:(1) The inner approach surface is a rectangular portion <strong>of</strong> the approachsurface immediately preceding the threshold. The limits <strong>of</strong> the innerapproach surface are:(i)(ii)(iii)an inner edge coincident with the location <strong>of</strong> the inner edge <strong>of</strong> theapproach surface but <strong>of</strong> its own specified length;two sides originating at the ends <strong>of</strong> the inner edge and extendingaway from the landing direction, parallel to the vertical planecontaining the centre line <strong>of</strong> the runway; andan outer edge parallel to the inner edge.(b)Inner transitional surface:(1) The inner transitional surface shall be the controlling obstacle limitationsurface for navigation aids, aircraft and other vehicles that must be nearthe runway and which is not to be penetrated except for frangibleobjects. The transitional surface described in paragraph <strong>139</strong>.C.03(a),above, is intended to remain as the controlling obstacle limitationsurface for buildings, etc.(2) The Inner transitional surface is a surface similar to the transitionalsurface but closer to the runway.(3) The limits <strong>of</strong> an inner transitional surface are:(i)a lower edge beginning at the end <strong>of</strong> the inner approach surfaceand extending down the side <strong>of</strong> the inner approach surface to theinner edge <strong>of</strong> that surface, from there along the strip parallel to therunway centre line to the inner edge <strong>of</strong> the baulked landing<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 30(ii)surface and from there up the side <strong>of</strong> the baulked landing surfaceto the point where the side intersects the inner horizontal surface;andan upper edge located in the plane <strong>of</strong> the IHS.(4) The elevation <strong>of</strong> a point on the lower edge shall be:(i)(ii)along the side <strong>of</strong> the inner approach surface and baulked landingsurface - equal to the elevation <strong>of</strong> the particular surface at thatpoint; andalong the runway strip - equal to the elevation <strong>of</strong> the nearest pointon the centre line <strong>of</strong> the runway or its extension.(5) The slope <strong>of</strong> the inner transitional surface shall be measured in avertical plane at right angles to the centre line <strong>of</strong> the runway.(c)Baulked landing surface:(1) A baulked landing surface is an inclined plane located at a specifieddistance after the threshold, extending between the inner transitionalsurfaces. The limits <strong>of</strong> the baulked landing surface are:(i)(ii)(iii)an inner edge horizontal and perpendicular to the centre line <strong>of</strong>the runway and located at a specified distance after the threshold;two sides originating at the ends <strong>of</strong> the inner edge and diverginguniformly at a specified rate from the vertical plane containing thecentre line <strong>of</strong> the runway; andan outer edge parallel to the inner edge and located in the plane<strong>of</strong> the inner horizontal surface.(2) The elevation <strong>of</strong> the inner edge shall be equal to the elevation <strong>of</strong> therunway centre line at the location <strong>of</strong> the inner edge.(3) The slope <strong>of</strong> the baulked landing surface shall be measured in thevertical plane containing the centre line <strong>of</strong> the runway.<strong>139</strong>.C.07Obstacle limitation requirementsThe requirements for obstacle limitation surfaces are specified on the basis <strong>of</strong> theintended use <strong>of</strong> a runway and are intended to be applied when such use is made <strong>of</strong>the runway. In cases where operations are conducted to or from both directions <strong>of</strong> arunway, then the function <strong>of</strong> certain surfaces may be nullified because <strong>of</strong> morestringent requirements <strong>of</strong> another lower surface.(a)Non-instrument runways:(1) The following obstacle limitation surfaces shall be established for a noninstrumentrunway:(i)(ii)(iii)(iv)conical surface; andinner horizontal surface; andapproach surface; andtransitional surfaces.(2) The heights and slopes <strong>of</strong> the surfaces shall be those specified in ICAOAnnex 14, Volume I, Table 4-1.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 31(3) New objects or extensions <strong>of</strong> existing objects shall not be permittedabove an approach or transitional surface except when, in the opinion <strong>of</strong>the Governor, the new object or extension would be shielded by anexisting immovable object.(4) New objects or extensions <strong>of</strong> existing objects shall not be permittedabove the conical surface or inner horizontal surface except when, inthe opinion <strong>of</strong> the Governor, the object would be shielded by an existingimmovable object, or after aeronautical study it is determined that theobject would not adversely affect the safety or significantly affect theoperation <strong>of</strong> aeroplanes.(5) Existing objects above any <strong>of</strong> the surfaces required by paragraph<strong>139</strong>.C.07(a)(1), above, shall as far as practicable be removed exceptwhen, in the opinion <strong>of</strong> the Governor, the object is shielded by anexisting immovable object, or after aeronautical study it is determinedthat the object would not adversely affect the safety or significantlyaffect the operation <strong>of</strong> aeroplanes.(6) In considering any proposed construction, account shall be taken <strong>of</strong> thepossible future development <strong>of</strong> an instrument runway and consequentrequirement for more stringent obstacle limitation surfaces.(b)Non-precision approach runways:(1) The following obstacle limitation surfaces shall be established for a nonprecisionapproach runway:(i)(ii)(iii)(iv)conical surface;inner horizontal surface;approach surface; andtransitional surfaces.(2) The heights and slopes <strong>of</strong> the surfaces shall be those specified in ICAOAnnex 14, Volume I, Table 4-1, except in the case <strong>of</strong> the horizontalsection <strong>of</strong> the approach surface in paragraph <strong>139</strong>.C.07(b)(3), below.(3) The approach surface shall be horizontal beyond the point at which the2.5 per cent slope intersects:(i)(ii)a horizontal plane 150 m above the threshold elevation; orthe horizontal plane passing through the top <strong>of</strong> any object thatgoverns the obstacle clearance altitude/height (OCA/H);whichever is the higher.(4) New objects or extensions <strong>of</strong> existing objects shall not be permittedabove an approach surface within 3,000 m <strong>of</strong> the inner edge or above atransitional surface except when, in the opinion <strong>of</strong> the Governor, thenew object or extension would be shielded by an existing immovableobject.(5) New objects or extensions <strong>of</strong> existing objects shall not be permittedabove the conical surface or inner horizontal surface except when, inthe opinion <strong>of</strong> the Governor, the object would be shielded by an existing<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 32immovable object, or after aeronautical study it is determined that theobject would not adversely affect the safety or significantly affect theoperation <strong>of</strong> aeroplanes.(6) Existing objects above any <strong>of</strong> the surfaces required by paragraph<strong>139</strong>.C.07(b)(1), above, shall as far as practicable be removed exceptwhen, in the opinion <strong>of</strong> the Governor, the object is shielded by anexisting immovable object, or after aeronautical study it is determinedthat the object would not adversely affect the safety or significantlyaffect the operation <strong>of</strong> aeroplanes.(c)Precision approach runways:(1) For information regarding siting and construction <strong>of</strong> equipment andinstallations on operational areas, see <strong>OTAR</strong> <strong>139</strong>, Appendix H.13.(2) The following obstacle limitation surfaces are to be established for aprecision approach runway category I, II or III:(i)(ii)(iii)(iv)(v)(vi)conical surface; andinner horizontal surface; andapproach surface and inner approach surface; andtransitional surfaces; andinner transitional surfaces; andbaulked landing surface.(3) The heights and slopes <strong>of</strong> the surfaces shall be those specified in ICAOAnnex 14, Volume I, Table 4-1, except in the case <strong>of</strong> the horizontalsection <strong>of</strong> the approach surface in paragraph <strong>139</strong>.C.07(c)(4), below.(4) The approach surface shall be horizontal beyond the point at which the2.5 per cent slope intersects:(i)(ii)a horizontal plane 150 m above the threshold elevation; orthe horizontal plane passing through the top <strong>of</strong> any object thatgoverns the obstacle clearance limit; whichever is the higher.(5) Fixed objects shall not be permitted above the inner approach surface,the inner transitional surface or the baulked landing surface, except forfrangible objects which because <strong>of</strong> their function must be located on therunway strip. Mobile objects shall not be permitted above these surfacesduring the use <strong>of</strong> the runway for landing.(6) New objects or extensions <strong>of</strong> existing objects shall not be permittedabove an approach surface or a transitional surface except when, in theopinion <strong>of</strong> the Governor, the new object or extension would be shieldedby an existing immovable object.(7) New objects or extensions <strong>of</strong> existing objects shall not be permittedabove the conical surface and the inner horizontal surface except when,in the opinion <strong>of</strong> the Governor, an object would be shielded by anexisting immovable object, or after aeronautical study it is determinedthat the object would not adversely affect the safety or significantlyaffect the operation <strong>of</strong> aeroplanes.(8) Existing objects above an approach surface, a transitional surface, theconical surface and inner horizontal surface shall as far as practicable<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 33be removed except when, in the opinion <strong>of</strong> the Governor, an object isshielded by an existing immovable object, or after aeronautical study itis determined that the object would not adversely affect the safety orsignificantly affect the operation <strong>of</strong> aeroplanes.<strong>139</strong>.C.09Objects outside the obstacle limitation surfaces(a) Arrangements shall be made to enable the Governor to be consultedconcerning proposed construction beyond the limits <strong>of</strong> the obstacle limitationsurfaces that extend above a height established by the Governor, in order topermit an aeronautical study <strong>of</strong> the effect <strong>of</strong> such construction (if any) on theoperation <strong>of</strong> aeroplanes(b)In areas beyond the limits <strong>of</strong> the obstacle limitation surfaces, at least thoseobjects which extend to a height <strong>of</strong> 150 m or more above ground elevationshall be regarded as obstacles, unless a special aeronautical study indicatesthat they do not constitute a hazard to aeroplanes. This study may haveregard to the nature <strong>of</strong> operations concerned and may distinguish betweenday and night operations.<strong>139</strong>.C.11(a)(b)(c)Other objectsObjects which do not project through the approach surface but which wouldnevertheless adversely affect the optimum siting or performance <strong>of</strong> visual ornon-visual aids shall, as far as practicable, be removed.Anything which may, in the opinion <strong>of</strong> the Governor after aeronautical study,endanger aeroplanes on the movement area or in the air within the limits <strong>of</strong>the inner horizontal and conical surfaces shall be regarded as an obstacle andshall be removed as far as practicable.In certain circumstances, objects that do not project above any <strong>of</strong> the surfacesin paragraph <strong>139</strong>.C.03, above, may constitute a hazard to aeroplanes shall betaken into account.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 34Subpart B - The Lighting and Marking <strong>of</strong> Obstacles<strong>139</strong>.C.51Objects to be marked and/or lighted(a) A fixed obstacle that extends above an approach, a take-<strong>of</strong>f climb ortransitional surface within 3,000 m <strong>of</strong> the inner edge shall be marked and, ifthe runway is used at night, lighted, except that:(1) the marking may be omitted when the obstacle is lighted by mediumintensity obstacle lights, Type A, as in ICAO Annex 14, Volume I, Table6-3 by day and its height above the level <strong>of</strong> the surrounding grounddoes not exceed 150 m;(2) the marking may be omitted when the obstacle is lighted by highintensityobstacle lights by day; and(3) the lighting may be omitted where the obstacle is a lighthouse and anaeronautical study indicates the lighthouse light to be sufficient.(b)A fixed obstacle above a horizontal surface shall be marked and, if theaerodrome is used at night, lighted except that:(1) such marking and lighting may be omitted when:(i)(ii)(iii)the obstacle is shielded by another fixed obstacle; orfor a circuit extensively obstructed by immovable objects orterrain, procedures have been established to ensure safe verticalclearance below prescribed flight paths; oran aeronautical study shows the obstacle not to be <strong>of</strong>operational significance.(2) the marking may be omitted when the obstacle is lighted by mediumintensityobstacle lights, Type A, by day and its height above the level <strong>of</strong>the surrounding ground does not exceed 150 m;(3) the marking may be omitted when the obstacle is lighted by highintensityobstacle lights by day; and(4) the lighting may be omitted where the obstacle is a lighthouse and anaeronautical study indicates the lighthouse light to be sufficient.(c)(d)A fixed object that extends above an obstacle limitation surface shall bemarked and, if the runway is used at night, lighted.A fixed object, other than an obstacle, adjacent to a take-<strong>of</strong>f climb surfaceshall be marked and, if the runway is used at night, lighted if such markingand lighting is considered necessary to ensure its avoidance, except that themarking may be omitted when:(1) the object is lighted by medium-intensity obstacle lights, Type A, by dayand its height above the level <strong>of</strong> the surrounding ground does notexceed 150 m; or(2) the object is lighted by high-intensity obstacle lights by day.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 35(e)(f)Vehicles and other mobile objects, excluding aircraft, on the movement area<strong>of</strong> an aerodrome are obstacles and shall be marked and, if the vehicles andaerodrome are used at night or in conditions <strong>of</strong> low visibility, lighted, exceptthat aircraft servicing equipment and vehicles used only on aprons may beexempt.Elevated aeronautical ground lights within the movement area shall bemarked so as to be conspicuous by day.(g) All obstacles within the distance specified in ICAO Annex 14, Volume I,Table3-1, column 11 or 12, from the centre line <strong>of</strong> a taxiway, an apron taxiwayor aircraft stand taxilane shall be marked and, if the taxiway, apron taxiway oraircraft stand taxilane is used at night, lighted.(h)(i)(j)Obstacles in accordance with paragraph <strong>139</strong>.C.09(b), above, shall be markedand lighted, except that the marking may be omitted when the obstacle islighted by high-intensity obstacle lights by day.Overhead wires, cables, etc., crossing a river, valley or highway shall bemarked and their supporting towers marked and lighted if an aeronauticalstudy indicates that the wires or cables could constitute a hazard to aircraft,except that the marking <strong>of</strong> the supporting towers may be omitted when theyare lighted by high-intensity obstacle lights by day.When it has been determined that an overhead wire, cable, etc., needs to bemarked but it is not practicable to install markers on the wire, cable, etc., thenhigh-intensity obstacle lights, Type B, shall be provided on their supportingtowers.<strong>139</strong>.C.53(a)(b)Marking <strong>of</strong> objectsAll fixed objects to be marked shall, whenever practicable, be coloured, but ifthis is not practicable, markers or flags shall be displayed on or above them,with the exception <strong>of</strong> objects that are sufficiently conspicuous by their shape,size or colour.All mobile objects (except vehicles) to be marked shall be coloured or displayflags.<strong>139</strong>.C.55(a)Use <strong>of</strong> coloursAn object shall be coloured to show a chequered pattern if it has essentiallyunbroken surfaces and its projection on any vertical plane equals or exceeds4.5 m in both dimensions. The pattern shall consist <strong>of</strong> rectangles <strong>of</strong> not lessthan 1.5 m and not more than 3 m on a side, the corners being <strong>of</strong> the darkercolour. The colours <strong>of</strong> the pattern shall contrast each with the other and withthe background against which they will be seen. Orange and white oralternatively red and white shall be used, except where such colours mergewith the background as detailed in ICAO Annex 14, Volume I, Figure 6-1.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 36(b)An object shall be coloured to show alternating contrasting bands if:(1) it has essentially unbroken surfaces and has one dimension, horizontalor vertical, greater than 1.5 m, and the other dimension, horizontal orvertical, less than 4.5m e.g. chimneys; or(2) it is <strong>of</strong> skeletal type with either a vertical or a horizontal dimensiongreater than 1.5 m e.g. aerial masts.The bands shall be perpendicular to the longest dimension and have awidth approximately 1/7 <strong>of</strong> the longest dimension or if greater than210m, a width <strong>of</strong> 30 m. The colours <strong>of</strong> the bands shall contrast with thebackground against which they will be seen. Orange and white shall beused, except where such colours are not conspicuous when viewedagainst the background. The bands on the extremities <strong>of</strong> the object shallbe <strong>of</strong> the darker colour as detailed in ICAO Annex 14, Volume I, Figures6-1 and 6-2.(c)(d)An object shall be coloured in a single conspicuous colour if its projection onany vertical plane has both dimensions less than 1.5 m. Orange or red shallbe used, except where such colours merge with the background.When mobile objects are marked by colour, a single conspicuous colour,preferably red or yellowish green for emergency vehicles and yellow forservice vehicles shall be used.<strong>139</strong>.C.57(a)(b)(c)(d)(e)Use <strong>of</strong> markersMarkers displayed on or adjacent to objects shall be located in conspicuouspositions so as to retain the general definition <strong>of</strong> the object and shall berecognizable in clear weather from a distance <strong>of</strong> at least 1000 m for an objectto be viewed from the air and 300 m for an object to be viewed from theground in all directions in which an aircraft is likely to approach the object. Theshape <strong>of</strong> markers shall be distinctive to ensure that they are not mistaken forother warning markers.A marker displayed on an overhead wire, cable, etc., shall be spherical andhave a diameter <strong>of</strong> not less than 60 cm.The spacing between two consecutive markers or between a marker and asupporting tower shall be appropriate to the diameter <strong>of</strong> the marker, 30 mwhere the marker diameter is 60 cm, 35 m where the marker diameter is 80cm and 40 m where the marker diameter is 130 cm.Where multiple wires, cables, etc. are involved, a marker shall be located atthe level <strong>of</strong> the highest wire.A marker shall be <strong>of</strong> one colour. When mixed markers are installed, white andred, or white and orange markers shall be displayed alternately. The colourselected shall contrast with the background.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 37<strong>139</strong>.C.59(a)(b)(c)(d)Use <strong>of</strong> flagsFlags used to mark objects shall be displayed around, on top <strong>of</strong>, or around thehighest edge <strong>of</strong>, the object. When flags are used to mark extensive objects orgroups <strong>of</strong> closely spaced objects, they shall be displayed at least every 15 m.Flags used to mark fixed objects shall not be less than 0.6 m square and flagsused to mark mobile objects, not less than 0.9 m square.Flags used to mark fixed objects shall be orange in colour or a combination <strong>of</strong>two triangular sections, one white and the other, orange or red, except thatwhere such colours merge with the background, other conspicuous coloursshall be used.Flags used to mark mobile objects shall consist <strong>of</strong> a chequered pattern, eachsquare having sides <strong>of</strong> not less than 0.3 m. The colours <strong>of</strong> the pattern shallcontrast each with the other and with the background against which they willbe seen. Orange and white or alternatively red and white shall be used and beconspicuous against the background.<strong>139</strong>.C.61(a)(b)(c)(d)Lighting <strong>of</strong> objectsThe presence <strong>of</strong> objects which shall be lighted, as specified in paragraph<strong>139</strong>.C.51, above, shall be indicated by low, medium or high intensity obstaclelights, or a combination <strong>of</strong> such lights as detailed in ICAO Annex 14, Volume I,Table 6-3.Low intensity obstacle lights, Type A or B, shall be used where the object is aless extensive one and its height above the surrounding ground is less than45 m.Where the use <strong>of</strong> low intensity obstacle lights, Type A or B, would beinadequate or an early special warning is required, then medium or highintensity obstacle lights shall be used.Low intensity obstacle lights, Type C, shall be displayed on vehicles and othermobile objects excluding aircraft.(e) Low intensity obstacle lights, Type D, shall be displayed on follow-mevehicles.(f)(g)(h)Low intensity obstacle lights, Type B, shall be used either alone or incombination with medium-intensity obstacle lights, Type B, in accordance with<strong>139</strong>.C.61(g), below.Medium intensity obstacle lights, Type A, B or C, shall be used where theobject is an extensive one or its height above the level <strong>of</strong> the surroundingground is greater than 45 m. Medium intensity obstacle lights, Types A and C,shall be used alone, whereas medium intensity obstacle lights, Type B, shallbe used either alone or in combination with low intensity obstacle lights, TypeB.High intensity obstacle lights, Type A, shall be used to indicate the presence<strong>of</strong> an object if its height above the level <strong>of</strong> the surrounding ground exceeds<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 38150 m and an aeronautical study indicates such lights to be essential for therecognition <strong>of</strong> the object by day.(i)High intensity obstacle lights, Type B, shall be used to indicate the presence<strong>of</strong> a tower supporting overhead wires, cables, etc., where:(1) an aeronautical study indicates such lights to be essential for therecognition <strong>of</strong> the presence <strong>of</strong> wires, cables, etc.; or(2) it has not been found practicable to install markers on the wires, cables,etc.(j)Where, in the opinion <strong>of</strong> the Governor, the use <strong>of</strong> high intensity obstaclelights, Type A or B, or medium intensity obstacle lights, Type A, at night maydazzle pilots in the vicinity <strong>of</strong> an aerodrome (within approximately 10,000 mradius) or cause significant environmental concerns, a dual obstacle lightingsystem shall be provided. This system shall be composed <strong>of</strong> high-intensityobstacle lights, Type A or B, or medium intensity obstacle lights, Type A, asappropriate, for daytime and twilight use and medium intensity obstacle lights,Type B or C, for night-time use.<strong>139</strong>.C.63(a)Location <strong>of</strong> obstacle lightsOne or more low, medium or high intensity obstacle lights shall be located asclose as practicable to the top <strong>of</strong> the object. The top lights shall indicate thepoints or edges <strong>of</strong> the highest point <strong>of</strong> the object.(b) In the case <strong>of</strong> chimney or similar structure, the top lights shall not becontaminated by smoke etc as detailed in ICAO Annex 14, Volume I, Figures6-2 and 6-3.(c)(d)(e)(f)In the case <strong>of</strong> a tower or antenna structure indicated by high intensity obstaclelights by day with an extension, such as a rod or an antenna, greater than 12m where it is not practicable to locate a high-intensity obstacle light on the top<strong>of</strong> the extension, such a light shall be located at the highest practicable pointand, if feasible, a medium intensity obstacle light, Type A, mounted on thetop.In the case <strong>of</strong> an extensive object or <strong>of</strong> a group <strong>of</strong> closely spaced objects, toplights shall be displayed on the points or edges <strong>of</strong> the highest point <strong>of</strong> theobject so that they indicate the general definition and the extent <strong>of</strong> the object.If two or more points have the same height, the point nearest the landing areashall be marked. Where low intensity lights are used, they shall be spaced atlongitudinal intervals not exceeding 45 m. Where medium intensity lights areused, they shall be spaced at longitudinal intervals not exceeding 900 m.When the relevant obstacle limitation surface is sloping and the highest pointabove the obstacle limitation surface is not the highest point <strong>of</strong> the object,additional obstacle lights shall be placed on the highest point <strong>of</strong> the object.Where an object is indicated by medium intensity obstacle lights, Type A, andthe top <strong>of</strong> the object is more than 105 m above the level <strong>of</strong> the surroundingground or the elevation <strong>of</strong> tops <strong>of</strong> nearby buildings, additional lights shall beprovided at intermediate levels. These additional intermediate lights shall bespaced equally between the top lights and ground level with the spacing notexceeding 105 m as detailed in paragraph <strong>139</strong>.C.61(g), above.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 39(g)Where an object is indicated by medium intensity obstacle lights, Type B andType C and the top <strong>of</strong> the object is more than 45 m above the level <strong>of</strong> thesurrounding ground or the elevation <strong>of</strong> tops <strong>of</strong> nearby buildings, additionallights shall be provided at intermediate levels. These lights shall be spacedequally between the top lights and ground level with the spacing notexceeding 52 m, and:(1) in the case <strong>of</strong> Type B medium intensity obstacle lights, these additionalintermediate lights shall be alternately low intensity obstacle lights, TypeB, and medium intensity obstacle lights, Type B; and(2) in the case <strong>of</strong> Type C medium intensity obstacle lights, these additionalintermediate lights (unspecified) shall be spaced equally between thetop lights and ground level.(h)(i)Where high intensity obstacle lights, Type A, are used, they shall be spacedat uniform intervals not exceeding 105 m between the ground level and thetop light(s) specified in paragraph <strong>139</strong>.C.63(a), above.Where high intensity obstacle lights, Type B, are used, they shall be locatedat three levels:(1) at the top <strong>of</strong> the tower;(2) at the lowest level <strong>of</strong> the wire or cable loop; and(3) at approximately midway between these two levels.(j)(k)The installation setting angles for high intensity obstacle lights, Types A andB, shall be in accordance with ICAO Annex 14, Volume I, Table 6-2.The number and arrangement <strong>of</strong> low, medium or high intensity obstacle lightsat each level to be marked shall be such that the object is indicated fromevery angle in azimuth. Where a light is shielded in any direction by anotherpart <strong>of</strong> the object, or by an adjacent object, additional lights shall be providedon that object so as to retain the general definition <strong>of</strong> the object to be lighted.If the shielded light does not contribute to the definition <strong>of</strong> the object to belighted, it may be omitted.<strong>139</strong>.C.65(a)(b)(c)(d)Low Intensity obstacle light - characteristicsLow intensity obstacle lights on fixed objects, Types A and B, shall be fixedredlights.Low intensity obstacle lights, Type C, displayed on vehicles associated withemergency or security shall be flashing blue and those displayed on othervehicles shall be flashing yellow.Low intensity obstacle lights, Type D, displayed on follow-me vehicles shall beflashing yellow.Low intensity obstacle lights, Types A, B, C and D shall be in accordance withthe specifications in ICAO Annex 14, Volume I, Table 6-3.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 40(e)(f)Low intensity obstacle lights on objects with limited mobility such asaerobridges shall be fixed-red. The intensity <strong>of</strong> the lights shall be sufficient toensure conspicuity considering the intensity <strong>of</strong> the adjacent lights and thegeneral levels <strong>of</strong> illumination against which they would normally be viewed.Low intensity obstacle lights on objects with limited mobility shall be inaccordance with the specifications for low intensity obstacle lights, Type A, inICAO Annex 14, Volume I, Table 6-3.<strong>139</strong>.C.67(a)(b)(c)Medium intensity obstacle light - characteristicsMedium intensity obstacle lights, Type A, shall be flashing-white lights, Type Bshall be flashing-red lights and Type C shall be fixed-red lightsMedium intensity obstacle lights, Types A, B and C, shall be in accordancewith the specifications in ICAO Annex 14, Volume I, Table 6-3.Medium intensity obstacle lights, Types A and B, located on an object shallflash simultaneously.<strong>139</strong>.C.69(a)(b)(c)(d)High intensity obstacle light - characteristicsHigh intensity obstacle lights, Types A and B, shall be flashing white lights.High intensity obstacle lights, Types A and B, shall be in accordance with thespecifications in ICAO Annex 14, Volume I, Table 6-3.High intensity obstacle lights, Type A, located on an object shall flashsimultaneously.High intensity obstacle lights, Type B, indicating the presence <strong>of</strong> a towersupporting overhead wires, cables, etc., shall flash sequentially; first themiddle light, second the top light and last, the bottom light. The intervalsbetween flashes <strong>of</strong> the lights shall approximate the ratios in Table <strong>139</strong>.C.01.Table <strong>139</strong>.C.01Flash Interval BetweenRatio Of Cycle TimeMiddle and top light 1/13Top and bottom light 2/13Bottom and middle light 10/13<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 41Subpart C - Laser Restriction Zones<strong>139</strong>.C.101 Protected flight zones(a)Protected flight zones shall be established in order to mitigate the risk <strong>of</strong> laseremitters operating in the vicinity <strong>of</strong> aerodromes. To protect against thehazardous effects <strong>of</strong> laser emitters, the following protected flight zones shallbe established around aerodromes.(1) A laser- beam free flight zone (LFFZ).(2) A laser- beam critical flight zone LCFZ).(3) A laser-beam sensitive flight zone (LSFZ).(b)(c)ICAO Annex 14 Volume 1, Figures 5-10, 5-11 and 5-12 shall be used todetermine the exposure levels and distances that adequately protect flightoperations.Further guidance on how to protect flight operations from the hazardouseffects <strong>of</strong> laser emitters and is contained in ICAO Doc. 9815 (Laser Emittersand Flight <strong>Safety</strong>).<strong>139</strong>.C.103 Restricted use <strong>of</strong> laser beams(a)(b)The restrictions on the use <strong>of</strong> laser beams in the three protected flight zones,LFFZ, LCFZ and LSFZ, refer to visible laser beams only. Laser emittersapproved by the Governor in a manner compatible with flight safety areexcluded.In all navigable air space, the irradiance level <strong>of</strong> any laser beam, visible orinvisible, is expected to be:(1) less than or equal to the maximum permissible laser beam, visible orinvisible;(2) less than or equal to the maximum permissible exposure (MPE) unlesssuch emission has been notified to the Governor and permissionobtained.(c) Further reference to the Governor’s powers is contained in <strong>OTAR</strong> Part 77.9.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 42Appendix D – RUNWAYS -ASSOCIATED AREAS, MARKINGS, MARKERS, SIGNS ANDLIGHTINGSubpart A – RUNWAYS AND ASSOCIATED AREAS<strong>139</strong>.D.01(a)(b)(c)(d)(e)(f)(g)(h)Runways - generalA threshold shall normally be located at the extremity <strong>of</strong> a runway unlessoperational considerations justify the choice <strong>of</strong> another location.When it is necessary to displace a threshold, either permanently ortemporarily, from its normal location, account shall be taken <strong>of</strong> the variousfactors, which may have a bearing on the new location <strong>of</strong> the threshold. Whenthis displacement is caused by an unserviceable runway condition, a clearedand graded area <strong>of</strong> at least 60 m in length shall be available between theunserviceable area and the displaced threshold. An additional distance shallalso be provided to meet the requirements <strong>of</strong> any runway end safety area. Ifan obstacle is the reason for the threshold displacement then the safeguardedsurfaces for the runway must be considered when re-siting the threshold.Except in paragraph <strong>139</strong>.D.01(g) below, the actual runway length to beprovided for a primary runway shall be adequate for the aeroplanes that usethe aerodrome. This shall be not less than the longest length determined forthe performance characteristics <strong>of</strong> the relevant aeroplanes, corrected for localconditions.Both take-<strong>of</strong>f and landing requirements, in both directions, shall be consideredwhen determining the length <strong>of</strong> runway(s). The local conditions that shall beconsidered include elevation, temperature, runway slope, humidity and therunway surface characteristics.The siting and orientation <strong>of</strong> runways at an aerodrome shall, where possible,be such that the arrival and departure tracks minimize interference with areasapproved for residential use and other noise sensitive areas close to theaerodrome in order to avoid future noise problems.The length <strong>of</strong> a secondary runway shall be determined similarly to primaryrunways. However, it needs only to be adequate for those aeroplanes thatrequire to use the secondary runway, in addition to any other runway, toachieve a usability factor <strong>of</strong> at least 95 per cent.Where a runway is associated with a stopway or clearway, an actual runwaylength less than that required in Paras <strong>139</strong>.D.01 (c) or (f), above, may beconsidered. Nevertheless, in such a case, any combination <strong>of</strong> a runway,stopway and clearway shall meet the operational requirements for the take-<strong>of</strong>fand landing <strong>of</strong> the aeroplanes utilising the runway.The width <strong>of</strong> a runway shall be not less than the appropriate dimensionspecified in the following table:<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 43Table <strong>139</strong>.D.01CODE LETTERCODENUMBERA B C D E F1 a 18m 18m 23 - - -2 a 23 23 30 - - -3 30 30 30 45 - -4 - - 45 45 45 60a The width <strong>of</strong> a precision approach runway shall be not less than 30 m where thecode number is 1 or 2.<strong>139</strong>.D.03Runway elevations(a) For an aerodrome used by international civil aviation for non-precisionapproaches, the elevation and geoid undulation <strong>of</strong> each threshold; theelevation <strong>of</strong> the runway end and any significant high and low intermediatepoints along the runway shall be measured to the accuracy <strong>of</strong> one-half meteror foot and reported to the AIS authority.(b)For a precision approach runway, the elevation and geoid undulation <strong>of</strong> thethreshold, the elevation <strong>of</strong> the runway end and the highest elevation <strong>of</strong> thetouchdown zone shall be measured to the accuracy <strong>of</strong> one-quarter metre orfoot and reported to the AIS authority.<strong>139</strong>.D.05(a)Parallel runwaysWhere parallel non-instrument runways are intended for simultaneous use,the minimum distance between their centre lines shall be:(1) 210 m where the higher code number is 3 or 4.(2) 150 m where the higher code number is 2.(3) 120 m where the higher code number is 1.(b)Where parallel instrument runways are intended for simultaneous use, subjectto the conditions specified in the ICAO PANS-ATM (Doc 4444) and ICAOPANS-OPS (Doc 8168), Volume I, the minimum distance between their centrelines shall be:(1) 1035 m for independent parallel approaches.(2) 915 m for dependent parallel approaches.(3) 760 m for independent parallel departures.(4) 760 m for segregated parallel operations.except that for segregated parallel operations the specified minimum distance:(i)May be decreased by 30 m for each 150 m that the arrival runwayis staggered toward the arriving aircraft, to a minimum <strong>of</strong> 300 m.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 44(ii)Shall be increased by 30 m for each 150 m that the arrival runwayis staggered away from the arriving aircraft.(c)For independent parallel approaches, combinations <strong>of</strong> minimum distancesand associated conditions, other than those specified in the ICAO PANS-ATM(Doc 4444), may be applied when it is determined that such combinationswould not adversely affect the safety <strong>of</strong> aircraft operations.<strong>139</strong>.D.07Runway slopes(a) The longitudinal slope <strong>of</strong> a runway computed by dividing the differencebetween the maximum and minimum elevations along the runway centre lineby the runway length shall not exceed:(1) 1 per cent where the code number is 3 or 4.(2) 2 per cent where the code number is 1 or 2.(b)No portion <strong>of</strong> a runway’s longitudinal slope shall exceed:(1) 1.25 per cent where the code number is 4, except that for the first andlast quarter <strong>of</strong> the length <strong>of</strong> the runway the longitudinal slope shall notexceed 0.8 per cent.(2) 1.5 per cent where the code number is 3, except that for the first andlast quarter <strong>of</strong> the length <strong>of</strong> a precision approach runway category II orIII, the longitudinal slope shall not exceed 0.8 per cent.(3) 2 per cent where the code number is 1 or 2.(c)Where slope changes cannot be avoided, a slope change between twoconsecutive slopes shall not exceed:(1) 1.5 per cent where the code number is 3 or 4.(2) 2 per cent where the code number is 1 or 2.(d)The transition from one runway slope to another shall be accomplished by acurved surface with a rate <strong>of</strong> change not exceeding:(1) 0.1 per cent per 30 m (minimum radius <strong>of</strong> curvature <strong>of</strong> 30,000 m) wherethe code number is 4;(2) 0.2 per cent per 30 m (minimum radius <strong>of</strong> curvature <strong>of</strong> 15,000 m) wherethe code number is 3.(3) 0.4 per cent per 30 m (minimum radius <strong>of</strong> curvature <strong>of</strong> 7,500 m) wherethe code number is 1 or 2.(e)Where runway slope changes cannot be avoided, there shall be anunobstructed line <strong>of</strong> sight from:(1) Any point 3 m above a runway to all other points 3 m above the runwaywithin a distance <strong>of</strong> at least half the length <strong>of</strong> the runway, where thecode letter is C, D, E or F.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 45(2) Any point 2 m above a runway to all other points 2 m above the runwaywithin a distance <strong>of</strong> at least half the length <strong>of</strong> the runway where the codeletter is B.(3) Any point 1.5 m above a runway to all other points 1.5 m above therunway within a distance <strong>of</strong> at least half the length <strong>of</strong> the runway wherethe code letter is A.(f)(g)Consideration shall be given to providing an unobstructed line <strong>of</strong> sight overthe entire length <strong>of</strong> a single runway where a full-length parallel taxiway is notavailable. Where an aerodrome has intersecting runways, additional criteriaon the line <strong>of</strong> sight <strong>of</strong> the intersection area shall be considered for operationalsafety.Undulations or appreciable changes in slopes located close together along arunway shall be avoided. The distance between the points <strong>of</strong> intersection <strong>of</strong>two successive curves shall not be less than:(1) the sum <strong>of</strong> the absolute numerical values <strong>of</strong> the corresponding slopechanges multiplied by the appropriate value as follows:(i) 30,000 m where the code number is 4.(ii) 15,000 m where the code number is 3.(iii) 5,000 m where the code number is 1 or 2(iv)Or 45 m, whichever is greater.(h)To promote the most rapid drainage <strong>of</strong> water, the runway surface shall, ifpracticable, be cambered except where a single crossfall from high to low inthe direction <strong>of</strong> the wind most frequently associated with rain would ensurerapid drainage. The transverse slope shall be:(1) 1.5 per cent where the code letter is C, D, E or F.(2) 2 per cent where the code letter is A or B.(i) However the transverse slopes above, shall neither exceed 1.5 per cent or 2per cent, respectively, nor be less than 1 per cent except at runway or taxiwayintersections. For a cambered surface the transverse slope on each side <strong>of</strong>the centre line shall be symmetrical.(j)The transverse slope shall be substantially the same throughout the length <strong>of</strong>a runway except at an intersection with another runway or a taxiway where aneven transition shall be provided retaining the need for adequate drainage.<strong>139</strong>.D.09(a)(b)Runway surfacesA runway shall be capable <strong>of</strong> withstanding the planned traffic utilizing theaerodrome.The surface <strong>of</strong> a runway shall be constructed without irregularities that couldcause a loss in the friction characteristics and adversely affect aircraftoperations.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 46(c)(d)The surface <strong>of</strong> a paved runway shall be constructed to provide good frictioncharacteristics when the runway is wet.Measurements <strong>of</strong> the friction characteristics <strong>of</strong> a new or resurfaced runwayshall be made with a continuous friction-measuring device using self-wettingfeatures to ensure that design friction characteristics have been achieved.(e) The average surface texture depth <strong>of</strong> a new surface shall be not less than 1.0mm.(f)When the runway surface is grooved or scored, the grooves or scorings shallbe either perpendicular to the runway centre line or parallel to nonperpendiculartransverse joints, where applicable.<strong>139</strong>.D.11(a)Runway shouldersRunway shoulders shall be provided for a runway where the code letter is Fand for D or E when the runway width is less than 60 m. The runwayshoulders shall extend symmetrically on each side <strong>of</strong> the runway so that theoverall width <strong>of</strong> the runway and its shoulders is not less than:(1) 60 m where the code letter is D or E.(2) 75 m where the code letter is F(b)(c)The surface <strong>of</strong> the shoulder that adjoins the runway shall be flush with thesurface <strong>of</strong> the runway and its transverse slope shall not exceed 2.5 per cent.A runway shoulder shall be prepared or constructed, to support an aeroplanerunning <strong>of</strong>f the runway, without inducing structural damage, and <strong>of</strong> supportingground vehicles that may operate on the shoulder.<strong>139</strong>.D.13(a)(b)(c)(d)(e)Runway turn padsWhere the end <strong>of</strong> a runway is not served by a taxiway or a taxiway turnaroundand where the code letter is D, E or F, a runway turn pad shall be provided t<strong>of</strong>acilitate a 180-degree turn <strong>of</strong> aeroplanes as shown at ICAO Annex 14,Volume 1, Figure 3-1.Where the end <strong>of</strong> a runway is not served by a taxiway or a taxiway turnaroundand where the code letter is A, B or C, a runway turn pad shall be provided t<strong>of</strong>acilitate a 180-degree turn <strong>of</strong> aeroplanes.The runway turn pad may be located on either the left or right side <strong>of</strong> therunway and adjoining the runway pavement at both ends <strong>of</strong> the runway and atsome intermediate locations where deemed necessary.The intersection angle <strong>of</strong> the runway turn pad with the runway shall notexceed 30 degrees.The nose wheel steering angle to be used in the design <strong>of</strong> the runway turnpad shall not exceed 45 degrees.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 47(f)The design <strong>of</strong> a runway turn pad shall be such that, when the cockpit <strong>of</strong> theaeroplane for which the turn pad is intended remains over the turn padmarking, the clearance distance between any wheel <strong>of</strong> the aeroplane landinggear and the edge <strong>of</strong> the turn pad shall be not less than that given by thefollowing tabulation:Table <strong>139</strong>.D.02Code letterClearance aA1.5 mB 2.25mC3 m if the turn pad is intended to be used byaeroplanes with a wheel base less than 18 m;4.5 m if the turn pad is intended to be used byaeroplanes with a wheel base equal to orgreater than 18 m.D 4.5mE 4.5mF 4.5ma Wheel base means the distance from the nose gear to the geometric centre <strong>of</strong>the main gear.(g)Where severe weather conditions and resultant lowering <strong>of</strong> surface frictioncharacteristics prevail, a larger wheel-to-edge clearance <strong>of</strong> 6 m shall beprovided where the code letter is E or F.(h) The longitudinal and transverse slopes on a runway turn pad shall besufficient to prevent the accumulation <strong>of</strong> water on the surface and facilitaterapid drainage <strong>of</strong> surface water. The slopes shall be the same as those on theadjacent runway pavement surface.(i)(j)(k)(l)(m)(n)The strength <strong>of</strong> a runway turn pad shall be at least equal to that <strong>of</strong> theadjoining runway which it serves, due consideration being given to the factthat the turn pad will be subjected to slow-moving traffic making hard turnsand consequent higher stresses on the pavement.The surface <strong>of</strong> a runway turn pad shall not have surface irregularities that maycause damage to an aeroplane using the turn pad.The surface <strong>of</strong> a runway turn pad shall be so constructed as to provide goodfriction characteristics for aeroplanes using the facility when the surface iswet.The runway turn pads shall be provided with shoulders <strong>of</strong> such width as isnecessary to prevent surface erosion by the jet blast <strong>of</strong> the most demandingaeroplane for which the turn pad is intended, and any possible foreign objectdamage to the aeroplane engines.As a minimum, the width <strong>of</strong> the shoulders shall need to cover the outer engine<strong>of</strong> the most demanding aeroplane and thus may be wider than the associatedrunway shoulders.The strength <strong>of</strong> runway turn pad shoulders shall be capable <strong>of</strong> withstandingthe occasional passage <strong>of</strong> the aeroplane it is designed to serve withoutinducing structural damage to the aeroplane and to the supporting groundvehicles that may operate on the shoulder.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 48<strong>139</strong>.D.15(a)(b)Runway stripsA runway and any associated stopways shall be included in a strip.A strip shall extend before the threshold and beyond the end <strong>of</strong> the runway orstopway for a distance <strong>of</strong> at least:(1) 60 m where the code number is 2, 3 or 4.(2) 60 m where the code number is 1 and it is an instrument runway.(3) 30 m where the code number is 1 and it is a non- instrument runway.(c)A strip including an instrument runway shall, wherever practicable, extendlaterally on each side <strong>of</strong> the centre line <strong>of</strong> the runway and its extended centreline throughout the length <strong>of</strong> the strip to a distance <strong>of</strong> at least:(1) 150 m where the code number is 3 or 4.(2) 75 m where the code number is 1 or 2.(d)A strip including a non-instrument runway shall extend on each side <strong>of</strong> thecentre line <strong>of</strong> the runway and its extended centre line throughout the length <strong>of</strong>the strip, to a distance <strong>of</strong> at least:(1) 75 m where the code number is 3 or 4;(2) 40 m where the code number is 2; and(3) 30 m where the code number is 1.(e)(f)An object situated on a runway strip, which may endanger aeroplanes, shallbe regarded as an obstacle and shall, as far as practicable, be removed.No fixed object, other than visual aids required for air navigation purposes andsatisfying the relevant frangibility requirement in ICAO Annex 14,Volume 1,Chapter 5, shall be permitted on a runway strip:(1) Within 77.5 m <strong>of</strong> the runway centre line <strong>of</strong> a precision approach runwaycategory I, II or III, where the code number is 4 and the code letter is F.(2) Within 60 m <strong>of</strong> the runway centre line <strong>of</strong> a precision approach runwaycategory I, II or III, where the code number is 3 or 4.(3) Within 45 m <strong>of</strong> the runway centre line <strong>of</strong> a precision approach runwaycategory I where the code number is 1 or 2.No mobile object shall be permitted on this part <strong>of</strong> the runway strip during theuse <strong>of</strong> the runway for landing or take-<strong>of</strong>f.(g)A graded area, to serve the event <strong>of</strong> an aeroplane running <strong>of</strong>f the runway,shall be provided in the runway strip <strong>of</strong> a precision runway, from the centreline <strong>of</strong> the runway and its extended centre line, laterally for a distance <strong>of</strong> atleast 105 m, where the code number is 3 or 4, but gradually reducing to 75mfrom the runway centre line between 300m and 150 m from each strip end,respectively.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 49(h)A graded area, to serve the event <strong>of</strong> an aeroplane running <strong>of</strong>f the runway,shall be provided in the runway strip <strong>of</strong> a non-precision runway, from thecentre line <strong>of</strong> the runway and its extended centre line, laterally for a distance<strong>of</strong> at least:(1) 75 m where the code number is 3 or 4.(2) 40 m where the code number is 1 or 2.(i)A graded area, to serve the event <strong>of</strong> an aeroplane running <strong>of</strong>f the runway,shall be provided in the runway strip <strong>of</strong> a non-instrument runway, from thecentre line <strong>of</strong> the runway and its extended centre line, laterally for a distance<strong>of</strong> at least:(1) 75 m where the code number is 3 or 4.(2) 40 m where the code number is 2.(3) 30 m where the code number is 1.(j)(k)(l)The surface <strong>of</strong> a strip that adjoins a runway, shoulder or stopway shall beflush with the surface <strong>of</strong> the runway, shoulder or stopway.The runway strip before a threshold shall be prepared to at least 30 m againstblast erosion.The graded longitudinal slope <strong>of</strong> a strip shall not exceed:(1) 1.5 per cent where the code number is 4.(2) 1.75 per cent where the code number is 3.(3) 2 per cent where the code number is 1 or 2.(m) Slope changes shall be gradual and abrupt changes or sudden reversals <strong>of</strong>slopes avoided.(n)Transverse slopes on that portion <strong>of</strong> the graded strip shall be adequate toprevent the accumulation <strong>of</strong> water on the surface but shall not exceed:(1) 2.5 per cent where the code number is 3 or 4.(2) 3 per cent where the code number is 1 or 2.(3) Unless facilitating drainage, the slope for the first 3 m outward from therunway, shoulder or stopway edge shall be downwards as measured inthe direction away from the runway and may be as great as 5 per cent.(o)(p)The transverse slopes <strong>of</strong> any portion <strong>of</strong> a strip beyond that to be graded shallnot exceed an upward slope <strong>of</strong> 5 per cent as measured in the direction awayfrom the runway.The hazards arising from aeroplanes, with different load bearing capacities,running <strong>of</strong>f the runway shall be minimised in the preparation or construction <strong>of</strong>the strip <strong>of</strong> an instrument runway, from the centre line <strong>of</strong> the runway and itsextended centre laterally to a distance <strong>of</strong> at least:<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 50(1) 75 m where the code number is 3 or 4.(2) 40 m where the code number is 1 or 2.(q)The hazards arising from aeroplanes, with different load bearing capacities,running <strong>of</strong>f the runway shall be minimised in the preparation or construction <strong>of</strong>the strip <strong>of</strong> an non-instrument runway, from the centre line <strong>of</strong> the runway andits extended centre laterally to a distance <strong>of</strong> at least:(1) 75 m where the code number is 3 or 4.(2) 40 m where the code number is 2.(3) 30 m where the code number is 1.(r)(s)Near the start <strong>of</strong> its take-<strong>of</strong>f run an aeroplane will be moving slowly.Therefore, the runway strip width up to the beginning <strong>of</strong> any starter extensionmay be reduced to provide a distance from each edge <strong>of</strong> the extension forwing overhang plus 7.5 m or 20% <strong>of</strong> wingspan <strong>of</strong> the largest aeroplane,whichever is the greater.Thereafter, the width <strong>of</strong> the runway strip should increase at a splay <strong>of</strong> not lessthan 20% each side, in the direction <strong>of</strong> take-<strong>of</strong>f, until the full visual strip widthis achieved relevant to the runway code number.<strong>139</strong>.D.17(a)Runway end safety areasA runway end safety area shall be provided at each end <strong>of</strong> a runway stripwhere:(1) The code number is 3 or 4.(2) The code number is 1 or 2 and the runway is an instrument one.(b)(c)A runway end safety area shall extend from the end <strong>of</strong> a runway strip to adistance <strong>of</strong> at least 90 m.A runway end safety area shall, as far as practicable, extend from the end <strong>of</strong> arunway strip to a distance <strong>of</strong> at least:(1) 240 m where the code number is 3 or 4.(2) 120 m where the code number is 1 or 2.(d)(e)(f)The width <strong>of</strong> a runway end safety area shall be at least twice that <strong>of</strong> theassociated runway.The width <strong>of</strong> a runway end safety area shall, wherever practicable, be equal tothat <strong>of</strong> the graded portion <strong>of</strong> the associated runway strip.An object situated on a runway end safety area, which may endangeraeroplanes, shall be regarded as an obstacle and shall, as far as practicable,be removed.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 51(g)(h)(i)(j)(k)A runway end safety area shall provide a cleared and graded area foraeroplanes in the event <strong>of</strong> an aeroplane undershooting or overrunning therunway. However, the surface <strong>of</strong> the ground in the runway end safety areadoes not need to be prepared to the same quality as the runway strip.The slopes <strong>of</strong> a runway end safety area shall be such that no part <strong>of</strong> therunway end safety area penetrates the approach or take-<strong>of</strong>f climb surface.The longitudinal slopes <strong>of</strong> a runway end safety area shall not exceed adownward slope <strong>of</strong> 5 per cent. Longitudinal slope changes shall be as gradualas practicable and abrupt changes or sudden reversals <strong>of</strong> slopes avoided.The transverse slopes <strong>of</strong> a runway end safety area shall not exceed anupward or downward slope <strong>of</strong> 5 per cent. Transitions between differing slopesshall be as gradual as practicable.A runway end safety area shall be so prepared or constructed to: reduce therisk <strong>of</strong> damage to an aeroplane undershooting or overrunning the runway;enhance aeroplane deceleration and facilitate the movement <strong>of</strong> rescue andfire fighting vehicles, as required in <strong>OTAR</strong> Part 140.<strong>139</strong>.D.19Clearways(a) Where a clearway is provided, the specifications in the following subparagraphs shall be met:(b)(c)(d)(e)The origin <strong>of</strong> a clearway shall be at the end <strong>of</strong> the take-<strong>of</strong>f run available.The length <strong>of</strong> a clearway shall not exceed half the length <strong>of</strong> the take-<strong>of</strong>f runavailable.A clearway shall extend laterally to a distance <strong>of</strong> at least 75 m on either side<strong>of</strong> the extended centre line <strong>of</strong> the runway.The ground in a clearway shall not project above a plane having an upwardslope <strong>of</strong> 1.25 per cent, the lower limit <strong>of</strong> this plane being a horizontal linewhich:(1) Is perpendicular to the vertical plane containing the runway centre line.(2) Passes through a point located on the runway centre line at the end <strong>of</strong>the take-<strong>of</strong>f run available.(f)(g)Abrupt upward changes in slope shall be avoided when the slope on theground in a clearway is relatively small or when the mean slope is upwards. Insuch situations, in that portion <strong>of</strong> the clearway within a distance <strong>of</strong> 22.5 m orhalf the runway width, whichever is greater, on each side <strong>of</strong> the extendedcentre line, the slopes, slope changes and the transition from runway toclearway shall, conform with those <strong>of</strong> the associated runway.An object situated on a clearway, which may endanger aeroplanes in the air,shall be regarded as an obstacle and shall be removed.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 52<strong>139</strong>.D.21(a)StopwaysThe inclusion <strong>of</strong> detailed specifications for stopways in this paragraph is notintended to imply that a stopway has to be provided. However, where one isprovided then the following specifications shall be met.(b) A stopway shall have the same width as the runway with which it isassociated.(c)Slopes and changes in slope on a stopway, and the transition from a runwayto a stopway, shall comply with the specifications <strong>of</strong> paragraph <strong>139</strong>.D.07 (a) to(h), above, for the runway with which the stopway is associated except that:(1) The limitation in paragraph <strong>139</strong>.D.07 (b), above, <strong>of</strong> a 0.8 per cent slopefor the first and last quarter <strong>of</strong> the length <strong>of</strong> a runway need not beapplied to the stopway.(2) At the junction <strong>of</strong> the stopway and runway and along the stopway themaximum rate <strong>of</strong> slope change may be 0.3 per cent per 30 m (minimumradius <strong>of</strong> curvature <strong>of</strong> 10,000 m) for a runway where the code number is3 or 4.(d)(e)(f)A stopway shall be prepared or constructed to support an aeroplane, in theevent <strong>of</strong> an abandoned take-<strong>of</strong>f, without inducing structural damage.The surface <strong>of</strong> a paved stopway shall be constructed to provide a goodcoefficient <strong>of</strong> friction compatible with that <strong>of</strong> the associated runway, when thestopway is wet.The friction characteristics <strong>of</strong> an unpaved stopway shall not be substantiallyless than that <strong>of</strong> the runway with which the stopway is associated.<strong>139</strong>.D.23(a)(b)(c)Runway starter extensionsWhere additional runway distances are required for take-<strong>of</strong>f, these may beachieved by adding a starter extension to the beginning <strong>of</strong> the runway.Provided this extension is not more than 150 m in length, its width may bereduced to not less than two-thirds <strong>of</strong> the normal requirement detailed atTable <strong>139</strong>.D.01.Where it is necessary to provide extra width at the end <strong>of</strong> a starter extensionto enable aeroplanes to turn around, then the requirements <strong>of</strong> a turn pad shallbe met.A runway starter extension shall comply with the physical requirements <strong>of</strong> therunway with which it is associated except that:(1) The dimensions may be reduced to those in paragraph <strong>139</strong>.D.23, and(2) The markings shall be in accordance with paragraph <strong>139</strong>.D.49.(3) The lighting shall be in accordance with paragraph <strong>139</strong>.D.89.(d)When a starter extension is provided, the runway strip before the starterextension need only provide for wing overhang plus a safety margin <strong>of</strong> 7.5 m<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 53or 20% <strong>of</strong> wingspan, whichever is the greater. However, this distance mayneed to be increased for other factors such as engine blast.<strong>139</strong>.D.25(a)(b)(c)(d)Radio altimeter operating areaA radio altimeter operating area shall be established in the pre-threshold area<strong>of</strong> a precision approach runway.A radio altimeter operating area shall extend before the threshold for adistance <strong>of</strong> at least 300 mA radio altimeter operating area shall extend laterally, on each side <strong>of</strong> theextended centre line <strong>of</strong> the runway, to a distance <strong>of</strong> 60 m, except that thedistance may be reduced to no less than 30m, if an aeronautical studyindicates that such reduction would not affect the safety <strong>of</strong> aircraft operations.On a radio altimeter operating area, slope changes shall be avoided or kept toa minimum. Where slope changes cannot be avoided, the slope changes shallbe as gradual as practicable and abrupt changes or sudden reversals <strong>of</strong>slopes shall be avoided. The rate <strong>of</strong> change between two consecutive slopesshall not exceed 2 per cent per 30 m.(e) Criteria for the radio altimeter operating area is given in ICAO Annex 14,Volume 1, Attachment A, Section 4.3.<strong>139</strong>.D.27Declared distancesThe following distances shall be calculated to the nearest meter or foot for a runwayintended for use by international commercial air transport:(a)(b)(c)(d)Take-<strong>of</strong>f run available; andTake-<strong>of</strong>f distance available; andAccelerate-stop distance available; andLanding distance available.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 54Subpart B – RUNWAY MARKINGS<strong>139</strong>.D.31(a)(b)Runway markings - generalA mandatory instruction marking, normally, shall not be located on a runway.Details concerning markings for the total and partial closure <strong>of</strong> runwaystogether with other generic requirements about markings are detailed in<strong>OTAR</strong> Part <strong>139</strong> Appendix G.<strong>139</strong>.D.33(a)(b)(c)(d)(e)(f)Runway designation markingsA runway designation marking shall be provided at the thresholds <strong>of</strong> runways.Runway designation markings shall be located at a threshold as shown inICAO Annex 14, Volume 1, Figure 5-2.A runway designation marking shall consist <strong>of</strong> a two-digit number and onparallel runways shall be supplemented with a letter.On a single runway, dual parallel runways and triple parallel runways the twodigitnumber shall be the whole number nearest the one-tenth <strong>of</strong> the magneticNorth when viewed from the direction <strong>of</strong> approach.In the case <strong>of</strong> two parallel runways, each runway designation number shall besupplemented by a letter “L” or “R”.The numbers and letters on runways shall be in the form and proportionshown in ICAO Annex 14, Volume 1, Figure 5-3. Where the numbers areincorporated into the threshold marking, then larger dimensions shall be usedin order to fill the gap between the stripes <strong>of</strong> the threshold marking.<strong>139</strong>.D.35(a)(b)(c)(d)(e)Runway centre line markingsRunway Markings shall be white and shall be outlined in black on runwaysurfaces <strong>of</strong> a light colour.Suitable paint materials shall be used to reduce the risk <strong>of</strong> an uneven frictionon markings. Markings may consist <strong>of</strong> solid areas or a series <strong>of</strong> longitudinalstripes providing a similar effect to solid areas.A runway centre line marking shall be provided on a paved runway.A runway centre line marking shall be located along the centre line <strong>of</strong> therunway between the runway designation markings as shown in ICAO Annex14, Volume 1, Figure 5-2, except when interrupted in compliance withparagraph <strong>139</strong>.D.35(e), below.At an intersection <strong>of</strong> two (or more) runways, the markings <strong>of</strong> the moreimportant runway, except for the runway side stripe marking, shall bedisplayed and the markings <strong>of</strong> the other runway(s) shall be interrupted. Therunway side stripe marking <strong>of</strong> the more important runway may either be<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 55continued across the intersection or interrupted. The priority for the display <strong>of</strong>runway markings at runway intersections shall be as follows:(1) Precision approach runway(2) Non-precision approach runway(3) Non-instrument runway(f)(g)(h)Where a runway and taxiway intersect, the markings <strong>of</strong> the runway shall bedisplayed and the markings <strong>of</strong> the taxiway interrupted. The runway side stripemarkings may be interrupted.A runway centre line marking shall consist <strong>of</strong> a line <strong>of</strong> uniformly spaced stripesand gaps. The length <strong>of</strong> a stripe plus a gap shall be neither less than 50 m normore than 75 m. The length <strong>of</strong> each stripe shall be at least equal to the length<strong>of</strong> the gap or 30 m, whichever is greater.The width <strong>of</strong> the stripes shall be not less than:(1) 0.90 m on precision approach category II and III runways.(2) 0.45 m on non-precision approach runways where the code number is 3or 4, and precision approach category I runways.(3) 0.30 m on non-precision approach runways where the code number is 1or 2, and on non-instrument runways.<strong>139</strong>.D.37(a)(b)(c)Threshold marking<strong>Aerodromes</strong> shall provide a threshold marking at the threshold <strong>of</strong> a runway.The stripes <strong>of</strong> the threshold marking shall commence 6 m from the threshold.A runway threshold marking shall consist <strong>of</strong> a pattern <strong>of</strong> longitudinal stripes <strong>of</strong>uniform dimensions disposed symmetrically about the centre line <strong>of</strong> a runwayas shown in ICAO Annex 14, Volume. 1, Figure 5-2 (a) and (b) for a runwaywidth <strong>of</strong> 45 m. The number <strong>of</strong> stripes shall be in accordance with the runwaywidth as shown in Table <strong>139</strong>.D.03, below.Table <strong>139</strong>.D.03Runway WidthNumber <strong>of</strong> Stripes18 m 423 m 630 m 845 m 1260 m 16(d)(e)On non-precision approach and non-instrument runways 45 m or greater inwidth, markings may be as detailed in ICAO Annex 14, Volume 1, Figure 5-2(c).The threshold stripes shall extend laterally to within 3 m <strong>of</strong> the edge <strong>of</strong> arunway or to a distance <strong>of</strong> 27 m on either side <strong>of</strong> a runway centre line,<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 56whichever is the smaller lateral distance. Where a runway designationmarking is placed within a threshold marking there shall be a minimum <strong>of</strong>three stripes on each side <strong>of</strong> the centre line <strong>of</strong> the runway. Where a runwaydesignation marking is placed above a threshold marking, the stripes shall becontinued across the runway. The stripes shall be at least 30 m long andapproximately 1.80 m wide with spacing <strong>of</strong> approximately 1.80 m betweenthem. Where the stripes are continued across a runway, a double spacingshall be used to separate the two stripes nearest the centre line <strong>of</strong> therunway, and in the case where the designation marking is included within thethreshold marking this spacing shall be 22.5 m.(f)(g)(h)(i)<strong>Aerodromes</strong> shall add a transverse stripe to the threshold marking, as shownin ICAO Annex 14, Volume 1, Figure 5-4 (b), where a threshold is displaced orwhere the extremity <strong>of</strong> a runway is not perpendicular with the runway centreline.A transverse stripe shall be not less than 1.80 m wide.Where a runway threshold is permanently displaced, arrows conforming toICAO Annex 14, Volume 1, Figure 5-4 (b) shall be provided on the portion <strong>of</strong>the runway before the displaced threshold.When a runway threshold is temporarily displaced from the normal position, itshall be marked as shown in ICAO Annex 14, Figure 5-4 (a) or 5-4 (b). Allmarkings prior to the displaced threshold shall be removed and the runwaycentre line marking converted to arrows. In the case where a threshold istemporarily displaced for a short period <strong>of</strong> time, markers in the form andcolour <strong>of</strong> a displaced threshold marking may be substituted. When the runwaybefore a displaced threshold is unfit for the surface movement <strong>of</strong> aircraft,pavement closed markings shall be used.<strong>139</strong>.D.39(a)(b)(c)Aiming point markingAn aiming point marking shall be provided at each approach end <strong>of</strong> a pavedinstrument runway and a paved non-instrument runway when the codenumber is 3 or 4.The aiming point marking shall commence no closer to the threshold than thedistance indicated in Table <strong>139</strong>.D.03, below, except that, on a runwayequipped with a Precision Approach Path Indicator system, the beginning <strong>of</strong>the marking shall be coincident with the visual approach slope.An aiming point marking shall consist <strong>of</strong> two conspicuous stripes. Thedimensions <strong>of</strong> the stripes and the lateral spacing between their inner sidesshall be in accordance with the provisions <strong>of</strong> Table <strong>139</strong>.D.03, below. Where atouchdown zone marking is provided, the lateral spacing between themarkings shall be the same as that <strong>of</strong> the touchdown zone marking.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 57Table <strong>139</strong>.D.04Locations andDimensions(1)Distance fromthreshold tobeginning <strong>of</strong>markingLess than800 m(2)Landing Distance Available800 m up to but 1200 m up to butnot including not including1200 m2400 m(3)(4)2400 m andabove150 m 250 m 300 m 400 mLength <strong>of</strong>a 30-45 m 30-45 m 45-60 m 45-60 mstripe(5)Width <strong>of</strong> stripe 4 m 6 m 6-10 m b 6-10 m bLateralspacingbetween innerside sides <strong>of</strong>stripes6 m c 9 m c 18-22.5 m 18-22.5 ma. The greater dimension <strong>of</strong> the specified ranges are intended to be used where increased conspicuity isrequired.b. The lateral spacing may be varied within the limits to minimise the contamination <strong>of</strong> the marking by rubberdeposits.c. These figures were deduced by reference to the outer main gear wheel span which is element 2 <strong>of</strong> theaerodrome reference code at <strong>OTAR</strong> <strong>139</strong>, Appendix B, Table <strong>139</strong>.B.01<strong>139</strong>.D.41(a)(b)(c)(d)Touchdown zone markingA touchdown zone marking shall be provided in the touchdown zone <strong>of</strong> apaved precision approach runway where the code number is 2, 3 or 4.A touchdown zone marking shall be provided in the touchdown zone <strong>of</strong> apaved non-precision approach or non-instrument runway where the codenumber is 3 or 4 when conspicuity <strong>of</strong> the touchdown zone is desirable.A touchdown zone marking shall consist <strong>of</strong> pairs <strong>of</strong> rectangular markingssymmetrically disposed about the runway centre line. The number <strong>of</strong> suchpairs is related to the landing distance available and, where the marking is tobe displayed at both approach directions <strong>of</strong> a runway, the distance betweenthe thresholds, shall comply with Table <strong>139</strong>.D.04, below.A touchdown zone marking shall conform to either <strong>of</strong> the two patterns shownin ICAO Annex 14, Volume 1, Figure 5-5. For the pattern shown in Figure 5-5(a), the markings shall be not less than 22.5 m long and 3 m wide. For thepattern shown in Figure 5-5 (b), each stripe <strong>of</strong> each marking shall be not lessthan 22.5 m long and 1.8 m wide with spacing <strong>of</strong> 1.5 m between adjacentstripes. The lateral spacing between the inner sides <strong>of</strong> the rectangles shall beequal to that <strong>of</strong> the aiming point marking where provided. Where an aimingpoint marking is not provided, the lateral spacing between the inner sides <strong>of</strong>the rectangles shall correspond to the lateral spacing specified for the aimingpoint marking in Table <strong>139</strong>.D.03 (columns 2, 3, 4 or 5, as appropriate), above.The pairs <strong>of</strong> markings shall be provided at longitudinal spacing <strong>of</strong> 150 mbeginning from the threshold except that pairs <strong>of</strong> touchdown zone markings<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 58coincident with or located within 50 m <strong>of</strong> an aiming point marking shall bedeleted from the pattern.(e) On a non-precision approach runway where the code number is 2, anadditional pair <strong>of</strong> touchdown zone marking stripes should be provided 150 mbeyond the beginning <strong>of</strong> the aiming point marking.Table <strong>139</strong>.D.05Landing distance available or the distancebetween thresholdsPair(s) <strong>of</strong> markingsLess than 900 m 1900 m up to but notincluding 1200 m1200 m up to but notincluding 1500 m1500 m up to but notincluding 2400 m2342400 m or more 6<strong>139</strong>.D.43(a)(b)(c)(d)Runway side stripe markingRunway side stripes shall be provided on a paved precision approach runwayand where there is a lack <strong>of</strong> contrast between the runway edges and theshoulders or the surrounding terrain.A runway side stripe marking shall consist <strong>of</strong> a stripe placed along each edge<strong>of</strong> the runway with the outer edge <strong>of</strong> each stripe approximately on the edge <strong>of</strong>the runway. Where the runway is greater than 60 m in width, the stripes shallbe located 30 m from the runway centre line.A runway side stripe shall have an overall width <strong>of</strong> at least 0.9 m on runways30 m or more in width and at least 0.45 m on narrower runways.Where a runway turn pad is provided, the runway side stripe marking shall becontinued between the runway and the runway turn pad.<strong>139</strong>.D.45(a)(b)Runway turn pad markingsWhere a runway turn pad is provided, a runway turn pad marking shall beprovided for continuous guidance to enable an aeroplane to complete a 180-degree turn and align with the runway centre line.The runway turn pad marking shall be curved from the runway centre line intothe turn pad. The radius <strong>of</strong> the curve shall be compatible with themanoeuvring capability and normal taxiing speeds <strong>of</strong> the aeroplanes for whichthe runway turn pad is intended. The intersection angle <strong>of</strong> the runway turn padmarking with the runway centre line shall not be greater than 30 degrees.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 59(c)(d)(e)(f)(g)The runway turn pad marking shall be extended parallel to the runway centreline marking for a distance <strong>of</strong> at least 60 m beyond the point <strong>of</strong> tangencywhere the code number is 3 or 4, and for a distance <strong>of</strong> at least 30 m wherethe code number is 1 or 2.A runway turn pad marking shall guide the aeroplane in such a way as toallow a straight portion <strong>of</strong> taxiing before the point where a 180-degree turn isto be made. The straight portion <strong>of</strong> the runway turn pad marking shall beparallel to the outer edge <strong>of</strong> the runway turn pad.The design <strong>of</strong> the curve allowing the aeroplane to negotiate a 180-degree turnshall be based on a nose wheel steering angle not exceeding 45 degrees.The design <strong>of</strong> the turn pad marking shall be such that, when the cockpit <strong>of</strong> theaeroplane remains over the runway turn pad marking, the clearance distancebetween any wheel <strong>of</strong> the aeroplane landing gear and the edge <strong>of</strong> the runwayturn pad shall be not less than those specified in Table <strong>139</strong>.D.02 above.A runway turn pad marking shall be at least 15 cm in width and continuous inlength.<strong>139</strong>.D.47(a)(b)(c)Pre-threshold area markingWhen the surface before a threshold is paved and exceeds 60 m in lengthand is not suitable for normal use by aircraft, the entire length before thethreshold shall be marked with a chevron marking.A chevron marking shall be <strong>of</strong> a conspicuous colour and contrast with thecolour used for the runway markings. it should preferably be yellow and shallhave an over-all width <strong>of</strong> at least 0.9 m.A chevron marking shall point towards the threshold <strong>of</strong> the runway and beplaced as shown in ICAO Annex 14, Volume 1, Figure 7-2.<strong>139</strong>.D.49Runway starter extension markingWhere a starter extension does not extend to the full length <strong>of</strong> the availablepavement, the following alternative form <strong>of</strong> pre-threshold marking may be used:(1) Runway starter extension markings shall be white rectangular markings,15 m long, have an overall width <strong>of</strong> at least 0.9 m on runways 30 m ormore in width and at least 0.45 m on narrower runways, and be spacedat intervals <strong>of</strong> 15 m; and(2) be arranged in pairs on opposite sides <strong>of</strong> and equidistant from thecentreline; and(3) the corners shall be indicated by additional markings placed at rightangles to and adjoining the appropriate longitudinal markers.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 60Subpart C – RUNWAY MARKERS<strong>139</strong>.D.51(a)(b)(c)(d)Runway markers - generalMarkers should be provided when the extent <strong>of</strong> an unpaved runway is notclearly indicated by the appearance <strong>of</strong> its surface compared with that <strong>of</strong> thesurrounding ground.Where runway lights are provided, the markers should be incorporated in thelight fixtures. Where there are no lights, markers <strong>of</strong> flat rectangular or conicalshape should be placed so as to delineate the runway clearly.The flat rectangular markers should have a minimum size <strong>of</strong> 1 m by 3 m andshould be placed with their long dimension parallel to the runway centre line.The conical markers should have a height not exceeding 50 cm.Runway markers shall be frangible and low enough to provide adequateclearance from aircraft propellers and engine pods.<strong>139</strong>.D.53(a)(b)Stopway edge markersStopway edge markers shall be provided when the extent <strong>of</strong> a stopway is notclearly indicated by its appearance compared with that <strong>of</strong> the surroundingground.The stopway edge markers shall be sufficiently different from any runwayedge markers used to ensure that the two types <strong>of</strong> markers cannot beconfused.<strong>139</strong>.D.55(a)(b)(c)Edge markers for snow covered runwaysEdge markers for snow- covered runways should be used to indicate theusable limits <strong>of</strong> a snow-covered runway when the limits are not otherwiseindicated. However, runway lights could be used to indicate the limits.Edge markers for snow- covered runways should be placed along the sides <strong>of</strong>the runway at intervals <strong>of</strong> not more than 100 m, and should be locatedsymmetrically about the runway centre line at such a distance from the centreline that there is adequate clearance for wing tips and power plants. Sufficientmarkers should be placed across the threshold and the ends <strong>of</strong> the runway.Edge markers for snow- covered runways shall consist <strong>of</strong> conspicuous objectssuch as light-weight markers.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 61Subpart D – RUNWAY SIGNS<strong>139</strong>.D.61(a)(b)(c)(d)Runway exit signsA runway exit sign shall be provided where there is an operational need toidentify a runway exit.A runway exit sign shall be located on the same side <strong>of</strong> the runway as the exitis located and positioned with dimensions in accordance with ICAO Annex 14,Volume 1,Table 5-4.A runway exit sign shall be located prior to the runway exit point in line with aposition at least 60 m prior to the point <strong>of</strong> tangency where the code number is3 or 4, and at least 30 m where the code number is 1 or 2.The inscription on a runway exit sign shall consist <strong>of</strong> the designator <strong>of</strong> the exittaxiway and an arrow indicating the direction to follow.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 62Subpart E – RUNWAY LIGHTING<strong>139</strong>.D.71(a)(b)(c)(d)Runway edge lightsRunway edge lights shall be provided for a runway intended for use at night orfor a precision approach runway intended for use by day or night.Runway edge lights shall be provided on a runway intended for take-<strong>of</strong>f withan operating minimum below an RVR <strong>of</strong> 800 m by day.Runway edge lights shall be placed along the full length <strong>of</strong> the runway andshall be in two parallel rows equidistant from the centre line.Runway edge lights shall be placed along the edges <strong>of</strong> the area declared foruse as the runway or outside the edges <strong>of</strong> the area at a distance <strong>of</strong> not morethan 3 m.(e) Where the width <strong>of</strong> the area which could be declared as runway exceeds 60m, the distance between the rows <strong>of</strong> lights should be determined taking intoaccount the nature <strong>of</strong> the operations, the light distribution characteristics <strong>of</strong>the runway edge lights, and other visual aids serving the runway.(f)(g)The lights shall be uniformly spaced in rows at intervals <strong>of</strong> not more than 60 mfor an instrument runway, and at intervals <strong>of</strong> not more than 100 m for a noninstrumentrunway. The lights on opposite sides <strong>of</strong> the runway axis shall be onlines at right angles to that axis. At intersections <strong>of</strong> runways, lights may bespaced irregularly or omitted, provided that adequate guidance remains forthe pilot.Runway edge lights shall be fixed lights showing variable white, except that:(1) In the case <strong>of</strong> a displaced threshold, the lights between the beginning <strong>of</strong>the runway and the displaced threshold shall show red in the approachdirection, and(2) A section <strong>of</strong> the lights 600 m or one-third <strong>of</strong> the runway length,whichever is less, at the opposite end <strong>of</strong> the runway from where thetake-<strong>of</strong>f run is started, may show yellow.(h)(i)(j)The runway edge lights shall show at all angles in azimuth necessary toprovide guidance to a pilot landing or taking <strong>of</strong>f in either direction. When therunway edge lights are intended to provide circling guidance, as at <strong>OTAR</strong>Part <strong>139</strong>, Appendix <strong>139</strong>.E.51, they shall show at all angles in azimuth.In all angles <strong>of</strong> azimuth required by (h) above, the runway edge lights shallshow at angles up to 15° above the horizontal with an intensity adequate forthe conditions <strong>of</strong> visibility and ambient light in which use <strong>of</strong> the runway fortake-<strong>of</strong>f or landing is intended. In any case, the intensity shall be at least 50cd except that at an aerodrome without extraneous lighting the intensity <strong>of</strong> thelights may be reduced to not less than 25 cd to avoid dazzling the pilot.Runway edge lights on a precision approach runway shall be in accordancewith the specifications <strong>of</strong> ICAO Annex 14, Volume 1, Figure A2-9 or A2-10.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 63<strong>139</strong>.D.73(a)Runway threshold identification lightsRunway threshold identification lights shall be installed:(1) At the threshold <strong>of</strong> a non-precision approach runway when additionalthreshold conspicuity is necessary or where it is not practicable toprovide other approach lighting aids.(2) Where a runway threshold is permanently displaced from the runwayextremity or temporarily displaced from the normal position andadditional threshold conspicuity is necessary.(b)(c)(d)Runway threshold identification lights shall be located symmetrically about therunway centre line, in line with the threshold and approximately 10 m outsideeach line <strong>of</strong> runway edge lightsRunway threshold identification lights should be flashing white lights with aflash frequency between 60 and 120 per minute.The lights shall be visible only in the direction <strong>of</strong> approach to the runway.<strong>139</strong>.D.75(a)(b)(c)(d)Runway threshold lightsRunway threshold lights shall be provided for a runway equipped with runwayedge lights except on a non-instrument or non-precision approach runwaywhere the threshold is displaced and wing bar lights are provided.When a threshold is at the extremity <strong>of</strong> a runway, the threshold lights shall beplaced in a row at right angles to the runway axis as near to the extremity <strong>of</strong>the runway as possible and never more than 3m into the undershoot area.When a threshold is displaced from the extremity <strong>of</strong> a runway, threshold lightsshall be placed in a row at right angles to the runway axis at the displacedthreshold.Threshold lighting shall consist <strong>of</strong>:(1) On a non-instrument or non-precision approach runway, at least sixlights.(2) On a precision approach runway, uniformly spaced rows <strong>of</strong> runway edgelights grouped perpendicular to either side <strong>of</strong> the centre line, at intervals<strong>of</strong> not more than 3m.And these lights should be either:(i)(ii)(iii)(iv)Equally spaced between the rows <strong>of</strong> runway edge lights or:Symmetrically disposed about the runway centre line in twogroups, with the lights uniformly spaced in each group andThe gap between the groups equal to the gauge <strong>of</strong> the touchdownzone marking or lighting, if provided, orSpaced at intervals not more than half the distance between therows <strong>of</strong> runway edge lights.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 64<strong>139</strong>.D.77(a)Runway wing bar lightsWing bar lights should be provided on a precision approach runway whenadditional conspicuity is considered desirable.(b) Wing bar lights shall be provided on a non-instrument or non-precisionapproach runway where the threshold is displaced and runway thresholdlights are required, but are not provided.(c)(d)(e)Wing bar lights shall be symmetrically disposed about the runway centre lineat the threshold in two groups. Each wing bar shall be formed by at least fivelights extending at least 10 m outward from, and at right angles to, the line <strong>of</strong>the runway edge lights, with the innermost light <strong>of</strong> each wing bar in the line <strong>of</strong>the runway edge lights.Runway threshold and wing bar lights shall be fixed unidirectional lightsshowing green in the direction <strong>of</strong> approach to the runway. The intensity andbeam spread <strong>of</strong> the lights shall be adequate for the conditions <strong>of</strong> visibility andambient light for runway utilisation.Runway threshold lights and the threshold wing bar lights on a precisionapproach runway shall be in accordance with the specifications <strong>of</strong> ICAOAnnex 14, Volume 1, Figure A2-3 and A2-4, respectively.<strong>139</strong>.D.79(a)(b)(c)Runway end lightsRunway end lights shall be provided for a runway equipped with runway edgelights.Runway end lights shall be placed on a line at right angles to the runway axisas near to the end <strong>of</strong> the runway as possible and, in any case, and nevermore than 3m into the undershoot area.Runway end lighting should consist <strong>of</strong> at least six lights. The lights should beeither:(1) An equally spaced row <strong>of</strong> lights, grouped perpendicular to either side <strong>of</strong>the centre line.(2) Symmetrically disposed about the runway centre line in two groups withthe lights uniformly spaced in each group and with a gap between thegroups <strong>of</strong> not more than half the distance between the rows <strong>of</strong> runwayedge lights.(d)(e)(f)For a precision approach runway category III, the spacing between runwayend lights, except between the two innermost lights if a gap is used, shouldnot exceed 6 m.Runway end lights shall be fixed unidirectional lights showing red in thedirection <strong>of</strong> the runway. The intensity and beam spread <strong>of</strong> the lights shall beadequate for the conditions <strong>of</strong> visibility and ambient light for runway utilisation.Runway end lights on a precision approach runway shall be in accordancewith the specifications <strong>of</strong> ICAO Annex 14, Volume 1, Figure A2-8.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 65<strong>139</strong>.D.81(a)(b)(c)(d)(e)(f)Runway centre line lightsRunway centre line lights shall be provided on a precision approach runwaycategory II or III.Runway centre line lights shall be provided on a precision approach runwaycategory I, particularly when the runway is used by aircraft with high landingspeeds or where the width between the runway edge lights is greater than 50m.Runway centre line lights shall be provided on a runway intended to be usedfor take-<strong>of</strong>f with an operating minimum below an RVR <strong>of</strong> 400 m.Runway centre line lights shall be provided on a runway intended to be usedfor take-<strong>of</strong>f with an operating minimum <strong>of</strong> an RVR <strong>of</strong> 400 m or higher whenused by aeroplanes with a very high take-<strong>of</strong>f speed, particularly where thewidth between the runway edge lights is greater than 50 m.Runway centre line lights shall be located along the centre line <strong>of</strong> the runway.Where this is not practicable, the lights may be uniformly <strong>of</strong>fset to the sameside <strong>of</strong> the centre line by not more than 60 cm. The lights shall be locatedfrom the threshold to the end at longitudinal spacing <strong>of</strong> approximately 15 m.Where the serviceability level <strong>of</strong> the runway centre line lights, specified asmaintenance objectives in ICAO Annex 14, Volume 1, 10.4.7 or.11 or <strong>OTAR</strong>Part <strong>139</strong>, paragraph <strong>139</strong>.H.51, as appropriate, can be demonstrated and therunway is intended for use in RVR conditions <strong>of</strong> 350 m or greater, thelongitudinal spacing may be extended to 30m.Centre line guidance for take-<strong>of</strong>f from the beginning <strong>of</strong> a runway to adisplaced threshold shall be provided by:(1) An approach lighting system if its characteristics and intensity settingsafford the guidance required during take-<strong>of</strong>f and it does not dazzle thepilot.(2) Runway centre line lights.(3) Barrettes <strong>of</strong> at least 3 m length and spaced at uniform intervals <strong>of</strong> 30 m,as shown in ICAO Annex 14, Volume 1, figure 5-22. The barrettes shallbe designed so that their photometric characteristics and intensitysetting afford the guidance required during take-<strong>of</strong>f without dazzling thepilot <strong>of</strong> any aircraft taking <strong>of</strong>f.(g)(h)Where necessary, provision should be made to extinguish those centre linelights, specified in paragraph <strong>139</strong>.D.81(f)(2), or reset the intensity <strong>of</strong> theapproach lighting system or barrettes when the runway is being used forlanding. In no case should only the single source runway centre line lightsshow from the beginning <strong>of</strong> the runway to a displaced threshold when therunway is being used for landing.Runway centre line lights shall be fixed lights showing variable white from thethreshold to the point 900 m from the runway end. Thereafter, there shall bealternate red and variable white lights from 900 m to 300 m and red from 300m to the runway end. For runways less than 1800 m in length, the alternatered and variable white lights shall extend from the mid-point <strong>of</strong> the runwayusable for landing to 300 m from the runway end.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 66(i)Runway centre line lights shall be in accordance with the specifications <strong>of</strong>ICAO Annex 14, Volume 1, Figure A2-6 or A2-7.<strong>139</strong>.D.83(a)(b)(c)(d)(e)(f)Runway touchdown zone lightsTouchdown zone lights shall be provided in the touchdown zone <strong>of</strong> a precisionapproach runway category II or III.Touchdown zone lights shall extend from the threshold for a longitudinaldistance <strong>of</strong> 900 m. On runways less than 1800 m in length, the system shallbe shortened so that it does not extend beyond the midpoint <strong>of</strong> the runway.The pattern shall be formed by pairs <strong>of</strong> barrettes symmetrically located aboutthe runway centre line. The lateral spacing between the innermost lights <strong>of</strong> apair <strong>of</strong> barrettes shall be equal to the lateral spacing selected for thetouchdown zone marking. The longitudinal spacing between pairs <strong>of</strong> barrettesshall be either 30 m or 60 m.A barrette shall be composed <strong>of</strong> at least three lights with a spacing betweenthe lights <strong>of</strong> not more than 1.5m.A barrette should be neither less than 3 m nor more than 4.5 m in length.Touchdown zone lights shall be fixed uni-directional lights showing variablewhite.Touchdown zone lights shall be in accordance with the specifications <strong>of</strong> ICAOAnnex 14, Volume 1, Figure A2-5.<strong>139</strong>.D.85(a)(b)(c)(d)(e)(f)(g)Runway turn pad lightsRunway turn pad lights shall be provided for continuous guidance on arunway turn pad intended for use in runway visual range conditions less thana value <strong>of</strong> 350 m, to enable an aeroplane to complete a 180-degree turn andalign with the runway centre line.Runway turn pad lights shall be provided on a runway turn pad intended foruse at night.Runway turn pad lights shall normally be located on the runway turn padmarking, except that they may be <strong>of</strong>fset by not more than 30 cm where it isnot practicable to locate them on the marking.Runway turn pad lights on a straight section <strong>of</strong> the runway turn pad markingshall be spaced at longitudinal intervals <strong>of</strong> not more than 15 m.Runway turn pad lights on a curved section <strong>of</strong> the runway turn pad markingshall not exceed a spacing <strong>of</strong> 7.5 m.Runway turn pad lights shall be unidirectional fixed lights showing green withbeam dimensions such that the light is visible only from aeroplanes on orapproaching the runway turn pad.Runway turn pad lights shall be in accordance with the specifications <strong>of</strong> ICAOAnnex 14, Volume 1, Figure A2-13, A2-14 or A2-15, as appropriate.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 67<strong>139</strong>.D.87(a)(b)(c)Stopway lightsStopway lights shall be provided for a stopway intended for use at night.Stopway lights shall be placed along the full length <strong>of</strong> the stopway and shallbe in two parallel rows that are equidistant from the centre line and coincidentwith the rows <strong>of</strong> the runway edge lights. Also, stopway lights shall be providedacross the end <strong>of</strong> a stopway on a line at right angles to the stopway axis asnear to the end <strong>of</strong> the stopway as possible and, in any case, not more than 3m into the over-run area.Stopway lights shall be fixed unidirectional lights showing red in the direction<strong>of</strong> the aircraft on the runway.<strong>139</strong>.D.89(a)(b)(c)Runway starter extension lightsA starter extension, which is narrower than its associated runway, shall haveblue edge lighting as described in <strong>OTAR</strong> Part <strong>139</strong>, Appendix <strong>139</strong>.F.95.A starter extension <strong>of</strong> the same width as its associated runway shall haveedge lighting showing red on approach and white in the opposite directionwith longitudinal spacing as for the runway edge lights.However, when a starter extension is not available for landing aircraft on thereciprocal runway, the end <strong>of</strong> the LDA for the reciprocal runway shall beshown by runway end lights in accordance with paragraph <strong>139</strong>.D.79 aboveand the starter extension edge lights shall show red in both directions.<strong>139</strong>.D.91(a)(b)(c)(d)Runway rapid exit indicator lightsWhere a rapid exit taxyway is provided, rapid exit taxiway indicator lights shallbe provided on a runway intended for use in runway visual range conditionsless than a value <strong>of</strong> 350 m and/or where the traffic density is heavy.Rapid exit taxiway indicator lights shall not be displayed in the event <strong>of</strong> anylamp failure or other failure that prevents the display <strong>of</strong> the light patterndepicted in ICAO Annex 14, Vol 1, Figure 5-23, in full.A set <strong>of</strong> rapid exit taxiway indicator lights shall be located on the runway onthe same side <strong>of</strong> the runway centre line as the associated rapid exit taxiway,in the configuration shown in Figure 5-23 referenced above. In each set, thelights shall be located 2 m apart and the light nearest to the runway centre lineshall be displaced 2 m from the runway centre line.Where more than one rapid exit taxiway exists on a runway, the set <strong>of</strong> rapidexit taxiway indicator lights for each exit shall not overlap when displayed.<strong>139</strong>.D.93(a)Emergency lightingAt an aerodrome provided with runway lighting and without a secondarypower supply, sufficient emergency lights should be conveniently available for<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 68installation on at least the primary runway in the event <strong>of</strong> failure <strong>of</strong> the normallighting system.(b)(c)When installed on a runway the emergency lights shall, as a minimum,conform to the configuration required for a non-instrument runway.The colour <strong>of</strong> the emergency lights shall conform to the colour requirementsfor runway lighting, except that, where the provision <strong>of</strong> coloured lights at thethreshold and the runway end is not practicable, all lights may be variablewhite or as close to variable white as practicable.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 69Appendix E - RUNWAY APPROACH AIDSSubpart A – Runway Approach Lights<strong>139</strong>.E.01Approach lights(a)(b)(c)(d)(e)Light fixtures inset in the surface <strong>of</strong> runways and stopways, shall be designedand fitted to withstand being run over by the wheels <strong>of</strong> an aircraft withoutdamage either to the aircraft or to the lights themselves.The temperature produced by conduction or radiation at the interface betweenan installed inset light and an aircraft tire should not exceed 160°C during a10-minute period <strong>of</strong> exposure.In dusk or poor visibility conditions by day, lighting can be more effective thanmarking. For lights to be effective in such conditions or in poor visibility bynight, they must be <strong>of</strong> adequate intensity. To obtain the required intensity, itshall be necessary to make the light directional, in which case the arcs overwhich the light shows will have to be adequate and so orientated to meet theoperational requirements.The runway lighting system shall be considered as a whole, to ensure that therelative light intensities are suitably matched to the same end as detailed inICAO Annex 14, Volume 1, Attachment A, Section 14. The intensity <strong>of</strong> runwaylighting shall be adequate for the minimum conditions <strong>of</strong> visibility and ambientlight in which use <strong>of</strong> the runway is intended, and compatible with that <strong>of</strong> thenearest section <strong>of</strong> the approach lighting system when provided. While thelights <strong>of</strong> an approach lighting system may be <strong>of</strong> higher intensity than therunway lighting, abrupt changes in intensity shall be avoided because thesecould give the impression that the visibility is changing during an approach.Where a high-intensity lighting system is provided, a suitable intensity controlshall be incorporated to allow for adjustment <strong>of</strong> the light intensity to meet theprevailing conditions. Separate intensity controls or other suitable methodsshall be provided to ensure that the following systems, when installed, can beoperated at compatible intensities:(1) Approach lighting system(2) Runway threshold lights(3) Runway end lights;(4) Runway centre line lights;(5) Taxiway centre line lights.(f)(g)Lighting intensity values shall be in accordance with ICAO Annex 14, Volume1, 5.3.1.12-13.Elevated approach lights and their supporting structures shall be frangibleexcept that, in that portion <strong>of</strong> the approach lighting system beyond 300m fromthe threshold:<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 70(1) Where the height <strong>of</strong> a supporting structure exceeds 12m, the frangibilityrequirement shall apply to the top 12m only.(2) Where a supporting structure is surrounded by non-frangible objects,only that part <strong>of</strong> the structure that extends above the surroundingobjects shall be frangible.(h) When an approach light fixture or supporting structure is not in itselfsufficiently conspicuous, it shall be suitably marked.(i)(j)(k)Where physically practicable, a simple approach lighting system as specifiedin <strong>139</strong>.E.03 below, shall be provided for any non- precision approach runwayor a non-instrument runway where the code number is 3 or 4 or and it isintended for use at night, except when either runway category is used only inconditions <strong>of</strong> good visibility and sufficient guidance is provided by other visualaids.Where physically practicable, a precision approach category I lighting system,as specified in <strong>139</strong>.E.05 below, shall be provided for a precision approachrunway category I.A precision approach category II and III lighting system, as specified in<strong>139</strong>.E.07 below, shall be provided for a precision approach runway category IIor III.<strong>139</strong>.E.03Simple approach lights(a)(b)(c)(d)(e)A simple approach lighting system shall consist <strong>of</strong> a row <strong>of</strong> lights on theextended centre line <strong>of</strong> the runway extending, wherever possible, over adistance <strong>of</strong> 420m from the runway threshold with a row <strong>of</strong> lights forming acrossbar either 18m or 30m in total width at a distance <strong>of</strong> 300m from therunway thresholdThe lights forming the crossbar shall be in a horizontal straight line at rightangles to, and bisected by, the line <strong>of</strong> the centre line lights. The lights <strong>of</strong> thecrossbar shall be spaced to produce a linear effect, except that, when acrossbar <strong>of</strong> 30m is used, gaps may be left on each side <strong>of</strong> the centre line.These gaps shall be kept to a minimum and shall not exceed 6m.The lights forming the centre line shall be placed at longitudinal intervals <strong>of</strong>60m, but when it is desired to improve the guidance, an interval <strong>of</strong> 30m maybe used. Consequently, the innermost light shall be located respectively at60m or 30m from the threshold.If it is not physically possible to provide a centre line extending for a distance<strong>of</strong> 420m from the threshold, then it shall be extended to 300m to include thecrossbar. Ultimately, if this is not possible, then the centre line lights shall beextended as far as practicable Each centre line light shall then consist <strong>of</strong> abarrette <strong>of</strong> at least 3m in length. Subject to the approach system having acrossbar at 300m from the threshold, an additional crossbar may be providedat 150m from the threshold.The system shall lie as nearly as practicable in the horizontal plane passingthrough the threshold, provided that:<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 71(1) No object other than an ILS or MLS azimuth antenna shall protrudethrough the plane <strong>of</strong> the approach lights within a distance <strong>of</strong> 60m fromthe centre line <strong>of</strong> the system.(2) No light other than a light located within the central part <strong>of</strong> a crossbar ora centre line barrette (not their extremities) shall be screened from anapproaching aircraft.(f)(g)(h)(i)Any ILS or MLS azimuth antenna protruding through the plane <strong>of</strong> the lightsshall be treated as an obstacle and marked and lighted accordingly.The lights <strong>of</strong> a simple approach lighting system shall be fixed lights readilydistinguishable from all other lighting. Each centre line light shall consist <strong>of</strong>either a single source or a barrette at least 3m in length.Where provided for a non-instrument runway, the approach lights shall bevisible to a pilot on base leg and final approach. The intensity <strong>of</strong> the lightsshall be adequate for all conditions <strong>of</strong> visibility and ambient light.Where provided for a non-precision approach runway, the lights shall bevisible to the pilot <strong>of</strong> an aircraft on a normal final approach pr<strong>of</strong>ile defined bythe non-visual aid. The lights shall be designed to provide guidance duringboth day and night in the most adverse conditions <strong>of</strong> visibility and ambientlight identified as the system minima for aerodrome operations.<strong>139</strong>.E.05 Precision approach lights (Cat I)(a)A precision approach category I lighting system shall consist <strong>of</strong> a row <strong>of</strong> lightson the extended centre line <strong>of</strong> the runway extending, wherever possible,900m from the runway threshold and with a row <strong>of</strong> lights forming a crossbar30m in total width at a distance <strong>of</strong> 300m from the runway threshold.(b) The lights forming the crossbar shall be as nearly as practicable in ahorizontal straight line at right angles to, and bisected by, the line <strong>of</strong> the centreline lights. The lights <strong>of</strong> the crossbar shall be spaced so as to produce alinear effect, except that gaps may be left on each side <strong>of</strong> the centre line.These gaps shall be kept to a minimum to meet local requirements and eachshall not exceed 6m.(c)(d)The lights forming the centre line shall be placed at longitudinal intervals <strong>of</strong>30m with the innermost light located 30m from the threshold.The system shall lie as nearly as practicable in the horizontal plane passingthrough the threshold, provided that:(1) No object other than an ILS or MLS azimuth antenna shall protrudethrough the plane <strong>of</strong> the approach lights within a distance <strong>of</strong> 60m fromthe centre line <strong>of</strong> the system;(2) No light other than a light located within the central part <strong>of</strong> a crossbar ora centre line barrette (not their extremities) shall be screened from anapproaching aircraft.(e)Any ILS or MLS azimuth antenna protruding through the plane <strong>of</strong> the lightsshall be treated as an obstacle and marked and lighted accordingly.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 72(f)The centre line and crossbar lights <strong>of</strong> a precision approach category I lightingsystem shall be fixed lights showing variable white. Each centre line lightposition shall consist <strong>of</strong> either:(1) A single light source in the innermost 300m <strong>of</strong> the centre line, two lightsources in the central 300m <strong>of</strong> the centre line and three light sources inthe outer 300m <strong>of</strong> the centre line to provide distance information.(2) A barrette.(g)Where the serviceability level <strong>of</strong> the approach lights specified as amaintenance objective in ICAO Annex 14 Volume 1, 9.4.29 can bedemonstrated, each centre line light position may consist <strong>of</strong> either:(1) A single light source.(2) A barrette.(h)(i)(j)(k)(l)The barrettes shall be at least 4m in length. When barrettes are composed <strong>of</strong>lights approximating to point sources, the lights shall be uniformly spaced atintervals <strong>of</strong> not more than 1.5m.If the centre line consists <strong>of</strong> barrettes as described in paragraph (f) and (g),above, each barrette shall be supplemented by a capacitor discharge light,except where such lighting is considered unnecessary taking into account thecharacteristics <strong>of</strong> the system and the nature <strong>of</strong> the meteorological conditions.Each capacitor discharge light as described in paragraph (i), above, shall beflashed twice a second in sequence, beginning with the outermost light andprogressing toward the threshold to the innermost light <strong>of</strong> the system. Thedesign <strong>of</strong> the electrical circuit shall be such that these lights can be operatedindependently <strong>of</strong> the other lights <strong>of</strong> the approach lighting system.If the centre line consists <strong>of</strong> lights as described in paragraph (f)1 and (g)1,above, additional crossbars <strong>of</strong> lights to the crossbar provided at 300m fromthe threshold shall be provided at 150m, 450m, 600m and 750m from thethreshold. The lights forming each crossbar shall be as nearly as practicablein a horizontal straight line at right angles to, and bisected by, the line <strong>of</strong> thecentre line lights. The lights shall be spaced so as to produce a linear effect,except that gaps may be left on each side <strong>of</strong> the centre line. These gaps shallbe kept to a minimum to meet local requirements and each shall not exceed6m.Where the additional crossbars described in paragraph (k), above, areincorporated in the system, the outer ends <strong>of</strong> the crossbars shall lie on twostraight lines that either are parallel to the line <strong>of</strong> the centre line lights orconverge to meet the runway centre line 300m from threshold.(m) The lights shall be in accordance with the specifications <strong>of</strong> in ICAO Annex 14,Volume 1, Appendix 2, Figure 2.1.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 73<strong>139</strong>.E.07Precision approach lights (Cat II and III)(a)(b)(c)(d)(e)(f)(g)(h)(i)The approach lighting system shall consist <strong>of</strong> a row <strong>of</strong> lights on the extendedcentre line <strong>of</strong> the runway, extending, wherever possible, over a distance <strong>of</strong>900m from the runway threshold. If the length <strong>of</strong> 900m is reduced, it mayimpose limitations on Category I operations as detailed in ICAO Annex 14Volume 1, Attachment A, Section 11.In addition, the system shall have two side rows <strong>of</strong> lights, extending 270mfrom the threshold, and two crossbars, one at 150m and one at 300m from thethreshold, all as shown in ICAO Annex 14, Volume 1, Figure 5-13. Where theserviceability level <strong>of</strong> the approach lights specified as maintenance objectivesin ICAO Annex 14 Volume 1, 9.4.26 can be demonstrated, the system mayhave two side rows <strong>of</strong> lights, extending 240m from the threshold, and twocrossbars, one at 150m and one at 300m from the threshold, all as shown inICAO Annex 14 Volume 1, Figure 5-14.The lights forming the centre line shall be placed at longitudinal intervals <strong>of</strong>30 m with the innermost light located 30 m from the threshold.The lights forming the side rows shall be placed on each side <strong>of</strong> the centreline, at a longitudinal spacing equal to that <strong>of</strong> the centre line lights and with thefirst light located 30 m from the threshold. Where the serviceability level <strong>of</strong>the approach lights specified as maintenance objectives in ICAO Annex 14Volume1, 9.4.26 can be demonstrated, lights forming the side rows may beplaced on each side <strong>of</strong> the centre line, at a longitudinal spacing <strong>of</strong> 60m withthe first light located 60m from the threshold. The lateral spacing (or gauge)between the innermost lights <strong>of</strong> the side rows shall be not less than 18m normore than 22.5 m, and preferably 18 m, but in any event shall be equal to that<strong>of</strong> the touchdown zone lights.The crossbar provided at 150 m from the threshold shall fill in the gapsbetween the centre line and side row lights.The crossbar provided at 300 m from the threshold shall extend on both sides<strong>of</strong> the centre line lights to a distance <strong>of</strong> 15 m from the centre line.If the centre line beyond a distance <strong>of</strong> 300 m from the threshold consists <strong>of</strong>lights as described paragraph <strong>139</strong>.E.07(l)2 and <strong>139</strong>.E.07(m)2 below,additional crossbars <strong>of</strong> lights shall be provided at 450m, 600m and 750m fromthe threshold.Where the additional crossbars described in paragraph <strong>139</strong>.E.07(g), above,are incorporated in the system, the outer ends <strong>of</strong> these crossbars shall lie ontwo straight lines that either are parallel to the centre line or converge to meetthe runway centre line 300m from the threshold.The system shall lie as nearly as practicable in the horizontal plane passingthrough the threshold, provided that:(1) No object other than an ILS or MLS azimuth antenna shall protrudethrough the plane <strong>of</strong> the approach lights within a distance <strong>of</strong> 60m fromthe centre line <strong>of</strong> the system; and(2) No light other than a light located within the central part <strong>of</strong> a crossbar ora centre line barrette (not their extremities) shall be screened from anapproaching aircraft.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 74(j)(k)Any ILS or MLS azimuth antenna protruding through the plane <strong>of</strong> the lightsshall be treated as an obstacle and marked and lighted accordingly.The centre line <strong>of</strong> a precision approach category II and III lighting system forthe first 300m from the threshold shall consist <strong>of</strong> barrettes showing variablewhite. Where the threshold is displaced 300m or more, the centre line mayconsist <strong>of</strong> single light sources showing variable white. Where theserviceability level <strong>of</strong> the approach lights specified as maintenance objectivesin ICAO Annex 14, Volume 1, Chapter 9.4.26 can be demonstrated, thecentre line <strong>of</strong> a precision approach category II and III lighting system showingvariable white for the first 300 m from the threshold may consist <strong>of</strong> either:(1) Barrettes, where the centre line beyond 300 m from the thresholdconsists <strong>of</strong> barrettes as described in paragraph <strong>139</strong>.E.07(m)1.(2) Alternate single light sources and barrettes, where the centre linebeyond 300 m from the threshold consists <strong>of</strong> single light sources asdescribed in paragraph <strong>139</strong>.E.07(m)2 with the innermost single lightsource located 30m and the innermost barrette located 60m from thethreshold.(3) Single light sources where the threshold is displaced 300m or more.(l)Beyond 300m from the threshold each centre line light position shall showvariable white and consist <strong>of</strong> either:(1) A barrette as used on the inner 300 m.(2) Two light sources in the central 300 m <strong>of</strong> the centre line and three lightsources in the outer 300m <strong>of</strong> the centre line.(m)Where the serviceability level <strong>of</strong> the approach lights specified as maintenanceobjectives in ICAO Annex 14 Volume 1, 9.4.26 can be demonstrated, beyond300m from the threshold each centre line light position may consist <strong>of</strong> either:(1) A barrette;(2) A single light source;both <strong>of</strong> which shall show variable white.(n)(o)(p)The barrettes shall be at least 4 m in length. When barrettes are composed <strong>of</strong>lights approximating to point sources, the lights shall be uniformly spaced atintervals <strong>of</strong> not more than 1.5 m.If the centre line beyond 300 m from the threshold consists <strong>of</strong> barrettes asdescribed in paragraph <strong>139</strong>.E.07(l)1 or paragraph <strong>139</strong>.E.07(m)1, above, eachbarrette beyond 300m shall be supplemented by a capacitor discharge light,except where such lighting is considered unnecessary taking into account thecharacteristics <strong>of</strong> the system and the nature <strong>of</strong> the meteorological conditions.Each capacitor discharge light shall be flashed twice a second in sequence,beginning with the outermost light and progressing toward the threshold to theinnermost light <strong>of</strong> the system. The design <strong>of</strong> the electrical circuit shall be suchthat these lights can be operated independently <strong>of</strong> the other lights <strong>of</strong> theapproach lighting system.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 75(q)(r)(s)The side row shall consist <strong>of</strong> barrettes showing red. The length <strong>of</strong> a side rowbarrette and the spacing <strong>of</strong> its lights shall be equal to those <strong>of</strong> the touchdownzone light barrettes.The lights forming the crossbars shall be fixed lights showing variable white.The lights shall be uniformly spaced at intervals <strong>of</strong> not more than 2.7 m.The intensity <strong>of</strong> the red lights shall be compatible with the intensity <strong>of</strong> thewhite lights.(t) The lights shall be in accordance with the specifications <strong>of</strong> ICAO Annex 14,Volume 1,Appendix 2, Figures 2.1 and 2.2.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 76Subpart B – Visual Approach Slope Indicator Systems<strong>139</strong>.E.31Visual approach slope indicator systems - generalThe following information concerning generic visual approach slope indicatorsystems shall be made available:(a)(b)(c)(d)(e)(f)The associated runway designation number; andThe type <strong>of</strong> system according to ICAO Annex 14, Volume 1, 5.3.5.2; andFor Precision Approach Path Indicators (PAPI) or Abbreviated PrecisionApproach Path Indicators (APAPI) installations, the side <strong>of</strong> the runway onwhich the lights are installed, as seen by the pilot on approach; andWhere the axis <strong>of</strong> the system is not parallel to the runway centre line, theangle <strong>of</strong> displacement and the direction <strong>of</strong> displacement, i.e. the number <strong>of</strong>degrees <strong>of</strong>fset from the runway centreline shall be indicated; andFor a PAPI and an APAPI, the nominal approach slope angle(s) shall beangle (B+C)÷2 and (A+B)÷2, respectively as prescribed in ICAO Annex 14,Volume 1, Figure 5-16; andMinimum eye height(s) over the threshold <strong>of</strong> the on-slope signal(s) for a PAPIinstallation, shall be the setting angle <strong>of</strong> the third unit from the runway minus2′ (i.e. angle B minus 2′) and for an APAPI installation shall be the settingangle <strong>of</strong> the unit furthest from the runway minus 2′, (i.e. angle A minus 2′).<strong>139</strong>.E.33Visual approach slope indicator systems(a)A PAPI or APAPI system shall be provided to serve the approach to a runwaywhether or not the runway is served by other visual approach aids or by nonvisualaids, where one or more <strong>of</strong> the following conditions exist:(1) The runway is used by turbojet or other aeroplanes with similarapproach guidance requirements;(2) The pilot <strong>of</strong> any type <strong>of</strong> aeroplane may have difficulty in judging theapproach due to:(i)(ii)Inadequate visual guidance such as is experienced during anapproach over water or featureless terrain by day or in theabsence <strong>of</strong> sufficient extraneous lights in the approach area bynight; orMisleading information such as is produced by deceptivesurrounding terrain or runway slopes;(3) The presence <strong>of</strong> objects in the approach area may involve serioushazard if an aeroplane descends below the normal approach path,particularly if there are no non-visual or other visual aids to give warning<strong>of</strong> such objects;<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 77(4) Physical conditions at either end <strong>of</strong> the runway present a serious hazardin the event <strong>of</strong> an aeroplane undershooting or overrunning the runway;and(5) Terrain or prevalent meteorological conditions are such that theaeroplane may be subjected to unusual turbulence during approach.(b)(c)(d)(e)The PAPI and APAPI systems shall conform to the specifications contained inICAO Annex 14, Volume 1, 5.3.5.23 to 5.3.5.40 inclusive and as detailed inFigure 5-15. However, where a runway is used by aircraft requiring visual rollguidance which is not provided by other external means, then a second wingbar may be provided on the opposite side <strong>of</strong> the runway.The PAPI system shall consist <strong>of</strong> a wing bar <strong>of</strong> 4 sharp transition multi-lamp(or paired single lamp) units equally spaced. The system shall be located onthe left side <strong>of</strong> the runway unless it is physically impracticable to do so.The APAPI system shall consist <strong>of</strong> a wing bar <strong>of</strong> 2 sharp transition multi-lamp(or paired single lamp) units. The system shall be located on the left side <strong>of</strong>the runway unless it is physically impracticable to do so.The wing bar <strong>of</strong> a PAPI shall be constructed and arranged in such a mannerthat a pilot making an approach will:(1) when on or close to the approach slope, see the two units nearest therunway as red and the two units farthest from the runway as white;(2) when above the approach slope, see the one unit nearest the runway asred and the three units farthest from the runway as white; and whenfurther above the approach slope, see all the units as white; and(3) when below the approach slope, see the three units nearest the runwayas red and the unit farthest from the runway as white; and when furtherbelow the approach slope, see all the units as red.(f)The wing bar <strong>of</strong> an APAPI shall be constructed and arranged in such amanner that a pilot making an approach will:(1) when on or close to the approach slope, see the unit nearer the runwayas red and the unit farther from the runway as white;(2) when above the approach slope, see both the units as white; and(3) when below the approach slope, see both the units as red.(g)(h)(i)The light units shall be located as in the basic configuration illustrated inFigure 5-15, subject to the installation tolerances given therein. The unitsforming a wing bar shall be mounted so as to appear to the pilot <strong>of</strong> anapproaching aeroplane to be substantially in a horizontal line. The light unitsshall be mounted as low as possible and shall be frangible.The system shall be suitable for both day and night operations.The colour transition from red to white in the vertical plane shall be such as toappear to an observer, at a distance <strong>of</strong> not less than 300 m, to occur within avertical angle <strong>of</strong> not more than 3’.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 78(j) At full intensity the red light shall have a Y coordinate not exceeding 0.320.(k)(l)The light intensity distribution <strong>of</strong> the light units shall be as shown in ICAOAnnex 14, Appendix 2, Figure 2.23.Suitable intensity control shall be provided so as to allow adjustment to meetthe prevailing conditions and to avoid dazzling the pilot during approach andlanding.(m) Each light unit shall be capable <strong>of</strong> adjustment in elevation so that the lowerlimit <strong>of</strong> the white part <strong>of</strong> the beam may be fixed at any desired angle <strong>of</strong>elevation between 1°30’ and at least 4°30’ above the horizontal.(n)(o)(p)(q)(r)(s)(t)(u)(v)The light units shall be so designed that deposits <strong>of</strong> condensation, snow, ice,dirt, etc., on optically transmitting or reflecting surfaces shall interfere to theleast possible extent with the light signals and shall not affect the contrastbetween the red and white signals and the elevation <strong>of</strong> the transition sector.The approach slope as defined in ICAO Annex 14, Volume I, Figure 5-19 shallbe appropriate for use by the aeroplanes using the approach.When the runway is equipped with an ILS and/or MLS, the siting and theangle <strong>of</strong> elevation <strong>of</strong> the light units shall be such that the visual approachslope conforms as closely as possible with the glide path <strong>of</strong> the ILS and/or theminimum glide path <strong>of</strong> the MLS, as appropriate.The angle <strong>of</strong> elevation settings <strong>of</strong> the light units in a PAPI wing bar shall besuch that, during an approach, the pilot <strong>of</strong> an aeroplane observing a signal <strong>of</strong>one white and three reds will clear all objects in the approach area by a safemargin.The angle <strong>of</strong> elevation settings <strong>of</strong> the light units in an APAPI wing bar shall besuch that, during an approach, the pilot <strong>of</strong> an aeroplane observing the loweston slope signal, i.e. one white and one red, will clear all objects in theapproach area by a safe margin.The azimuth spread <strong>of</strong> the light beam shall be suitably restricted where anobject located outside the obstacle protection surface <strong>of</strong> the PAPI or APAPIsystem, but within the lateral limits <strong>of</strong> its light beam, is found to extend abovethe plane <strong>of</strong> the obstacle protection surface and an aeronautical studyindicates that the object could adversely affect the safety <strong>of</strong> operations. Theextent <strong>of</strong> the restriction shall be such that the object remains outside theconfines <strong>of</strong> the light beam.Where wing bars are installed on each side <strong>of</strong> the runway to provide rollguidance, corresponding units shall be set at the same angle so that thesignals <strong>of</strong> each wing bar change symmetrically at the same time.An obstacle protection surface shall be established when it is intended toprovide a visual approach slope indicator system.The characteristics <strong>of</strong> the obstacle protection surface, i.e. origin, divergence,length and slope shall correspond to those specified in the relevant column <strong>of</strong>ICAO Annex 14, Volume I, Table 5-3 and Figure 5-20.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 79(w)(x)(y)New objects or extensions <strong>of</strong> existing objects shall not be permitted above anobstacle protection surface except when, in the opinion <strong>of</strong> the Governor, thenew object or extension would be shielded by an existing immovable object.Existing objects above an obstacle protection surface shall be removedexcept when, in the opinion <strong>of</strong> the Governor, the object is shielded by anexisting immovable object, or after aeronautical study it is determined that theobject would not adversely affect the safety <strong>of</strong> operations <strong>of</strong> aeroplanes.Where an aeronautical study indicates that an existing object extending abovean obstacle protection surface could adversely affect the safety <strong>of</strong> operations<strong>of</strong> aeroplanes one or more <strong>of</strong> the following measures shall be taken:(1) Suitably raise the approach slope <strong>of</strong> the system;(2) Reduce the azimuth spread <strong>of</strong> the system so that the object is outsidethe confines <strong>of</strong> the beam;(3) Displace the axis <strong>of</strong> the system and its associated obstacle protectionsurface by no more than 5°;(4) Suitably displace the threshold, but where this is found to beimpracticable, suitably displace the system upwind <strong>of</strong> the threshold toprovide an increase in threshold crossing height equal to the height <strong>of</strong>the object penetration.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 80Subpart C – Guidance Lights<strong>139</strong>.E.51Circling guidance lights(a)(b)Circling guidance lights shall be provided when existing approach and runwaylighting systems do not satisfactorily permit identification <strong>of</strong> the runway and/orapproach area to a circling aircraft in the conditions for which it is intended therunway be used for circling approaches.The location and number <strong>of</strong> circling guidance lights shall be adequate toenable a pilot, as appropriate, to:(1) Join the downwind leg or align and adjust the aircraft’s track to therunway at a required distance from it and to distinguish the threshold inpassing; and(2) Keep the runway threshold in sight and/or other features which willmake it possible to judge the turn on to base leg and final approach,taking into account the guidance provided by other visual aids.(c)Circling guidance lights shall consist <strong>of</strong>:(1) Lights indicating the extended centre line <strong>of</strong> the runway and/or parts <strong>of</strong>any approach lighting system; or(2) Lights indicating the position <strong>of</strong> the runway threshold; or(3) Lights indicating the direction or location <strong>of</strong> the runway; or(4) A combination <strong>of</strong> such lights, as appropriate.(d)(e)Circling guidance lights shall be fixed or flashing lights <strong>of</strong> an intensity andbeam spread adequate for the conditions <strong>of</strong> visibility and ambient light inwhich it is intended to make visual circling approaches. The flashing lightsshall be white, and the steady lights either white or gaseous discharge lights.The lights shall be designed and be installed in such a manner that they willnot dazzle or confuse a pilot when approaching to land, taking <strong>of</strong>f or taxiing.<strong>139</strong>.E.53Runway lead-in lighting systems(a)(b)(c)A runway lead-in lighting system shall be provided where it is desired toprovide visual guidance along a specific approach path, for reasons such asavoiding hazardous terrain or for purposes <strong>of</strong> noise abatement.A runway lead-in lighting system shall consist <strong>of</strong> groups <strong>of</strong> lights positioned soas to define the desired approach path and so that one group may be sightedfrom the preceding group. The interval between adjacent groups shall notexceed approximately 1,600m.Runway lead-in lighting systems may be curved, straight or a combination <strong>of</strong>the two.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 81(d)(e)(f)(g)A runway lead-in lighting system shall extend from a point as determined bythe Governor, up to a point where the approach lighting system, if provided, orthe runway or the runway lighting system is in view.Each group <strong>of</strong> lights <strong>of</strong> a runway lead-in lighting system shall consist <strong>of</strong> atleast three flashing lights in a linear or cluster configuration. The system maybe augmented by steady burning lights where such lights would assist inidentifying the system.The flashing lights shall be white, and the steady burning lights gaseousdischarge lights.Where practicable, the flashing lights in each group shall flash in sequencetowards the runway.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 82Appendix F – TAXIWAYS -ASSOCIATED AREAS, MARKINGS, MARKERS, SIGNS ANDLIGHTINGSubpart A – Taxiways and Associated Areas<strong>139</strong>.F.01Taxiways(a) Taxiways shall be provided to permit the safe and expeditious surfacemovement <strong>of</strong> aeroplanes.(b)(c)A taxiway shall be identified by a designator comprising a letter, letters or acombination <strong>of</strong> a letter or letters followed by a number.When designating taxiways, the use <strong>of</strong> the letters I, O or X and the use <strong>of</strong>words such as inner and outer shall be avoided wherever possible to avoidconfusion with the numerals 1, 0 and closed marking.(d) Sufficient entrance and exit taxiways for a runway shall be provided toexpedite the movement <strong>of</strong> aeroplanes to and from the runway and theprovision <strong>of</strong> rapid exit taxiways shall be considered when traffic volumes arehigh.(e)(f)Where the end <strong>of</strong> a runway is not served by a taxiway, it may be necessary toprovide additional pavement areas at the ends <strong>of</strong> the runway for the turning <strong>of</strong>aeroplanes. Such areas may, also, be useful along the runway to reducetaxiing time and distance for some aeroplanes.The design <strong>of</strong> a taxiway shall ensure that, when the cockpit <strong>of</strong> the aeroplanefor which the taxiway is intended remains over the taxiway centre linemarkings, the clearance distance between the outer main wheel <strong>of</strong> theaeroplane and the edge <strong>of</strong> the taxiway shall be not less than that specified inTable <strong>139</strong>.F.01, below.Table <strong>139</strong>.F.01Code letterClearanceA 1.5mB 2.25m3m if the taxiway is intended to be used by aeroplaneswith a wheel base less than 18mC4.5m if the taxiway is intended to be used by aeroplaneswith a wheel base equal to or greater than 18m.D 4.5mE 4.5mF 4.5mWheel base means the distance from the nose gear to the geometric centre <strong>of</strong> themain gear.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 83(g)A straight portion <strong>of</strong> a taxiway shall have a width <strong>of</strong> not less than that specifiedin Table <strong>139</strong>.F.02, below.Table <strong>139</strong>.F.02Code letterTaxiway WidthA 7.5mB 10.5m15m if the taxiway is intended to be used by aeroplaneswith a wheel base less than 18 m;C18m if the taxiway is intended to be used by aeroplaneswith a wheel base equal to or greater than 18m.18m if the taxiway is intended to be used by aeroplaneswith an outer main gear wheel span <strong>of</strong> less than 9 m;D 23m if the taxiway is intended to be used by aeroplaneswith an outer main gear wheel span equal to or greaterthan 9m.E23mF25m(h)(i)(j)(k)(l)Changes in direction <strong>of</strong> taxiways shall be minimised. The radii <strong>of</strong> the curvesshall be compatible with the manoeuvring capability and normal taxiingspeeds <strong>of</strong> the aeroplanes for which the taxiway is intended. The design <strong>of</strong> thecurve shall be such that, when the cockpit <strong>of</strong> the aeroplane remains over thetaxiway centre line markings, the clearance distance between the outer mainwheels <strong>of</strong> the aeroplane and the edge <strong>of</strong> the taxiway shall not be less thanthose specified in paragraph <strong>139</strong>.F.01(d).An example <strong>of</strong> widening taxiways to achieve the wheel clearance specified isillustrated in ICAO Annex 14, Volume 1, Figure 3-1.To facilitate the movement <strong>of</strong> aeroplanes, fillets shall be provided at junctionsand intersections <strong>of</strong> taxiways with runways, aprons and other taxiways. Thedesign <strong>of</strong> the fillets shall ensure that the minimum wheel clearances specifiedin paragraph <strong>139</strong>.F.01(d) are maintained when aeroplanes are manoeuvringthrough the junctions or intersections.The separation distance between the centre line <strong>of</strong> a taxiway and: the centreline <strong>of</strong> a runway; the centre line <strong>of</strong> a parallel taxiway and an object shall bethat specified in ICAO Annex 14, Volume 1,Table 3-1. It may be permissibleto operate with lower separation distances at an existing aerodrome if anaeronautical study indicates that such lower separation distances would notadversely affect the safety or operations <strong>of</strong> aeroplanes.ILS and MLS installations may influence the location <strong>of</strong> taxiways because <strong>of</strong>the interferences caused to ILS and MLS signals by a taxiing or stoppedaircraft. Information on critical and sensitive areas surrounding ILS and MLSinstallations is contained in ICAO Annex 10, Volume I, Attachments C and G(respectively) to Part I.(m) The separation distances between the centre line <strong>of</strong> an aircraft stand, ataxilane and an object, as shown in ICAO Annex 14, Volume 1,Table 3-1,column 12, shall be increased when jet exhaust wake velocity has thepotential to cause hazardous conditions for ground servicing.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 84<strong>139</strong>.F.03Taxiway Slopes(a)The longitudinal slope <strong>of</strong> a taxiway shall not exceed:(1) 1.5 per cent where the code letter is C, D, E or F; or(2) 3 per cent where the code letter is A or B.(b)Where slope changes on a taxiway cannot be avoided, the transition from oneslope to another slope shall be accomplished by a curved surface with a rate<strong>of</strong> change not exceeding:(1) 1 per cent per 30 m (minimum radius <strong>of</strong> curvature <strong>of</strong> 3,000 m) where thecode letter is C, D, E or F; or(2) 1 per cent per 25 m (minimum radius <strong>of</strong> curvature <strong>of</strong> 2,500 m) where thecode letter is A or B.(c)Where a change in slope on a taxiway cannot be avoided, the change shall besuch that, from any point:(1) 3 m above the taxiway, it will be possible to see the whole surface <strong>of</strong> thetaxiway for a distance <strong>of</strong> at least 300 m from that point, where the codeletter is C, D, E or F; or(2) 2 m above the taxiway, it will be possible to see the whole surface <strong>of</strong> thetaxiway for a distance <strong>of</strong> at least 200 m from that point, where the codeletter is B; or(3) 1.5 m above the taxiway, it will be possible to see the whole surface <strong>of</strong>the taxiway for a distance <strong>of</strong> at least 150 m from that point, where thecode letter is A.(d) The transverse slopes <strong>of</strong> a taxiway shall be sufficient to prevent theaccumulation <strong>of</strong> water on the surface <strong>of</strong> the taxiway but shall not exceed:(1) 1.5 per cent where the code letter is C, D, E or F; or(2) 2 per cent where the code letter is A or B.<strong>139</strong>.F.05Taxiway surfaces(a)(b)(c)The strength <strong>of</strong> a taxiway shall be at least equal to that <strong>of</strong> the runway it servesbut consideration shall be given to the fact that a taxiway will be subjected toa greater density <strong>of</strong> traffic and, as a result <strong>of</strong> slow moving and stationaryaeroplanes, to higher stresses than the runway it serves.The surface <strong>of</strong> a taxiway shall not have irregularities that cause damage toaeroplane structures.The surface <strong>of</strong> a paved taxiway shall provide good friction characteristics,when the taxiway is wet.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 85<strong>139</strong>.F.07Rapid exit taxiways(a)(b)The following specifications detail requirements for rapid exit taxiways asshown in ICAO Annex 14, Volume 1, Figure 3-2. The general requirementsfor taxiways shall also apply to this type <strong>of</strong> taxiway.A rapid exit taxiway shall be designed with a radius <strong>of</strong> turn-<strong>of</strong>f curve <strong>of</strong> atleast:(1) 550m where the code number is 3 or 4; or(2) 275m where the code number is 1 or 2; toenable exit speeds under wet conditions <strong>of</strong> 93 km/h and 65 km/hrespectively.(c)(d)(e)The radius <strong>of</strong> the fillet on the inside <strong>of</strong> the curve <strong>of</strong> a rapid exit taxiway shallbe sufficient to provide a widened taxiway entrance to allow early recognition<strong>of</strong> the entrance and turn-<strong>of</strong>f onto the taxiway.A rapid exit taxiway shall include a straight distance after the turn-<strong>of</strong>f curve toallow an exiting aircraft to come to a full stop clear <strong>of</strong> any intersecting taxiway.The intersection angle <strong>of</strong> a rapid exit taxiway with the runway shall neither begreater than 45° nor less than 25° and preferably 30°.<strong>139</strong>.F.09Taxiway bridges(a)(b)(c)(d)The width <strong>of</strong> any portion <strong>of</strong> a taxiway bridge capable <strong>of</strong> supportingaeroplanes, measured perpendicularly to the taxiway centre line, shall be notless than the width <strong>of</strong> the graded area <strong>of</strong> an appropriate taxiway strip.However, this width may be reduced if an alternative and proven method <strong>of</strong>lateral restraint is provided for the aeroplane, which is not hazardous.Access shall be provided to allow rescue and fire fighting vehicles to intervenein both directions within the specified response time to the largest aeroplanefor which the taxiway bridge is intended.If aeroplane engines overhang the bridge structure, protection <strong>of</strong> adjacentareas below the bridge from engine blast shall be required.A taxiway bridge shall be constructed on a straight section <strong>of</strong> a taxiway withstraight sections leading onto both ends <strong>of</strong> the bridge to allow the alignment <strong>of</strong>approaching aeroplanes.<strong>139</strong>.F.11Taxiway shoulders(a)The straight portions <strong>of</strong> a taxiway, where the code letter is C, D, E or F shallbe provided with shoulders which extend symmetrically on each side <strong>of</strong> thetaxiway so that the total width <strong>of</strong> the taxiway and its shoulders on straightportions is not less than:(1) 60 m where the code letter is F; or<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 86(2) 44 m where the code letter is E; or(3) 38 m where the code letter is D; or(4) 25 m where the code letter is C.(b) On taxiway curves and on junctions or intersections where increasedpavement is provided, the shoulder width shall be not less than that <strong>of</strong> theadjacent straight portions <strong>of</strong> the taxiway.(c)When a taxiway is used by turbine-engined aeroplanes, the surface <strong>of</strong> thetaxiway shoulders shall be maintained so as to be free <strong>of</strong> any loose stones orother objects that could be ingested by the aeroplane engines.<strong>139</strong>.F.13Taxiway strips(a)(b)(c)(d)(e)A taxiway, other than an aircraft stand taxilane, shall have a taxiway strip.A taxiway strip shall extend symmetrically on each side <strong>of</strong> the centre line <strong>of</strong>the taxiway, throughout the length <strong>of</strong> the taxiway, to the distance from thecentre line detailed in ICAO Annex 14, Volume 1, Table 3-1, column 11.The taxiway strip shall provide an area clear <strong>of</strong> objects which may endangertaxiing aeroplanes.The location and design <strong>of</strong> drains and their covers on a taxiway strip shall besuch that damage to an aeroplane is avoided.The centre portion <strong>of</strong> a taxiway strip shall provide a graded area to a distancefrom the centre line <strong>of</strong> the taxiway <strong>of</strong> at least:(1) 11 m where the code letter is A; or(2) 12.5 m where the code letter is B or C; or(3) 19 m where the code letter is D; or(4) 22 m where the code letter is E; or(5) 30 m where the code letter is F.(f)The surface <strong>of</strong> the taxiway strip shall be flush at the edge <strong>of</strong> the taxiway orshoulder and the graded portion shall not have an upward transverse slopeexceeding:(1) 2.5 per cent for strips where the code letter is C, D, E or F; or(2) 3 per cent for strips <strong>of</strong> taxiways where the code letter is A or B.;(g) An upward slope <strong>of</strong> the strip shall be measured with reference to thetransverse slope <strong>of</strong> the associated taxiway surface and not to a horizontaldatum. However, a downward transverse slope shall not exceed a 5 per centgradient measured with reference to a horizontal datum.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 87(h)The transverse slopes on any portion <strong>of</strong> a taxiway strip beyond the gradedarea shall not exceed an upward or downward slope <strong>of</strong> 5 per cent, which shallbe measured in a direction away from the taxiway.<strong>139</strong>.F.15Runway holding positions(a)A runway-holding position or positions shall be established:(1) on the taxiway, at the intersection <strong>of</strong> a taxiway and a runway; and(2) at an intersection <strong>of</strong> runways wherever a runway is part <strong>of</strong> a standardtaxi-route.(b)(c)A runway-holding position shall be established on a taxiway if a taxiing aircraftor vehicle can either infringe an obstacle limitation surface or interfere with theoperation <strong>of</strong> radio navigation aids.The distance between a runway-holding position at a taxiway/runwayintersection and the centre line <strong>of</strong> a runway shall be in accordance with ICAOAnnex14, Volume 1,Table 3-2. The holding aircraft or vehicle shall notinterfere with the operation <strong>of</strong> radio navigation aids.(d) If a runway holding position for a precision approach runway code number 4,is at a greater elevation than the threshold, the distances <strong>of</strong> 90m or 107.5m,as appropriate, specified in ICAO Annex 14, Volume 1,Table 3-2 shall befurther increased by 5m for every metre the bay or position is higher than thethreshold.(e)The location <strong>of</strong> a runway-holding position established in accordance withparagraph <strong>139</strong>.F.15(b), above, above shall ensure that a holding aircraft orvehicle shall not infringe the obstacle free zone, the approach surface, thetake-<strong>of</strong>f climb surface or any critical/sensitive areas <strong>of</strong> radio navigation aids.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 88Subpart B – Taxiway MarkingsNote: This Subpart should be read in conjunction with <strong>OTAR</strong> Part <strong>139</strong>, Appendix G wheremarkings applicable to all parts <strong>of</strong> an aerodrome in general can be found.<strong>139</strong>.F.31Taxiway centre line marking(a)(b)(c)(d)Taxiway centre line markings shall be yellow.A taxiway centre line marking shall be provided on a paved taxiway to providecontinuous guidance between the runway centre line and aircraft stands.Where a taxiway centre line marking is provided on a runway in accordancewith paragraph <strong>139</strong>.F.31(b), the marking shall be located on the centre line <strong>of</strong>the designated taxiway.Taxiway centre line marking shall be provided on a paved runway when therunway is part <strong>of</strong> a standard taxi-route and:(1) There is no runway centre line marking; or(2) Where the taxiway centre line is not coincident with the runway centreline.(e)(f)(g)Where it is necessary to denote the proximity <strong>of</strong> a runway-holding position,enhanced taxiway centre line marking should be provided.Where provided, enhanced taxiway centre line marking shall be installed at alltaxiway/runway intersections at that aerodrome.A taxiway centre line marking shall be:(1) along the taxiway centre line <strong>of</strong> a straight section <strong>of</strong> a taxiway; and(2) at a constant distant from the outer edge <strong>of</strong> a curve <strong>of</strong> a taxiway curvewhen it continues from a straight portion <strong>of</strong> taxiway.(h)At a taxiway and runway intersection, where the taxiway is an exit from therunway, the taxiway centre line marking shall be curved into the runwaycentre line marking as shown in ICAO Annex 14, Volume 1, Figures 5-6 and5-25. Also, the taxiway centre line marking shall be extended parallel to therunway centre line marking:(1) for a distance <strong>of</strong> at least 60 m beyond the point <strong>of</strong> tangency for runwaycodes 3 or 4; or(2) for a distance <strong>of</strong> at least 30 m for runway codes1 or 2.(i)Where provided, an enhanced taxiway centre line marking shall extend fromthe runway holding position Pattern A (as defined in Annex 14 Vol 1 Figure 5-6, Taxiway markings) to a distance <strong>of</strong> up to 45 m (a minimum <strong>of</strong> three (3)dashed lines) in the direction <strong>of</strong> travel away from the runway or to the nextrunway holding position, if within 45 m distance.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 89(j)A taxiway centre line marking shall be at least 15 cm in width and continuousin length except where it intersects with a runway-holding position marking oran intermediate holding position marking as shown in ICAO Annex 14, Volume1, Figure 5-6.(k) Enhanced taxiway centre line marking shall be as shown in Annex 14 Vol 1Figure 5-6A.<strong>139</strong>.F.33Intermediate holding position marking(a)(b)(c)(d)An intermediate holding position marking shall be established on a taxiway atany point other than a runway-holding position, as necessary.An intermediate holding position marking shall consist <strong>of</strong> a single broken lineas shown in ICAO Annex 14, Volume 1, Figure 5-6 and shall be displayed atan intermediate holding position intersection <strong>of</strong> two paved taxiways.At an intersection <strong>of</strong> two paved taxiways, the intermediate holding positionmarking shall be located across the taxiway at sufficient distance to ensuresafe clearance between taxiing aircraft. Additionally, it shall be coincidentwith a stop bar or intermediate holding position lights, where provided.Where it is necessary to identify each <strong>of</strong> a series <strong>of</strong> intermediate holdingpositions on the same taxiway, the location sign shall consist <strong>of</strong> the taxiwaydesignation and a number.<strong>139</strong>.F.35Runway holding position marking(a)(b)(c)A runway-holding position marking shall be displayed at a runway-holdingposition for an intersection <strong>of</strong> a runway and taxiway.The runway holding position marking at an intersection <strong>of</strong> a taxiway and anon-instrument runway, non-precision approach or take-<strong>of</strong>f runway, shall be inaccordance with ICAO Annex 14, Volume 1, Figure 5-6, Pattern A.The runway holding position marking at an intersection <strong>of</strong> a taxiway and aprecision approach Category I, II or III runway, shall be:(1) as shown in ICAO Annex 14, Volume 1, Figure 5-6, Pattern A for themarking closest to the runway; and(2) as shown in ICAO Annex 14, Volume 1, Figure 5-6, Pattern B for themarkings further away, where two or three runway holding positionmarkings are provided.(d)(e)Where increased conspicuity <strong>of</strong> a runway-holding position is required, therunway-holding position marking shall be detailed as shown in ICAO Annex14 Volume 1, Figure 5-7, pattern A or pattern B, as appropriate.Where a pattern B runway holding position marking is located on an areawhere it would exceed 60m in length, the term “CAT II” or “CAT III”, asappropriate, shall be marked on the surface at the ends <strong>of</strong> the runway-holdingposition marking and at equal intervals not exceeding 45 m between<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 90successive marks. The letters shall be not less than 1.8 m high and shall beplaced not more than 0.9m beyond the holding position marking.(f)The runway-holding position marking displayed at a runway/runwayintersection shall be perpendicular to the centre line <strong>of</strong> the runway formingpart <strong>of</strong> the standard taxi-route and in accordance with pattern A.<strong>139</strong>.F.37Taxiway side stripe marking(a)(b)Shoulders for taxiways and other non-load-bearing surfaces which cannotreadily be distinguished from load-bearing surfaces and which, if used byaircraft, might result in damage to the aircraft shall have the boundarybetween such areas and the load-bearing surface marked by a taxi side stripemarking.A taxi side stripe marking shall be placed along the edge <strong>of</strong> the load-bearingpavement, with the outer edge <strong>of</strong> the marking approximately on the edge <strong>of</strong>the load-bearing pavement. A taxi side stripe marking shall consist <strong>of</strong> a pair<strong>of</strong> solid lines, each 15 cm wide and spaced 15 cm apart and the same colouras the taxiway centre line marking.<strong>139</strong>.F.39Road-holding position marking(a)(b)(c)(d)A road-holding position marking shall be provided at all road entrances to arunway.The road-holding position marking shall be located across the road at theholding position and in accordance with the local road traffic regulations.The distance between a road-holding position and the centre line <strong>of</strong> a runwayshall be in accordance with ICAO Annex14, Volume 1,Table 3-2. The holdingaircraft or vehicle shall not interfere with the operation <strong>of</strong> radio navigation aids.If a holding bay a road-holding position, for a precision approach runway codenumber 4, is at a greater elevation than the threshold, the distances <strong>of</strong> 90m or107.5m, as appropriate, specified in ICAO Annex14, Volume 1,Table 3-2 shallbe further increased by 5m for every metre the bay or position is higher thanthe threshold.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 91Subpart C – Taxiway Markers<strong>139</strong>.F.51Taxiway edge markers(a)(b)(c)(d)(e)Taxiway edge markers shall be provided on a taxiway where the code numberis 1 or 2 and taxiway centre line or edge lights or taxiway centre line markersare not provided.Taxiway edge markers shall be installed in the same locations where thetaxiway edge lights would have been.A taxiway edge marker shall be retro-reflective blue.The marked surface as viewed by the pilot shall be a rectangle and shall havea minimum viewing area <strong>of</strong> 150cm 2 .Taxiway edge markers shall be frangible. Their height shall be sufficiently lowto preserve clearance for propellers and for the engine pods <strong>of</strong> jet aircraft.<strong>139</strong>.F.53Taxiway centreline markers(a)(b)(c)(d)(e)(f)(g)Taxiway centre line markers shall be provided on a taxiway where the codenumber is 1 or 2 and taxiway centre line or edge lights or taxiway edgemarkers are not provided.Taxiway centre line markers shall be provided on a taxiway where the codenumber is 3 or 4, taxiway centre line lights are not provided and there is aneed to improve the guidance provided by the existing taxiway centre linemarking.Taxiway centre line markers shall be installed where there would have beentaxiway centre line lights.Taxiway centre line markers shall normally be located on the taxiway centreline marking except that they may be <strong>of</strong>fset by not more than 30cm where it isnot practicable to locate them on the marking.A taxiway centre line marker shall be retro-reflective green.The marked surface as viewed by the pilot shall be a rectangle and shall havea minimum viewing area <strong>of</strong> 20cm 2 .Taxiway centre line markers shall be so designed and fitted as to withstandbeing run over by the wheels <strong>of</strong> an aircraft without damage either to theaircraft or to the markers themselves.<strong>139</strong>.F.55Unpaved taxiway edge markers(a) Where the extent <strong>of</strong> an unpaved taxiway is not clearly indicated by itsappearance compared with that <strong>of</strong> the surrounding ground, markers shall beprovided.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 92(b)Where taxiway lights are provided, the markers shall be incorporated in thelight fixtures. Where there are no lights, markers <strong>of</strong> conical shape shall beplaced so as to define the taxiway clearly.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 93Subpart D – Taxiway Signs<strong>139</strong>.F.71Taxiway signs - general(a)Signs shall be frangible. Those located near a taxiway shall be sufficientlylow to preserve clearance for propellers and the engine pods <strong>of</strong> jet aircraft.The installed height <strong>of</strong> the sign shall not exceed the dimension shown in theappropriate column <strong>of</strong> ICAO Annex 14, Volume 1, Table 5-4.(b) Signs shall be rectangular, as shown in ICAO Annex 14, Volume 1, Chapter 5,Figures 5-27 and 5-28 with the longer side horizontal.(c)(d)A taxiway shall be identified by a designator comprising a letter, letters or acombination <strong>of</strong> a letter or letters followed by a number.When designating taxiways, the use <strong>of</strong> the letters I, O or X and the use <strong>of</strong>words such as inner and outer shall be avoided wherever possible to avoidconfusion with the numerals 1, 0 and closed marking.<strong>139</strong>.F.73Runway holding position signs(a)A runway-holding position sign shall be located on each side <strong>of</strong> the runwayholdingposition, facing the approach to the obstacle limitation surface orILS/MLS critical/sensitive area, as appropriate.(b) A runway designation sign at a taxiway/runway intersection or arunway/runway intersection shall be located on each side <strong>of</strong> the runwayholdingposition marking facing the direction <strong>of</strong> approach to the runway.(c)(d)(e)(f)(g)(h)(i)A category I, II or III holding position sign shall be located on each side <strong>of</strong> therunway-holding position marking facing the direction <strong>of</strong> the approach to thecritical area.A “NO ENTRY” sign shall be located at the beginning <strong>of</strong> the area to whichentrance is prohibited on each side <strong>of</strong> the taxiway as viewed by the pilot.A pattern “A” runway-holding position marking shall be supplemented at ataxiway/runway intersection or a runway/runway intersection with a runwaydesignation sign.A pattern “B” runway-holding position marking shall be supplemented with acategory I, II or III holding position sign.A pattern “A” runway-holding position marking at a runway-holding positionshall be supplemented with a runway-holding position sign.A runway designation sign at a taxiway/runway intersection shall besupplemented with a location sign in the outboard (farthest from the taxiway)position, as appropriate.The inscription on a runway designation sign shall consist <strong>of</strong> the runwaydesignations <strong>of</strong> the intersecting runway properly oriented with respect to theviewing position <strong>of</strong> the sign, except that a runway designation sign installed in<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 94the vicinity <strong>of</strong> a runway extremity may show the runway designation <strong>of</strong> theconcerned runway extremity only.(j)(k)(l)The inscription on a category I, II, III or joint II/III holding position sign shallconsist <strong>of</strong> the runway designator followed by CAT I, CAT II, CAT III or CATII/III, as appropriate.The inscription on a runway-holding position sign at a runway-holding positionshall consist <strong>of</strong> the taxiway designation and a number.Where a mandatory instruction sign cannot provided, the appropriate markingshall be provided on the surface <strong>of</strong> the pavement.(m) Where operationally required, such as on taxiways wider than 60m, amandatory instruction sign shall be supplemented by a pavement marking.(n)The mandatory instruction marking shall be located on the left-hand side <strong>of</strong>the taxiway centre line marking and on the holding side <strong>of</strong> the runway-holdingposition marking as shown in ICAO Annex 14, Volume 1, Figure 5-9. Thedistance between the nearest edge <strong>of</strong> the marking and the runway holdingposition marking or the taxiway centre line marking shall be at least 1m.<strong>139</strong>.F.75Runway vacated signs(a)(b)A runway vacated sign shall be provided where the exit taxiway is notprovided with taxiway centre line lights and there is a need to indicate to apilot leaving a runway the perimeter <strong>of</strong> the ILS/MLS critical/sensitive area orthe lower edge <strong>of</strong> the inner transitional surface whichever is farther from therunway centre line.A runway vacated sign shall be located at least on one side <strong>of</strong> the taxiway.The distance between the sign and the centre line <strong>of</strong> a runway shall be notless than the greater <strong>of</strong> the following:(1) the distance between the centre line <strong>of</strong> the runway and the perimeter <strong>of</strong>the ILS/MLS critical/sensitive area; or(2) the distance between the centre line <strong>of</strong> the runway and the lower edge<strong>of</strong> the inner transitional surface.(c)(d)Where provided in conjunction with a runway vacated sign, the taxiwaylocation sign shall be positioned outboard <strong>of</strong> the runway vacated sign.The inscription on a runway vacated sign shall depict the pattern A runwayholdingposition marking as shown in ICAO Annex 14, Volume 1, Figure 5-29.<strong>139</strong>.F.77Intersection take-<strong>of</strong>f signs(a)(b)An intersection take-<strong>of</strong>f sign shall be provided when there is an operationalneed to indicate the remaining take-<strong>of</strong>f run available (TORA) for intersectiontake-<strong>of</strong>fs.An intersection take-<strong>of</strong>f sign shall be located at the left-hand side <strong>of</strong> the entrytaxiway. The distance between the sign and the centre line <strong>of</strong> the runway<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 95shall be not less than 60m where the code number is 3 or 4 and not less than45 m where the code number is 1 or 2.(c)(d)The inscription on an intersection take-<strong>of</strong>f sign shall consist <strong>of</strong> a numericalmessage indicating the remaining take-<strong>of</strong>f run available in metres plus anarrow, appropriately located and oriented, indicating the direction <strong>of</strong> the take<strong>of</strong>fas shown in ICAO Annex 14, Volume 1, Chapter 5, Figure 5-28.The inscription on an intersection take-<strong>of</strong>f sign shall consist <strong>of</strong> a numericalmessage indicating the remaining take-<strong>of</strong>f run available in metres plus anarrow, appropriately located and oriented, indicating the direction <strong>of</strong> the take<strong>of</strong>fas shown in ICAO Annex 14, Volume 1, Figure 5-28.<strong>139</strong>.F.79Road-holding position signs(a)(b)(c)A road-holding position sign shall be provided at all road entrances to arunway.The road-holding position sign shall be located 1.5 m from one edge <strong>of</strong> theroad at the holding position.A road-holding position sign shall consist <strong>of</strong> an inscription in white on a redbackground.(d) The inscription on a road-holding position sign shall be in the nationallanguage, be in conformity with the local traffic regulations and include thefollowing:(1) a requirement to stop; and(2) a location designator; and(3) a requirement to obtain ATC clearance, where appropriate.(e)A road-holding position sign intended for night use shall be retro-reflective orilluminated.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 96Subpart E – Taxiway Lights<strong>139</strong>.F.91Taxiway centre line lights(a)(b)(c)(d)Taxiway centre line lights shall be provided on an exit taxiway and taxiwayintended for use in runway visual range conditions less than a value <strong>of</strong> 350min such a manner as to provide continuous guidance between the runwaycentre line and aircraft stands. These lights need not be provided where thetraffic density is light and taxiway edge lights and centre line marking provideadequate guidance.Taxiway centre line lights shall be provided on a taxiway intended for use atnight in runway visual range conditions <strong>of</strong> 350m or greater, and particularly oncomplex taxiway intersections and exit taxiways. These lights need not beprovided where the traffic density is light and taxiway edge lights and centreline marking provide adequate guidance.Taxiway centre line lights shall be provided on an exit taxiway and taxiway inall visibility conditions when it is part <strong>of</strong> an Advanced Surface MovementGuidance and control System (ASMGCS) so as to provide continuousguidance between the runway centre line and aircraft stands.Taxiway centre line lights on exit taxiways other than rapid exit taxiways shallcommence at the point where the taxiway centre line marking begins to curvefrom the runway centre line, and follow the curved taxiway centre line markingat least to the point where the marking leaves the runway. The first light shallbe at least 60 cm from any row <strong>of</strong> runway centre line lights, as shown in ICAOAnnex 14, Volume 1, Figure 5-24.(e) The lights shall be spaced at longitudinal intervals <strong>of</strong> not more than 7.5 m.(f)(g)(h)(i)(j)Taxiway centre line lights on a runway forming part <strong>of</strong> a standard taxi-routeand intended for taxiing in runway visual range conditions less than a value <strong>of</strong>350m shall be spaced at longitudinal intervals not exceeding 15 m.Taxiway centre line lights shall be provided on a runway forming part <strong>of</strong> astandard taxi-route and intended for taxiing in runway visual range conditionsless than a value <strong>of</strong> 350 m. These lights need not be provided where thetraffic density is light and taxiway edge lights and centre line marking provideadequate guidance.Taxiway centre line lights shall be provided in all visibility conditions on arunway forming part <strong>of</strong> a standard taxi-route when it is part <strong>of</strong> a SurfaceMovement Guidance and Control System SMGCS.Taxiway centre line lights on a taxiway other than an exit taxiway and on arunway forming part <strong>of</strong> a standard taxi-route shall be fixed lights showinggreen with beam dimensions such that the light is visible only from aeroplaneson or in the vicinity <strong>of</strong> the taxiway.Taxiway centre line lights on an exit taxiway shall be fixed lights. Alternatetaxiway centre line lights shall show green and yellow from their beginningnear the runway centre line to the perimeter <strong>of</strong> the ILS/MLS critical/sensitivearea or the lower edge <strong>of</strong> the inner transitional surface, whichever is farthestfrom the runway; and thereafter all lights shall show green as shown in ICAO<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 97Annex 14, Volume 1, Figure 5-23. The light nearest to the perimeter shallalways show yellow. Where aircraft may follow the same centre line in bothdirections, all the centre line lights shall show green to aircraft approachingthe runway.(k)Taxiway centre line lights shall be in accordance with the specifications <strong>of</strong>ICAO Annex 14, Volume 1:(1) Appendix 2, Figure 2-12, 2-13, or 2-14 for taxiways intended for use inrunway visual range conditions <strong>of</strong> less than a value <strong>of</strong> 350 m; and(2) Appendix 2, Figure 2-15 or 2-16 for other taxiways.(l)(m)(n)Where taxiway centre line lights are part <strong>of</strong> an ASMGCS and where, from anoperational point <strong>of</strong> view, higher intensities are required to maintain groundmovements at a certain speed in very low visibilities or in bright daytimeconditions, taxiway centre line lights shall be in accordance with thespecifications <strong>of</strong> ICAO Annex 14, Volume 1, Appendix 2, Figure 2-17, 2-18 or2-19. High-intensity centre line lights shall only be used in case <strong>of</strong> anabsolute necessity and following a specific study.Taxiway centre line lights shall normally be located on the taxiway centre linemarking, except that they may be <strong>of</strong>fset by not more than 30 cm where it isnot practicable to locate them on the marking.Taxiway centre line lights on a straight section <strong>of</strong> a taxiway shall be spaced atlongitudinal intervals <strong>of</strong> not more than 30 m, except that:(1) larger intervals not exceeding 60 m may be used where, because <strong>of</strong> theprevailing meteorological conditions, adequate guidance is provided bysuch spacing; and(2) intervals less than 30 m shall be provided on short straight sections; and(3) on a taxiway intended for use in RVR conditions <strong>of</strong> less than a value <strong>of</strong>350 m, the longitudinal spacing shall not exceed 15 m.(o)(p)Taxiway centre line lights on a taxiway curve shall continue from the straightportion <strong>of</strong> the taxiway at a constant distance from the outside edge <strong>of</strong> thetaxiway curve. The lights shall be spaced at intervals such that a clearindication <strong>of</strong> the curve is provided.On a taxiway intended for use in RVR conditions <strong>of</strong> less than 350 m, the lightson a curve shall not exceed a spacing <strong>of</strong> 15m and on a curve <strong>of</strong> less than400m radius the lights shall be spaced at intervals <strong>of</strong> not greater than 7.5m.This spacing shall extend for 60m before and after the curve.<strong>139</strong>.F.93Rapid exit taxiway lights(a)Taxiway centre line lights on a rapid exit taxiway shall commence at a point atleast 60 m before the beginning <strong>of</strong> the taxiway centre line curve and continuebeyond the end <strong>of</strong> the curve to a point on the centre line <strong>of</strong> the taxiway wherean aeroplane can be expected to reach normal taxiing speed. The lights onthat portion parallel to the runway centre line shall always be at least 60 cmfrom any row <strong>of</strong> runway centre line lights, as shown in ICAO Annex 14,Volume 1, Figure 5-24.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 98(b) The lights shall be spaced at longitudinal intervals <strong>of</strong> not more than 15m,except that, where runway centre line lights are not provided, a greaterinterval not exceeding 30 m may be used.<strong>139</strong>.F.95Taxiway edge lights(a)(b)(c)(d)(e)Taxiway edge lights shall be provided on a taxiway not provided with taxiwaycentre line lights and intended for use at night, except that taxiway edge lightsneed not be provided where, considering the nature <strong>of</strong> the operations,adequate guidance can be achieved by surface illumination or other means.Taxiway edge lights shall be provided on a runway forming part <strong>of</strong> a standardtaxi-route and intended for taxiing at night where the runway is not providedwith taxiway centre line lights. Provisions concerning the interlocking <strong>of</strong>runway and taxiway lighting systems can be found in <strong>OTAR</strong> Part <strong>139</strong>,Appendix H.05(c).Taxiway edge lights on a straight section <strong>of</strong> a taxiway and on a runwayforming part <strong>of</strong> a standard taxi-route shall be spaced at uniform longitudinalintervals <strong>of</strong> not more than 60m. The lights on a curve shall be spaced atintervals less than 60m so that a clear indication <strong>of</strong> the curve is provided. Thelights shall be located as near as practicable to the edges <strong>of</strong> the taxiway orrunway, etc. or outside the edges at a distance <strong>of</strong> not more than 3m.Taxiway edge lights shall be fixed lights showing blue. The lights shall showup to at least 75° above the horizontal and at all angles in azimuth necessaryto provide guidance to a pilot taxiing in either direction. At an intersection, exitor curve the lights shall be shielded as far as practicable so that they cannotbe seen in angles <strong>of</strong> azimuth in which they may be confused with other lights.The intensity <strong>of</strong> taxiway edge lights shall be at least 2 cd from 0 to 6 degreesvertical, and 0.2 cd at any vertical between 6 and 75 degrees.<strong>139</strong>.F.97Intermediate holding position lights(a)Except where a stop bar has been installed, intermediate holding positionlights shall be provided at an intermediate holding position intended for use inrunway visual range conditions less than a value <strong>of</strong> 350 m.(b) Intermediate holding position lights shall be provided at an intermediateholding position where there is no requirement for a stop bar.(c)(d)Intermediate holding position lights shall be located along the intermediateholding position marking at a distance <strong>of</strong> 0.3 m prior to the marking.Intermediate holding position lights shall consist <strong>of</strong> three fixed unidirectionallights showing yellow in the direction <strong>of</strong> approach to the intermediate holdingposition with a light distribution similar to taxiway centre line lights if provided.The lights shall be disposed symmetrically about and at right angle to thetaxiway centre line, with individual lights spaced 1.5 m apart.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 99<strong>139</strong>.F.99Runway guard lights(a)(b)There are two standard configurations <strong>of</strong> runway guard lights which aredetailed in ICAO Annex 14, Volume 1, Figure 5-26.Configuration A shall be used at each runway/taxiway intersection associatedwith a runway approved for operations with:(1) runway visual range (RVR) less than a value <strong>of</strong> 550m where a stop baris not installed with RVR values between 550 m and 1,200 m where thetraffic density is heavy; and(2) RVR conditions <strong>of</strong> values less than 550 m where a stop bar is installedRVR <strong>of</strong> values between 550m and 1,200 m where the traffic density ismedium or light.(c) Configuration A or Configuration B or both, shall be provided at eachtaxiway/runway intersection where enhanced conspicuity <strong>of</strong> thetaxiway/runway intersection is needed, such as on a wide entrance taxiway.Configuration B shall not be co-located with a stop bar.(d)(e)(f)(g)(h)(i)(j)(k)(l)Configuration A, shall be located at each side <strong>of</strong> the taxiway at a distancefrom the runway centre line not less than that specified for a take-<strong>of</strong>f runwayin ICAO Annex 14, Volume 1,Table 3-2.Configuration B, shall be located across the taxiway at a distance from therunway centre line not less than that specified for a take-<strong>of</strong>f runway in ICAOAnnex 14, Volume 1 Table 3-2.Configuration A, shall consist <strong>of</strong> two pairs <strong>of</strong> yellow lights.Where there is a need to enhance the conspicuity <strong>of</strong> runway guard lights,Configuration A, during daylight, a visor or some other device may be fitted toprevent sunlight from entering the lens.Configuration B, shall consist <strong>of</strong> yellow lights spaced at intervals <strong>of</strong> 3m acrossthe taxiway.The light beam shall be unidirectional and aligned so as to be visible to thepilot <strong>of</strong> an aeroplane taxiing to the holding position.The intensity in yellow light and beam spreads <strong>of</strong> lights <strong>of</strong> Configuration Ashall be in accordance with the specifications in ICAO Annex 14, Volume 1Appendix 2, Figure 2-24.Where runway guard lights are intended for use during the day, the intensityin yellow light and beam spreads <strong>of</strong> lights <strong>of</strong> Configuration A shall be inaccordance with the specifications in ICAO Annex 14, Volume 1 Appendix 2,Figure 2-25.Where runway guard lights are specified as components <strong>of</strong> an advancedsurface movement guidance and control system where higher light intensitiesare required, the intensity in yellow light and beam spreads <strong>of</strong> lights <strong>of</strong>Configuration A shall be in accordance with the specifications in ICAOAnnex 14, Volume 1 Appendix 2, Figure 2-25.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 100(m) The intensity in yellow light and beam spreads <strong>of</strong> lights <strong>of</strong> Configuration Bshall be in accordance with the specifications in ICAO Annex 14, Volume 1Appendix 2, Figure 2-12.(n)Where runway guard lights are intended for use during the day, the intensityin yellow light and beam spreads <strong>of</strong> lights <strong>of</strong> Configuration B shall be inaccordance with the specifications in ICAO Annex 14, Volume 1 Appendix 2,Figure 2-20.(o) Where runway guard lights are part <strong>of</strong> an ASMGCS where higher lightintensities are required, the intensity in yellow light and beam spreads <strong>of</strong> lights<strong>of</strong> Configuration B shall be in accordance with the specifications in ICAOAnnex 14, Volume 1 Appendix 2, Figure 2-20.(p)The lights in each unit <strong>of</strong> Configuration A shall be illuminated alternately.(q) For Configuration B, adjacent lights shall be alternately illuminated andalternative lights shall be illuminated in unison.(r)The lights shall be illuminated between 30 and 60 cycles per minute and thelight suppression and illumination periods shall be equal and opposite in eachlight.<strong>139</strong>.F.101 Stop bars lights(a)(b)Stop bar Lights shall be controlled either manually or automatically by airtraffic services.A stop bar shall be provided at every runway-holding position serving arunway when it is intended that the runway will be used in RVR conditionsless than a value <strong>of</strong> 550 m, except where:(1) appropriate aids and procedures are available to assist in preventinginadvertent incursions <strong>of</strong> aircraft and vehicles onto the runway; and(2) operational procedures exist to limit, in RVR conditions less than a value<strong>of</strong> 550 m, the number <strong>of</strong> aircraft on the manoeuvring area to one at atime and for vehicles on the manoeuvring area to the essentialminimum.(c)(d)(e)(f)A stop bar shall be provided at an intermediate holding position when it isdesired to supplement markings with lights and to provide traffic control byvisual means.Where the normal stop bar lights might be obscured from a pilot’s view then apair <strong>of</strong> elevated lights shall be added to each end <strong>of</strong> the stop bar. Theselights shall be located not less than 3 m from the taxiway edge and shall havethe same characteristics as the lights in the stop bar, but shall be visible toapproaching aircraft up to the stop bar position.Stop bars shall be located across the taxiway at the point where traffic shallstop.Stop bars shall consist <strong>of</strong> lights spaced at intervals <strong>of</strong> 3 m across the taxiway,showing red in the intended direction(s) <strong>of</strong> approach to the intersection orrunway-holding position.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 101(g)(h)(i)(j)Stop bars installed at a runway-holding position shall be unidirectional andshall show red in the direction <strong>of</strong> approach to the runway.Selectively switchable stop bars shall be installed in conjunction with at leastthree taxiway centre line lights (extending for a distance <strong>of</strong> at least 90m fromthe stop bar) in the direction that the aircraft is to proceed after the stop bar.The intensity in red light and beam spreads <strong>of</strong> stop bar lights shall be inaccordance with the specifications in ICAO Annex, 14 Volume 1, Appendix 2,Figures 2-12 through 2-16, as appropriate.The intensity in red light and beam spreads <strong>of</strong> stop bar lights shall be inaccordance with the specifications <strong>of</strong> ICAO Annex, 14 Volume 1, Appendix 2,Figures 2-17 through 2-19, as appropriate, when:(1) stop bars are part <strong>of</strong> an ASMGCS; and(2) from an operational point <strong>of</strong> view, higher intensities are required tomaintain ground movements at a certain speed in very low visibilities orin bright daytime conditions; and(3) a wide beam fixture is required, the intensity in red light and beamspreads <strong>of</strong> stop bar lights shall be in accordance with the specifications<strong>of</strong> ICAO Annex, 14 Volume 1, Appendix 2, Figures 2-17 or 2-19, asappropriate.(k)The lighting circuit shall be designed so that:(1) stop bars located across entrance taxiways are selectively switchable;and(2) stop bars located across taxiways, used only as exit taxiways, areswitchable selectively or in groups; and(3) when a stop bar is illuminated, any taxiway centre line lights installedbeyond the stop bar shall be extinguished for a distance <strong>of</strong> at least 90m;and(4) stop bars shall be interlocked with the taxiway centre line lights so thatwhen the centre line lights beyond the stop bar are illuminated the stopbar is extinguished and vice versa.<strong>139</strong>.F.103 Road-holding position lights(a)(b)(c)A road-holding position light shall be provided at each road-holding positionserving a runway when it is intended that the runway will be used in runwayvisual range conditions less than a value <strong>of</strong> 550 m.A road-holding position light shall be located adjacent to the holding positionmarking 1.5 m (± 0.5 m) from one edge <strong>of</strong> the road, i.e. left or right asappropriate to the local traffic regulations.The road-holding position light shall comprise:(1) a red (stop)/green (go) traffic light controlled by air traffic services; and<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 102(2) a flashing-red light.(d)(e)(f)The road-holding position light beam shall be unidirectional and aligned so asto be visible to the driver <strong>of</strong> a vehicle approaching the holding position.The intensity <strong>of</strong> the light beam shall be adequate for the conditions <strong>of</strong> visibilityand ambient light in which the use <strong>of</strong> the holding position is intended, but shallnot dazzle the driver.The flash frequency <strong>of</strong> the flashing-red light shall be between 30 and 60 perminute.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 103Appendix G - MOVEMENT AREASSubpart A – Movement Areas - General<strong>139</strong>.G.01(a)(b)Condition <strong>of</strong> the movement area and related facilitiesInformation on the condition <strong>of</strong> the movement area and the operational status<strong>of</strong> related facilities shall be provided to the appropriate AIS units, and similarinformation <strong>of</strong> operational significance to the air traffic services units, toenable those units to provide the necessary information to arriving anddeparting aircraft. The information shall be kept up to date and changes inconditions reported without delay.The condition <strong>of</strong> the movement area and the operational status <strong>of</strong> relatedfacilities shall be monitored and reports on matters <strong>of</strong> operational significanceor affecting aircraft performance given, particularly in respect <strong>of</strong> the following:(1) construction or maintenance work; and(2) rough or broken surfaces on a runway, a taxiway or an apron; and(3) snow, slush or ice on a runway, a taxiway or an apron; and(4) water on a runway, a taxiway or an apron; and(5) anti-icing or de-icing liquid chemicals on a runway or a taxiway; and(6) other temporary hazards, including parked aircraft; and(7) failure or irregular operation <strong>of</strong> part or all <strong>of</strong> the aerodrome visual aids;and(8) failure <strong>of</strong> the normal or secondary power supply.(c)(d)Inspections <strong>of</strong> the movement area shall be carried out each day at least oncewhere the aerodrome reference code number is 1 or 2 and at least twicewhere the code number is 3 or 4.Whenever water is present on a runway, a description <strong>of</strong> the runway surfaceconditions on the centre half <strong>of</strong> the width <strong>of</strong> the runway, including the possibleassessment <strong>of</strong> water depth, where applicable, shall be made available usingthe following terms:(1) DAMP — the surface shows a change <strong>of</strong> colour due to moisture; and(2) WET — the surface is soaked but there is no standing water; and(3) WATER PATCHES — significant patches <strong>of</strong> standing water are visible;and(4) FLOODED — extensive standing water is visible.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 104(e)(f)(g)(h)(i)(j)Any portion <strong>of</strong> a runway shall be determined as being “slippery when wet”when the measurements show that the runway surface friction characteristics,as measured by a continuous friction measuring device, are below theminimum friction level detailed in ICAO Annex 14, Volume 1, Attachment A,Section 7.Information that a runway or any portion <strong>of</strong> it may be “slippery when wet”together with the minimum friction level for reporting slippery runwayconditions and the type <strong>of</strong> friction measuring device used shall be madeavailable.When it is suspected that a runway may become slippery under unusualconditions, then additional measurements shall be made, when suchconditions occur. When these additional measurements show that the runwayor any part <strong>of</strong> it has become slippery then that Information shall be madeavailable, also.Whenever a runway is affected by snow, slush or ice, and it has not beenpossible to clear the contaminant fully, the condition <strong>of</strong> the runway shall beassessed, and the friction coefficient measured.The readings <strong>of</strong> the friction-measuring device on snow, slush, or ice-coveredsurfaces shall adequately correlate with the readings <strong>of</strong> one other suchdevice.Whenever dry snow, wet snow or slush is present on a runway, anassessment <strong>of</strong> the mean depth over each third <strong>of</strong> the runway shall be made toan accuracy <strong>of</strong> approximately 2 cm for dry snow, 1cm for wet snow and0.3 cm for slush.<strong>139</strong>.G.03(a)(b)(c)(d)(e)(f)Holding baysHolding bay(s) shall be provided when the traffic density is medium or heavy.The distance between a holding bay and the centre line <strong>of</strong> a runway shall bein accordance with ICAO Annex 14, Volume 1, Table 3-2. Additionally, theholding aircraft or vehicle shall not interfere with the operation <strong>of</strong> radionavigation aids.If a holding bay for a precision approach runway code number 4, is at agreater elevation than the threshold, the distances <strong>of</strong> 90 m or 107.5 m, asappropriate, specified in ICAO Annex14, Volume 1,Table 3-2 shall be furtherincreased by 5 m for every metre the bay or position is higher than thethreshold.Taxiway edge lights shall be provided at the edges <strong>of</strong> a holding bay intendedfor use at night except that taxiway edge lights need not be provided where,considering the nature <strong>of</strong> the operations, adequate guidance can be achievedby surface illumination or other means.The lights shall be located as near as practicable to the edges <strong>of</strong> the holdingbay or outside the edges at a distance <strong>of</strong> not more than 3 m.Taxiway edge lights on a holding bay shall be spaced at uniform longitudinalintervals <strong>of</strong> not more than 60 m.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 105<strong>139</strong>.G.05Landing direction indicatorWhere provided, landing direction indicators shall be located in a conspicuous placeon the aerodrome.<strong>139</strong>.G.07(a)Wind direction indicatorsAn aerodrome shall be equipped with at least one wind direction indicator thatis visible from aircraft either in flight or on the movement area. The indicatorshall not be disturbed by turbulence from nearby objects.(b) All aerodromes certificated for night operations shall have at least oneilluminated wind indicator.(c)The wind direction indicator shall be in the form <strong>of</strong> a truncated cone made <strong>of</strong>fabric. The dimensions <strong>of</strong> the cone shall be not less than 3.6m in length witha diameter, at the larger end, <strong>of</strong> not less than 0.9m. It shall give a clearindication <strong>of</strong> the direction and a general indication <strong>of</strong> the surface wind speed.The colour(s) <strong>of</strong> the cone shall make it clearly visible and understandable froma height <strong>of</strong> at least 300m. Where practicable, a single colour, preferably, whiteor orange, shall be used. However, if a combination <strong>of</strong> two colours is requiredto give adequate conspicuity, then they shall, preferably, be orange and white,red and white, or black and white. These colours should be arranged in fivealternate bands, the first and last bands being the darker colour.<strong>139</strong>.G.09(a)(b)Ground servicing <strong>of</strong> aircraftFire extinguishing equipment suitable for at least initial intervention in theevent <strong>of</strong> a fuel fire and personnel trained in its use shall be readily availableduring the ground servicing <strong>of</strong> an aircraft, and there shall be a means <strong>of</strong>quickly summoning the rescue and fire fighting service in the event <strong>of</strong> a fire ormajor fuel spill.When aircraft refuelling operations take place while passengers areembarking, on board or disembarking, ground equipment shall be positionedso as to allow:(1) the use <strong>of</strong> a sufficient number <strong>of</strong> exits for expeditious evacuation; and(2) a ready escape route from each <strong>of</strong> the exits to be used in anemergency.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 106Subpart B – Pavement Areas<strong>139</strong>.G.21(a)(b)Pavements - generalThe surfaces <strong>of</strong> all movement areas including pavements (runways, taxiwaysand aprons) and adjacent areas shall be inspected and their conditionsmonitored regularly as part <strong>of</strong> an aerodrome preventive and correctivemaintenance programme with the objective <strong>of</strong> avoiding and eliminating anyloose objects or debris that might cause damage to aircraft , or impair theoperation <strong>of</strong> aircraft systems.The surface <strong>of</strong> a runway shall be maintained in a condition such as topreclude formation <strong>of</strong> harmful irregularities.<strong>139</strong>.G.23(a)(b)Strength <strong>of</strong> pavementsThe bearing strength <strong>of</strong> a pavement shall be determined.The bearing strength <strong>of</strong> a pavement intended for aircraft <strong>of</strong> apron (ramp) massgreater than 5,700 kg shall be made available using the aircraft classificationnumber - pavement classification number (ACN-PCN) method by reporting all<strong>of</strong> the following information:(1) the PCN; and(2) the pavement type for ACN-PCN determination; and(3) the subgrade strength category; and(4) the maximum allowable tyre pressure category or maximum allowabletyre pressure value; and(5) the evaluation method used.(c)(d)(e)(f)(g)The PCN reported shall indicate that an aircraft with an ACN equal to or lessthan the reported PCN can operate on the pavement subject to any limitationon the tyre pressure, or aircraft all-up mass for specified aircraft type(s).The ACN <strong>of</strong> an aircraft shall be determined in accordance with the standardprocedures associated with the ACN-PCN method.For the purposes <strong>of</strong> determining the ACN, the behaviour <strong>of</strong> a pavement shallbe classified as equivalent to a rigid or flexible construction.Information on pavement types for ACN-PCN determination, subgradestrength category, maximum allowable tyre pressure category and evaluationmethod shall be reported using the codes detailed in ICAO ICAO Annex 14,Volume 1, 2.6.6.Criteria shall be established to regulate the use <strong>of</strong> a pavement by an aircraftwith an ACN higher than the PCN reported for that pavement in accordancewith paragraph <strong>139</strong>.G.23(b) and <strong>139</strong>.G.23(c).<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 107(h)The bearing strength <strong>of</strong> a pavement intended for aircraft <strong>of</strong> apron (ramp) massequal to or less than 5,700 kg shall be made available by reporting thefollowing information:(1) Maximum allowable aircraft mass; and(2) Maximum allowable tyre pressure.<strong>139</strong>.G.25Runway pavement overlay projects(a) The following specifications are intended for runway pavement overlayprojects when the runway is to be returned to an operational status beforeoverlay <strong>of</strong> the entire runway is complete thus normally necessitating atemporary ramp between the new and old runway surfaces.(b)The longitudinal slope <strong>of</strong> the temporary ramp, measured with reference to theexisting runway surface or previous overlay course, shall be:(1) 0.5 to 1.0 per cent for overlays up to and including 5 cm in thickness;and(2) not more than 0.5 per cent for overlays more than 5cm in thickness.(c)(d)Overlaying shall proceed from one end <strong>of</strong> the runway toward the other end sothat based on runway utilisation most aircraft operations will experience adown ramp. The entire width <strong>of</strong> the runway should be overlaid during eachwork session.Before a runway being overlaid is returned to a temporary operational status,a runway centre line marking conforming to the specifications in Part <strong>139</strong> F.31shall be provided. Additionally, the location <strong>of</strong> any temporary threshold shallbe identified by a 3.6 m wide transverse stripe.<strong>139</strong>.G.27(a)(b)(c)Runway maintenanceIn addition to the requirements <strong>of</strong> paragraph <strong>139</strong>.G.01, measurements <strong>of</strong> thefriction characteristics <strong>of</strong> a runway surface shall be made periodically with acontinuous friction measuring device using self-wetting features.Corrective maintenance action shall be taken when the friction characteristicsfor either the entire runway or a portion there<strong>of</strong> are below a minimum frictionlevel specified ICAO Annex 14, Volume 1, Attachment A, Section 7.A portion <strong>of</strong> runway in the order <strong>of</strong> 100 m long may be considered significantfor maintenance or reporting action.(d) Corrective maintenance action should be considered when the frictioncharacteristics for either the entire runway or a portion there<strong>of</strong> are below amaintenance planning level specified by the State.(e)When there is reason to believe that the drainage characteristics <strong>of</strong> a runway,or portions there<strong>of</strong>, are poor due to slopes or depressions, then the runwayfriction characteristics should be assessed under natural or simulated<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 108conditions that are representative <strong>of</strong> local rain and corrective maintenanceaction should be taken as necessary.(f)The surface <strong>of</strong> a paved runway shall be maintained in a condition so as toprovide good friction characteristics and low rolling resistance. Snow, slush,ice, standing water, mud, dust, sand, oil, rubber deposits and othercontaminants shall be removed as rapidly and completely as possible tominimize accumulation.<strong>139</strong>.G.29Snow clearance(a) A taxiway should be kept clear <strong>of</strong> snow, slush, ice, etc., to the extentnecessary to enable aircraft to be taxied to and from an operational runway.(b)(c)Aprons should be kept clear <strong>of</strong> snow, slush, ice, etc., to the extent necessaryto enable aircraft to manoeuvre safely or, where appropriate, to be towed orpushed.Whenever the clearance <strong>of</strong> snow, slush, ice, etc., from the various parts <strong>of</strong> themovement area cannot be carried out simultaneously, the order <strong>of</strong> priorityshould be as follows but may be altered following consultation with theaerodrome users:1st — runway(s) in use; and2nd — taxiways serving runway(s) in use; and3rd — apron(s); and4th — holding bays; and5th — other areas.(d) Chemicals to remove or to prevent the formation <strong>of</strong> ice and frost onaerodrome pavements should be used when conditions indicate their usecould be effective. Caution should be exercised in the application <strong>of</strong> thechemicals so as not to create a more slippery condition. Chemicals whichmay have harmful effects on aircraft or pavements, or chemicals which mayhave toxic effects on the aerodrome environment, shall not be used.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 109Subpart C – Aprons<strong>139</strong>.G.41(a)Aprons - generalAprons, where necessary, shall be provided to permit the on- and <strong>of</strong>f-loading<strong>of</strong> passengers, cargo or mail and the servicing <strong>of</strong> aircraft without interferingwith aerodrome traffic.(b) Taxiway centre line markings shall be provided on aprons to providecontinuous guidance between the runway centre line and aircraft stands.(c)(d)(e)(f)(g)(h)(i)(j)(k)(l)Taxiway centre line lights shall be provided on an and apron intended for usein runway visual range conditions less than a value <strong>of</strong> 350 m in such amanner as to provide continuous guidance between the runway centre lineand aircraft stands. These lights need not be provided where the trafficdensity is light and taxiway edge lights and centre line marking provideadequate guidance.Taxiway centre line lights shall be provided on an apron in all visibilityconditions when it is part <strong>of</strong> an ASMGCS so as to provide continuousguidance between the runway centre line and aircraft stands.Taxiway edge lights shall be provided at the edges <strong>of</strong> an apron intended foruse at night except that taxiway edge lights need not be provided where,considering the nature <strong>of</strong> the operations, adequate guidance can be achievedby surface illumination or other means.The lights shall be located as near as practicable to the edges <strong>of</strong> the apron oroutside the edges at a distance <strong>of</strong> not more than 3 m.Taxiway edge lights on an apron shall be spaced at uniform longitudinalintervals <strong>of</strong> not more than 60 m.The total apron area shall be adequate to permit the expeditious handling <strong>of</strong>aerodrome traffic at its maximum anticipated density.Each part <strong>of</strong> an apron shall be capable <strong>of</strong> withstanding the planned traffictaking into account the fact that some portions <strong>of</strong> the apron will be subjectedto higher stresses than a runway, because <strong>of</strong> a higher density <strong>of</strong> traffic andslow moving or stationary aircraft,Slopes on an apron, including those on an aircraft stand taxi line, shall besufficient to prevent accumulation <strong>of</strong> water on the surface <strong>of</strong> the apron butshall be kept as level as drainage requirements permit.On an aircraft stand the maximum slope shall not exceed 1 per cent.An aircraft stand shall provide the following minimum clearances between anaircraft using the stand and any adjacent building, aircraft or other objects:<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 110Table <strong>139</strong>.G.01Code letterABCDEFClearance3 m3 m4.5 m7.5 m7.5 m7.5 mExceptionally, these clearances may be reduced at a nose-in aircraftstand, where the code letter is D, E or F:(1) Between the terminal, including any fixed passenger bridge, and thenose <strong>of</strong> an aircraft; and(2) Over any portion <strong>of</strong> the stand providing azimuth guidance by a visualdocking guidance system.(m) On aprons, consideration shall be given to the provision <strong>of</strong> service roads andmanoeuvring and storage area for ground equipment (see the ICAOAerodrome Design Manual, Part 2, for guidance on storage <strong>of</strong> groundequipment).(n)An isolated aircraft parking position shall be designated for the parking <strong>of</strong> anaircraft, which is known or believed to be the subject <strong>of</strong> unlawful interference,or for other reasons that needs it to be isolated from normal aerodromeactivities. Otherwise, the aerodrome control shall be advised <strong>of</strong> such an area.(o) The isolated aircraft parking position shall be located at the maximumdistance practicable, and in any case never less than 100m, from otheraircraft parking positions, buildings or public areas, etc. Care shall be takento ensure that the isolated position is not located over any essentialunderground utilities.<strong>139</strong>.G.43(a)Apron management serviceWhen required by the volume <strong>of</strong> traffic and operating conditions, anappropriate apron management service shall be provided on an apron by anaerodrome ATS unit or by another aerodrome operating authority, in order to:(1) prevent collisions between aircraft, and between aircraft and obstacles;and(2) manage the entry <strong>of</strong> aircraft into, and coordinate exit <strong>of</strong> aircraft from, theapron with the aerodrome control tower; and(3) ensure safe and expeditious movement <strong>of</strong> vehicles and appropriatemanagement <strong>of</strong> other activities.(b)When ATS does not participate in the apron management service, proceduresshall be established to facilitate the orderly transition <strong>of</strong> aircraft between theapron management unit and ATS.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 111(c)(d)(e)(f)An apron management service shall be provided with radiotelephonycommunications facilities.Where low visibility procedures are in effect, persons and vehicles operatingon an apron shall be restricted to the essential minimum.An emergency vehicle responding to an emergency shall be given priorityover all other surface movement traffic.A vehicle operating on an apron shall:(1) give way to an emergency vehicle; an aircraft taxiing, about to taxi, orbeing pushed or towed; and(2) give way to other vehicles in accordance with local regulations.(g)An aircraft stand shall be visually monitored to ensure that the recommendedclearance distances are provided to an aircraft using the stand.<strong>139</strong>.G.45(a)(b)(c)(d)Apron floodlightingApron floodlighting shall be provided on an apron, on a de/anti-icing facilityand on a designated isolated aircraft parking position intended to be used atnight.Apron floodlights shall be located so as to provide adequate illumination on allapron service areas, with a minimum <strong>of</strong> glare to pilots <strong>of</strong> aircraft in flight andon the ground, aerodrome and apron controllers, and personnel on the apron.The arrangement and aiming <strong>of</strong> floodlights shall be such that an aircraft standreceives light from two or more directions to minimize shadows.The spectral distribution <strong>of</strong> apron floodlights shall be such that the coloursused for aircraft marking connected with routine servicing, and for surface andobstacle marking, can be correctly identified.The average minimum illuminance for aircraft stands shall be:(1) horizontal illuminance — 20 lux with a uniformity ratio (average tominimum) <strong>of</strong> not more than 4 to 1; and(2) vertical illuminance — 20 lux at a height <strong>of</strong> 2m above the apron inrelevant directions.(e) For other apron areas, there shall be a minimum horizontal illuminance <strong>of</strong> 50per cent <strong>of</strong> the average illuminance on the aircraft stands with a uniformityratio (average to minimum) <strong>of</strong> not more than 4 to 1.<strong>139</strong>.G.47(a)Apron pre-flight altimeter check locationOne or more pre-flight altimeter check locations shall be established on theapron for an aerodrome.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 112(b)The elevation <strong>of</strong> a pre-flight altimeter check location shall be given as theaverage elevation, rounded to the nearest metre or foot, <strong>of</strong> the area on whichit is located. The elevation <strong>of</strong> any portion <strong>of</strong> a pre-flight altimeter checklocation shall be within 3 m (10ft) <strong>of</strong> the average elevation for that location.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 113Subpart D – Movement areas markings<strong>139</strong>.G.61Mandatory instruction marking(a) Where a mandatory instruction sign cannot be provided, a mandatoryinstruction marking shall be provided on the surface <strong>of</strong> the pavement.(b)Where operationally required, such as on taxiways wider than 60 m, or toassist in the prevention <strong>of</strong> runway incursions, a mandatory instruction signshall be supplemented by a pavement marking.(c) The mandatory instruction marking on taxiways, where the code letter is A, B,C, or D, shall be located across the taxiway equally placed about the taxiwaycenterline and on the holding side <strong>of</strong> the runway-holding position marking asshown in Annex 14 Vol 1 Figure 5-9 (a). The distance between the nearestedge <strong>of</strong> the marking and the runway holding position marking or the taxiwaycentre line marking shall be not less than 1 m.(d)(e)(f)(g)(h)(i)The mandatory instruction marking on taxiways, where the code letter is E orF, shall be located on both sides <strong>of</strong> the taxiway centre line marking and on theholding side <strong>of</strong> the runway-holding position marking as shown in Annex 14 Vol1 Figure 5-9 (b). The distance between the nearest edge <strong>of</strong> the marking andthe runway holding position marking or the taxiway centre line marking shallbe not less than 1 m.Except where operationally required, a mandatory instruction marking shallnot be located on a runway.A mandatory instruction marking shall consist <strong>of</strong> an inscription in white on ared background. Except for a “NO ENTRY” marking, the inscription shallprovide information identical to that <strong>of</strong> the associated mandatory instructionsign.A “NO ENTRY” marking shall consist <strong>of</strong> a white “NO ENTRY” inscription on ared background.Where there is an insufficient contrast between the marking and the pavementsurface, the mandatory instruction marking shall include an appropriateborder, preferably white or black.The inscriptions shall be in the form and proportions shown in ICAO Annex14, Volume 1, Appendix 3 with a character height <strong>of</strong> 4 m for inscriptions wherethe Code letter is C, D, E or F, and 2m where the Code letter is A or B. Thebackground shall be rectangular and extend at least 0.5m beyond theextremities <strong>of</strong> the inscription.<strong>139</strong>.G.63(a)(b)Information markingAn information marking shall be displayed on the surface <strong>of</strong> the pavementwhere an information sign is required but physically impossible to install.Where operationally required, an information sign shall be supplemented byan information marking.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 114(c)(d)(e)(f)An information (location/direction) marking shall be displayed prior to andfollowing complex taxiway intersections and where operational experiencehas indicated the addition <strong>of</strong> a taxiway location marking could assist flightcrew ground navigation.An information (location) marking shall be displayed on the pavement surfaceat regular intervals along taxiways <strong>of</strong> great length.The information marking shall be displayed across the surface <strong>of</strong> the taxiwayor apron where necessary and positioned so as to be legible from the cockpit<strong>of</strong> an approaching aircraft.An information marking shall consist <strong>of</strong>:(1) an inscription in yellow, when it replaces or supplements a location sign;and(2) an inscription in black, when it replaces or supplements a direction ordestination sign.(g)Where there is insufficient contrast between the marking and the pavementsurface, the marking shall include:(1) a black background where the inscriptions are in yellow; and(2) a yellow background where the inscriptions are in black.(h)The character height shall be 4 m and the inscriptions shall be in the form andproportions shown in ICAO Annex 14, Volume 1, Appendix.<strong>139</strong>.G.65(a)(b)VOR aerodrome check-point markingWhen a VOR check-point is established it shall be indicated by a VORaerodrome check-point marking and sign.A VOR aerodrome check-point marking shall:(1) be centred on the spot at which an aircraft is to be parked to receive thecorrect VOR signal; and(2) consist <strong>of</strong> a circle 6 m in diameter and have a line width <strong>of</strong> 15cm asshown in ICAO Annex 14, Volume 1, Figure 5-8 (A).(c)(d)A VOR aerodrome checkpoint marking shall preferably be white in colour butshall differ from the colour used for the taxiway markings. Markings may bebordered in black to provide contrast.When it is preferable for an aircraft to be aligned in a specific direction, a15 cm wide line shall be depicted through the centre <strong>of</strong> the circle marking andaligned on the desired azimuth. The line shall extend 6 m outside the circle inthe desired direction <strong>of</strong> heading terminating in an arrowhead as shown inICAO Annex 14, Vol. 1 Figure 5-8 (B).<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 115<strong>139</strong>.G.67<strong>Air</strong>craft stand markings(a) <strong>Aerodromes</strong> shall provide aircraft stand markings for designated parkingpositions on a paved apron and on a de-icing/anti-icing facility.(b)<strong>Air</strong>craft stand markings shall be yellow and shall be located to provide theclearances specified in ICAO Annex 14, Volume 1, 3.12.6, when the nosewheel follows the stand marking. <strong>Air</strong>craft stand markings shall be such that:(1) they include such elements as stand identification, lead-in line,alignment bar, stop line, leadout line, as required by the parkingconfiguration, and complement other parking aids; and(2) an aircraft stand identification (letter and/or number) is included at thelead in line a short distance after the beginning <strong>of</strong> the lead in line. Thesize <strong>of</strong> the identification shall be readable from the cockpit <strong>of</strong> any aircraftusing the stand; and(3) where two sets <strong>of</strong> aircraft stand markings are co-located, in order topermit more flexible use <strong>of</strong> the apron, the identification <strong>of</strong> the aircrafttype for which each individual set <strong>of</strong> markings is intended shall be addedto the marking, (for example, 2A-B747, 2B-F28); and(4) lead-in, turning and leadout lines shall normally be continuous in lengthand have a width <strong>of</strong> not less than 15cm. Where stand markings are colocatedthen the guide lines shall be continuous for the most demandingaircraft and broken for other aircraft; and(5) the curved portions <strong>of</strong> lead-in, turning and lead-out lines have radii forthe most demanding aircraft type using the stand; and(6) for unidirectional guidance lines, arrows pointing in the direction to befollowed shall be added to the lead-in and lead-out lines; and(7) a turn bar is located at right angles to the lead-in line, abeam the leftpilot position at the start <strong>of</strong> any intended turn. It shall have a length andwidth <strong>of</strong> at least 6m and 15cm, respectively, and include an arrowheadto indicate the direction <strong>of</strong> the turn; and(8) if more than one turn bar and/or stop line is required, they shall becoded; and(9) an alignment bar is placed to be coincident with the extended centre line<strong>of</strong> the aircraft in the specified parking position and be visible to the pilotduring the final part <strong>of</strong> the parking manoeuvre. It shall have a width <strong>of</strong> atleast 15 cm; and(10) a stop line is located at right angles to the alignment bar and abeam theleft pilot position at the point <strong>of</strong> stop. It shall have a length and width <strong>of</strong>at least 6m and 15cm, respectively.(c)The distances to be maintained between the stop line and the lead-in line mayvary according to different aircraft types and the pilot’s field <strong>of</strong> view.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 116<strong>139</strong>.G.69(a)(b)(c)(d)(e)Apron safety line markingsApron safety lines shall be <strong>of</strong> a conspicuous colour that shall contrast withthose used for aircraft stand markings.Apron safety lines shall be provided on the paved aprons <strong>of</strong> aerodromes asrequired by parking configurations and ground facilities to provide safeseparation from aircraft.Apron <strong>Safety</strong> lines shall be located to define the areas intended for use byground vehicles and other aircraft servicing equipment.Apron safety lines shall include such elements as wing tip clearance lines andservice road boundary lines.An apron safety line shall be continuous in length and at least 10cm wide.<strong>139</strong>.G.71Markings for the closure <strong>of</strong> runways and taxiwaysAn aerodrome operator shall ensure that:(a)(b)(c)(d)closed markings are displayed on any portion <strong>of</strong> a runway or taxiway, whichis permanently closed for the use <strong>of</strong> aircraft; andclosed markings are displayed on any portion <strong>of</strong> a temporary closed runwayor taxiway, except that such markings may be omitted when the closure is <strong>of</strong>short duration and adequate warning by air traffic services is provided; anda runway closed marking shall be placed at each end <strong>of</strong> the closed runwayarea. The maximum interval between any markings shall not exceed 300m;andon a taxiway, a closed marking shall be placed at each end <strong>of</strong> the closedtaxiway area; and(e) closed markings shall be be detailed in accordance with ICAO Annex 14,Volume 1, Chapter 7, Figure 7.1. Runway markings shall be white andtaxiway markings shall be yellow; and(f)(g)(h)all normal runway and taxiway markings shall be removed from any section <strong>of</strong>a permanently closed runway or taxiway; andlighting on a closed section <strong>of</strong> a runway or taxiway shall be operated formaintenance purposes only; andin addition to closed markings, when the closed portion <strong>of</strong> a runway or taxiwayis intercepted by another runway or taxiway which is used at night, lights shallbe placed across the entrance to the closed area.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 117Subpart E – Movement areas markers<strong>139</strong>.G.91Markers - generalMarkers shall be frangible. Those located near a runway or taxiway shall besufficiently low to preserve clearance for propellers and for the engine pods <strong>of</strong> jetaircraft.<strong>139</strong>.G.93Markers for unserviceable areasAn aerodrome operator shall ensure that:(a)(b)(c)(d)(e)(f)(g)markers are displayed wherever any portion <strong>of</strong> a taxiway, apron or holdingbay is unfit for the movement <strong>of</strong> aircraft but it is still possible for aircraft tobypass the area safely. On a movement area used at night, lights shall beused; andmarkers shall consist <strong>of</strong> conspicuous upstanding devices such as flags, conesor marker boards; andcones shall be at least 0.5 m in height and red, orange or yellow or any one <strong>of</strong>these colours in combination with white; andflag shall be at least 0.5 m square and red, orange or yellow or any one <strong>of</strong>these colours in combination with white; andmarker board shall be at least 0.5 m in height and 0.9 m in length, withalternate red and white or orange and white vertical stripes; andlights shall be steady red lights placed across the entrance to the closed areaat intervals not exceeding 3 m. The light shall have an intensity sufficient toensure conspicuity considering the intensity <strong>of</strong> the adjacent lights and thegeneral level <strong>of</strong> illumination against which it would normally be viewed. In nocase shall the intensity be less than 10 candela <strong>of</strong> red light; andmarkers and lights shall be placed at intervals sufficiently close so as todelineate the unserviceable area.<strong>139</strong>.G.95(a)(b)Boundary markersBoundary markers shall be provided at an aerodrome where the landing areahas no runway.Boundary markers shall be spaced along the boundary <strong>of</strong> the landing area atintervals <strong>of</strong> not more than 200 m, if the type shown in ICAO Annex 14,Volume 1, Figure 5-32 is used, or approximately 90 m, if the conical type isused with a marker at any corner.(c) Boundary markers shall be <strong>of</strong> a form similar to that shown in ICAO Annex 14,Volume 1 Figure 5-32, also, or in the form <strong>of</strong> a cone not less than 50 cm highand not less than 75 cm in diameter at the base. The markers shall becoloured to contrast with the background against which they will be seen. Asingle colour, orange or red, or two contrasting colours, orange and white or<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 118alternatively red and white, shall be used, except where such colours mergewith the background.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 119Subpart F – <strong>Air</strong>craft Stands<strong>139</strong>.G.111 Visual Guidance Docking Systems (VGDS) - General(a)(b)(c)A visual docking guidance system shall be provided when it is intended toindicate, by a visual aid, the precise positioning <strong>of</strong> an aircraft on an aircraftstand when other means are not practicable.The factors to be considered in evaluating the need for a visual dockingguidance system are: the number and type(s) <strong>of</strong> aircraft using the aircraftstand, weather conditions, space available on the apron and the precisionrequired for manoeuvring into the parking position.The system shall provide both azimuth and stopping guidance.(d) The azimuth guidance unit and the stopping position indicator shall beadequate for use in all weather, visibility, background lighting and pavementconditions for which the system is intended both by day and night, but shallnot dazzle the pilot.(e)(f)Care shall be taken in both the design and on-site installation <strong>of</strong> the system toensure that reflection <strong>of</strong> sunlight, or other light in the vicinity, does notdegrade the clarity and conspicuity <strong>of</strong> the visual cues provided by the systemThe azimuth guidance unit and the stopping position indicator shall be <strong>of</strong> adesign such that:(1) a clear indication <strong>of</strong> malfunction <strong>of</strong> either or both is available to the pilot;and(2) they can be turned <strong>of</strong>f.(g)(h)(i)(j)The azimuth guidance unit and the stopping position indicator shall be locatedin such a way that there is continuity <strong>of</strong> guidance between the aircraft standmarkings, the aircraft stand manoeuvring guidance lights, if present, and thevisual docking guidance system.The accuracy <strong>of</strong> the system shall be adequate for the type <strong>of</strong> loading bridgeand fixed aircraft servicing installations with which it is to be used.The system shall be usable by all types <strong>of</strong> aircraft for which the aircraft standis intended, preferably without selective operation.If selective operation is required to prepare the system for use by a particulartype <strong>of</strong> aircraft, then the system shall provide an identification <strong>of</strong> the selectedaircraft type to both the pilot and the system operator as a means <strong>of</strong> ensuringthat the system has been set properly.<strong>139</strong>.G.112 Visual Guidance Docking Systems (VGDS) – AzimuthGuidance Unit(a)The azimuth guidance unit shall be located on or close to the extension <strong>of</strong> thestand centre line ahead <strong>of</strong> the aircraft so that its signals are visible from thecockpit <strong>of</strong> an aircraft throughout the docking manoeuvre and shall be aligned<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 120for use at least by the pilot occupying the left seat and preferably by the pilotin the right seat, also.(b)(c)The azimuth guidance unit shall provide unambiguous left/right guidancewhich enables the pilot to acquire and maintain the lead-in line without overcontrolling.When azimuth guidance is indicated by colour change, green shall be used toidentify the centre line and red for deviations from the centre line.<strong>139</strong>.G.113 Visual Guidance Docking Systems (VGDS) - Stoppingposition indicator(a) The stopping position indicator shall be located in conjunction with, orsufficiently close to, the azimuth guidance unit so that a pilot can observe boththe azimuth and stop signals without turning the head.(b)(c)(d)(e)(f)The stopping position indicator shall be usable at least by the pilot occupyingthe left seat and preferably by the pilot in the right seat also.The stopping position information provided by the indicator for a particularaircraft type shall account for the anticipated range <strong>of</strong> variations in pilot eyeheight and/or viewing angle.The stopping position indicator shall show the stopping position for the aircraftfor which guidance is being provided, and shall provide closing rateinformation to enable the pilot to gradually decelerate the aircraft to a full stopat the intended stopping position.The stopping position indicator shall provide closing rate information over adistance <strong>of</strong> at least 10m.When stopping guidance is indicated by colour change, green shall be used toshow that the aircraft can proceed and red to show that the stop point hasbeen reached except that for a short distance prior to the stop point a thirdcolour may be used to warn that the stopping point is close.<strong>139</strong>.G.114 Advanced visual docking guidance system(a)(b)(c)Advanced visual docking guidance systems (A-VDGS) include those systemsthat, in addition to basic and passive azimuth and stop position information,provide pilots with active (usually sensor based) guidance information, suchas aircraft type indication, distance-to-go information and closing speed.Docking guidance information is usually provided on a single display unit. AnA-VDGS may provide docking guidance information in three stages: theacquisition <strong>of</strong> the aircraft by the system, the azimuth alignment <strong>of</strong> the aircraft,and the stopping position information.An A-VDGS shall be provided where it is operationally desirable to confirm thecorrect aircraft type for which guidance is being provided, and/or to indicatethe stand centre line in use, where more than one is provided for.The A-VDGS shall be suitable for use by all types <strong>of</strong> aircraft for which theaircraft stand is intended.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 121(d) The A-VDGS shall only be used in conditions in which its operationalperformance is specified.(e) The use <strong>of</strong> the A-VDGS in conditions such as weather, visibility, andbackground lighting both by day and night shall be specified.(f)(g)(h)(i)Both the design and on-site installation <strong>of</strong> the system shall ensure that glare,reflection <strong>of</strong> sunlight, or other light in the vicinity, does not degrade the clarityand conspicuity <strong>of</strong> the visual cues provided by the system.The docking guidance information provided by an A-VDGS shall not conflictwith that provided by a conventional visual docking guidance system on anaircraft stand if both types are provided and are in operational use. A method<strong>of</strong> indicating that the A-VDGS is not in operational use or unserviceable, shallbe provided.The A-VDGS shall be located such that unobstructed and unambiguousguidance is provided to the person responsible for, and persons assisting, thedocking <strong>of</strong> the aircraft throughout the docking manoeuvre.The A-VDGS shall provide, at minimum, the following guidance information atthe appropriate stage <strong>of</strong> the docking manoeuvre:(1) an emergency stop indication; and(2) the aircraft type and model for which the guidance is provided; and(3) an indication <strong>of</strong> the lateral displacement <strong>of</strong> the aircraft relative to thestand centre line; and(4) the direction <strong>of</strong> azimuth correction needed to correct a displacementfrom the stand centre line; and(5) an indication <strong>of</strong> the distance to the stop position; and(6) an indication when the aircraft has reached the correct stoppingposition; and(7) a warning indication if the aircraft goes beyond the appropriate stopposition.(j)(k)(l)The A-VDGS shall be capable <strong>of</strong> providing docking guidance information forall aircraft taxi speeds encountered during the docking manoeuvre.The time taken from the determination <strong>of</strong> the lateral displacement to itsdisplay shall not result in a deviation <strong>of</strong> the aircraft, when operated in normalconditions, from the stand centreline greater than 1m.The information on displacement <strong>of</strong> the aircraft relative to the stand centre lineand distance to the stopping position, when displayed, should be providedwith the accuracy specified in Table G-1.(m) Symbols and graphics used to depict guidance information shall be intuitivelyrepresentative <strong>of</strong> the type <strong>of</strong> information provided.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 122(n)(o)(p)(q)(r)(s)Information on the lateral displacement <strong>of</strong> the aircraft relative to the standcentre line shall be provided at least 25 m prior to the stop position.Continuous closure distance and closure rate shall be provided from at least15 m prior to the stop position.Where provided, closure distance displayed in numerals should be provided inmetre integers to the stop position and displayed to 1 decimal place at least3 m prior to the stop position.Throughout the docking manoeuvre, an appropriate means shall be providedon the AVDGS to indicate the need to bring the aircraft to an immediate halt.In such an event, which includes a failure <strong>of</strong> the A-VDGS, no other informationshall be displayed.Provision to initiate an immediate halt to the docking procedure shall be madeavailable to personnel responsible for the operational safety <strong>of</strong> the stand.The word “STOP” in red characters shall be displayed when an immediatecessation <strong>of</strong> the docking manoeuvre is required.Table G -.1 Recommended displacement accuracyGuidance max deviation max deviation max deviation max deviationinformation at stopat 9m from at 15m from at 25m fromposition stop position stop position stop position(stop area)Azimuth ±250 mm ±340 mm ±400 mm ±500 mmDistance ±500 mm ±1000 mm ±1300 mm Not specified<strong>139</strong>.G.115 <strong>Air</strong>craft stand manoeuvring guidance lights(a)(b)(c)(d)<strong>Air</strong>craft stand manoeuvring guidance lights shall be provided to facilitate thepositioning <strong>of</strong> an aircraft on an aircraft stand on a paved apron or on a de/antiicingfacility intended for use in poor visibility conditions, unless adequateguidance is provided by other means.<strong>Air</strong>craft stand manoeuvring guidance lights shall be collocated with the aircraftstand markings.<strong>Air</strong>craft stand manoeuvring guidance lights, other than those indicating a stopposition, shall be fixed yellow lights, visible throughout the segments withinwhich they are intended to provide guidance.The lights used to delineate lead-in, turning and lead-out lines shall be spacedat intervals <strong>of</strong> not more than 7.5 m on curves and 15 m on straight sections.(e) The lights indicating a stop position shall be fixed, unidirectional lightsshowing red.(f)The intensity <strong>of</strong> the lights shall be adequate for the condition <strong>of</strong> visibility andambient light in which the use <strong>of</strong> the aircraft stand is intended.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 123(g)The lighting circuit shall be designed so that the lights may be switched on toindicate that an aircraft stand is to be used and switched <strong>of</strong>f to indicate that itis not to be used.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 124Subpart G – Movement Areas Signs<strong>139</strong>.G.131 Signs - general(a)(b)(c)Signs shall be either fixed message signs or variable message signs.Signs shall be provided to convey a mandatory instruction, information on aspecific location or destination on a movement area or to provide otherinformation to meet the requirements detailed in this subpart.A variable message sign shall be provided where:(1) the instruction or information displayed on the sign is relevant onlyduring a certain period <strong>of</strong> time; and(2) there is a need for variable pre-determined information to be displayedon the sign to meet the requirements <strong>of</strong> the SMGCS detailed in <strong>OTAR</strong>Part <strong>139</strong> Appendix H.15.(d)Signs shall be frangible. Those located near a runway or taxiway shall besufficiently low to preserve clearance for propellers and the engine pods <strong>of</strong> jetaircraft. The installed height <strong>of</strong> the sign shall not exceed the dimensionshown in the appropriate column <strong>of</strong> ICAO Annex 14, Volume 1, Table 5-4.(e) Signs shall be rectangular, as shown in ICAO Annex 14, Volume 1, Chapter 5,Figures 5-27 and 5-28 with the longer side horizontal.(f)(g)The only signs on the movement area utilizing red shall be mandatoryinstruction signs.The inscriptions on a sign shall be in accordance with the provisions <strong>of</strong> ICAOAnnex 14, Volume 1, Appendix 4.(h) Signs shall be illuminated in accordance with ICAO Annex 14, Volume 1,Appendix 4 when intended for use:(1) in RVR conditions less than a value <strong>of</strong> 800m; and(2) at night in association with instrument runways; and(3) at night in association with non-instrument runways where the codenumber is 3 or 4.(i)(j)(k)Signs shall be retro-reflective and/or illuminated in accordance with theprovisions <strong>of</strong> ICAO Annex 14, Volume 1,Appendix 4 when intended for use atnight in association with non-instrument runways where the code number is 1or 2.A variable message sign shall be blank, when not in use.In case <strong>of</strong> failure, a variable message sign shall not provide information thatcould lead to unsafe action from a pilot or a vehicle driver.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 125(l)The time interval to change from one message to another on a variablemessage sign shall be as short as practicable and should not exceed 5seconds.<strong>139</strong>.G.133 Mandatory instruction signs(a)(b)(c)(d)(e)A mandatory instruction sign shall be provided to identify a location beyondwhich an aircraft taxiing or vehicle shall not proceed unless authorized by theaerodrome control tower.Mandatory instruction signs shall include runway designation signs, categoryI, II or III holding position signs, runway-holding position signs, road-holdingposition signs and “NO ENTRY“ signs.A “NO ENTRY“ sign shall be provided when entry into an area is prohibitedA mandatory instruction sign shall consist <strong>of</strong> an inscription in white on a redbackground. Where, owing to environmental or other factors, the conspicuity<strong>of</strong> the inscription on a mandatory instruction sign needs to be enhanced, theoutside edge <strong>of</strong> the white inscription shall be supplemented by a black outlinemeasuring 10 mm in width for runway code numbers 1 and 2, and 20 mm inwidth for runway code numbers 3 and 4.The inscription on a “NO ENTRY“ sign shall be in accordance with ICAOAnnex 14, Figure 5.28.(f) Where appropriate, the inscriptions/ symbol outlined in ICAO Annex 14,Volume 1, 5.4.2.17.shall be used.<strong>139</strong>.G.135 Information signs(a)(b)(c)(d)(e)(f)(g)An information sign shall be provided where there is an operational need toidentify by a sign, a specific location or routing information.Information signs shall include: direction signs, location signs, destinationsigns, runway exit signs, runway vacated signs and intersection take-<strong>of</strong>f signs.Where necessary, a destination sign shall be provided to indicate the directionto a specific destination on the aerodrome, such as cargo area, generalaviation, etc.A combined location and direction sign shall be provided when it is intendedto indicate routing information prior to a taxiway intersection.A direction sign shall be provided when there is an operational need to identifythe designation and direction <strong>of</strong> taxiways at an intersection.A location sign shall be provided at an intermediate holding position.A location sign shall be provided in conjunction with a runway designationsign except at a runway/runway intersection.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 126(h)(i)(j)(k)(l)(m)(n)(o)(p)(q)(r)(s)(t)(u)(v)A location sign shall be provided in conjunction with a direction sign, exceptthat it may be omitted where an aeronautical study indicates that it is notneeded.Where necessary, a location sign shall be provided to identify taxiways exitingan apron or taxiways beyond an intersection.Where a taxiway ends at an intersection such as a ‘‘T’’ and it is necessary toidentify this, a barricade, direction sign and/or other appropriate visual aidshall be used.Except as specified in ICAO Annex 14, Volume 1, Paragraphs 5.4.3.17 and25 information signs shall, wherever practicable, be located on the left-handside <strong>of</strong> the taxiway in accordance with the associated ICAO Annex 14,Volume 1, Table 5-4.At a taxiway intersection, information signs shall be located prior to theintersection and in line with the taxiway intersection marking. Where there isno taxiway intersection marking, the signs shall be installed at least 60m fromthe centre line <strong>of</strong> the intersecting taxiway where the code number is 3 or 4and at least 40 m where the code number is 1 or 2. A location sign installedbeyond a taxiway intersection may be installed on either side <strong>of</strong> a taxiway.A taxiway location sign installed in conjunction with a runway designation signshall be positioned outboard <strong>of</strong> the runway designation sign.A destination sign shall not normally be co-located with a location or directionsign.An information sign other than a location sign shall not be co-located with amandatory instruction sign.A direction sign, barricade and/or other appropriate visual aid used to identifya ‘‘T’’ intersection shall be located on the opposite side <strong>of</strong> the intersectionfacing the taxiway.An information sign other than a location sign shall consist <strong>of</strong> an inscription inblack on a yellow background.A location sign shall consist <strong>of</strong> an inscription in yellow on a black backgroundand where it is a stand-alone sign shall have a yellow border.The inscription on a destination sign shall comprise an alpha, alphanumericalor numerical message identifying the destination plus an arrow indicating thedirection to proceed as shown in ICAO Annex 14, Volume 1, Figure 5-28.The inscription on a direction sign shall comprise an alpha or alphanumericalmessage identifying the taxiway(s) plus an arrow or arrows appropriatelyoriented as shown in ICAO Annex 14, Volume 1, Figure 5-28.The inscription on a location sign shall comprise the designation <strong>of</strong> thelocation taxiway, runway or other pavement the aircraft is on or is enteringand shall not contain arrows.Where a location sign and direction signs are used in combination:<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 127(1) all direction signs related to left turns shall be placed on the left side <strong>of</strong>the location sign and all direction signs related to right turns shall beplaced on the right side <strong>of</strong> the location sign, except that where thejunction consists <strong>of</strong> one intersecting taxiway, the location sign mayalternatively be placed on the left hand side; and(2) the direction signs shall be placed such that the direction <strong>of</strong> the arrowscorresponds with the direction <strong>of</strong> the associated taxiway centreline; and(3) an appropriate direction sign shall be placed next to the location signwhere the direction <strong>of</strong> the location taxiway changes significantly beyondthe intersection; and(4) adjacent direction signs shall be delineated by a vertical black line asshown in ICAO Annex 14, Volume 1, Figure 5-28.(w)The use <strong>of</strong> numbers alone on the manoeuvring area shall be reserved for thedesignation <strong>of</strong> runways.<strong>139</strong>.G.137 VOR aerodrome check-point sign(a)(b)(c)(d)When a VOR aerodrome check-point is established, it shall be indicated by aVOR aerodrome check-point marking and sign as shown in ICAO Annex 14,Volume 1, Figure 5-8 for VOR aerodrome check-point marking.A VOR aerodrome check-point sign shall be located as near as possible tothe check-point and so that the inscriptions are visible from the cockpit <strong>of</strong> anaircraft properly positioned on the VOR aerodrome check-point marking.A VOR aerodrome check-point sign shall consist <strong>of</strong> an inscription in black ona yellow background.The inscriptions on a VOR check-point sign shall be in accordance with ICAOAnnex 14, Volume 1, 5.4.4.4.<strong>139</strong>.G.<strong>139</strong> Aerodrome identification sign(a)(b)(c)(d)An aerodrome identification sign shall be provided at an aerodrome wherethere is insufficient alternative means <strong>of</strong> visual identification.The aerodrome identification sign shall be placed on the aerodrome so as tobe legible, in so far as is practicable, at all angles above the horizontal.The aerodrome identification sign shall consist <strong>of</strong> the name <strong>of</strong> the aerodrome.The colour selected for the sign shall give adequate conspicuity when viewedagainst its background.(e) The characters shall have a height <strong>of</strong> not less than 3 m.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 128<strong>139</strong>.G.141 <strong>Air</strong>craft stand identification sign(a)(b)(c)An aircraft stand identification marking shall be supplemented with an aircraftstand identification sign where feasible.An aircraft stand identification sign shall be located so as to be clearly visiblefrom the cockpit <strong>of</strong> an aircraft prior to entering the aircraft stand.An aircraft stand identification sign shall consist <strong>of</strong> an inscription in black on ayellow background.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 129Subpart H – Aerodrome Vehicle Operations<strong>139</strong>.G.161 Aerodrome vehicle operations(a)(b)It is intended that roads located on the movement area be restricted to theexclusive use <strong>of</strong> aerodrome personnel and other authorized persons, and thataccess to the public buildings by an unauthorized person will not require use<strong>of</strong> such roads.A vehicle shall be operated:(1) on a manoeuvring area only as authorized by the aerodrome controltower; and(2) on an apron only as authorized by the appropriate designated authority;and(3) in accordance with ICAO, Annex 14, Volume I, Attachment A,Section 17.(c)The driver <strong>of</strong> a vehicle on the movement area shall comply with all mandatoryinstructions conveyed by markings and signs unless otherwise authorized by:(1) the aerodrome control tower when on the manoeuvring area; or(2) the appropriate designated authority when on the apron.(d)(e)The driver <strong>of</strong> a vehicle on the movement area shall comply with all mandatoryinstructions conveyed by lights.The driver <strong>of</strong> a vehicle on the movement area shall be appropriately trainedfor the tasks to be performed and shall comply with the instructions issued by:(1) the aerodrome control tower, when on the manoeuvring area; and(2) the appropriate designated authority, when on the apron.(f)The driver <strong>of</strong> a radio-equipped vehicle shall establish satisfactory two-wayradio communication with the aerodrome control tower before entering themanoeuvring area and with the appropriate designated authority beforeentering the apron. The driver shall maintain a continuous listening watch onthe assigned frequency when on the movement area.<strong>139</strong>.G.163 Emergency access roads(a)Emergency access roads shall be provided on an aerodrome, where terrainconditions permit their construction, to facilitate RFFS minimum responsetimes. Particular attention shall be given for the provision <strong>of</strong> ready access toapproach areas up to 1,000 m from the runway thresholds, or at least withinthe aerodrome boundary. Where a security fence is installed, the need forconvenient access to outside areas shall be considered.(b) Emergency access roads shall be capable <strong>of</strong> supporting the heaviestvehicles, which will use them, and be usable in all weather conditions. Roads<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 130within 90 m <strong>of</strong> a runway shall be surfaced to prevent surface erosion and thetransfer <strong>of</strong> debris onto the runway. Also, sufficient vertical clearance shall beprovided for the largest vehicles from overhead obstructions.(c)When the surface <strong>of</strong> the road is indistinguishable from the surrounding area,or in areas where snow may obscure the location <strong>of</strong> the roads, edge markersshall be placed at intervals <strong>of</strong> about 10m.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 131Appendix H - TECHNICAL EQUIPMENT (INCLUDINGEMERGENCY EQUIPMENT) INSTALLATIONS ANDMAINTENANCESubpart A – TECHNICAL INSTALLATIONS<strong>139</strong>.H.01(a)Secondary power supply - generalA secondary power supply shall be provided, capable <strong>of</strong> supplying the powerrequirements <strong>of</strong> at least the aerodrome facilities listed below:(1) the signalling lamp and the minimum lighting necessary to enable airtraffic services personnel to carry out their duties; and(2) all obstacle lights which, in the opinion <strong>of</strong> the Governor, are essential toensure the safe operation <strong>of</strong> aircraft; and(3) approach, runway and taxiway lighting as specified in paragraph<strong>139</strong>.H.03; and(4) meteorological equipment; and(5) essential security lighting, if provided in accordance with paragraph<strong>139</strong>.H.11; and(6) essential equipment and facilities for the aerodrome respondingemergency agencies; and(7) floodlighting on a designated isolated aircraft parking position if providedin accordance with ICAO, Annex 14, Volume I, paragraph 5.3.21.1.(b)(c)(d)(e)Specifications for a secondary power supply for radio navigation aids andground elements <strong>of</strong> communications systems are given in ICAO, Annex 10,Volume I, Part I, Chapter 2.Electrical power supply connections to those facilities for which secondarypower is required shall be so arranged that the facilities are automaticallyconnected to the secondary power supply when the normal source <strong>of</strong> powerfails.The time interval between failure <strong>of</strong> the normal source <strong>of</strong> power and thecomplete restoration <strong>of</strong> the services required by paragraph <strong>139</strong>.H.01(a) shallbe as short as practicable and shall not exceed two minutes, except that forvisual aids associated with non-precision, precision approach or take-<strong>of</strong>frunways where the requirements <strong>of</strong> ICAO, Annex 14, Volume I, Table 8-1 formaximum switch-over times shall apply.Any secondary power supply installed after 4 November 1999, for facilitieswhich require secondary power shall be capable <strong>of</strong> meeting the requirements<strong>of</strong> ICAO, Annex 14, Volume I, Table 8-1.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 132(f)Requirements for a secondary power supply shall be met by:(1) an independent public power, which is a source <strong>of</strong> power supplying theaerodrome service from a substation other than the normal substationthrough a transmission line following a route different from the normalpower supply route and such that the possibility <strong>of</strong> a simultaneousfailure <strong>of</strong> the normal and independent public power supplies is extremelyremote; or(2) standby power unit(s), which are engine generators, batteries, etc., fromwhich electric power can be obtained.<strong>139</strong>.H.03(a)(b)(c)(d)Secondary power supplies for visual aidsAt an aerodrome where the primary runway is a non-instrument runway, asecondary power supply capable <strong>of</strong> meeting the requirements <strong>of</strong> paragraph<strong>139</strong>.H.01(d) shall be provided, except that a secondary power supply forvisual aids need not be provided when an emergency lighting system inaccordance with the specification <strong>of</strong> ICAO, Annex 14, Volume I, 5.3.2 isprovided and capable <strong>of</strong> being deployed in 15 minutes.At an aerodrome where the primary runway is a non-precision approachrunway, a secondary power supply capable <strong>of</strong> meeting the requirements <strong>of</strong>ICAO, Annex 14, Volume I, Table 8-1 shall be provided except that asecondary power supply for visual aids need not be provided for more thanone non-precision approach runway.For a precision approach runway, a secondary power supply capable <strong>of</strong>meeting the requirements <strong>of</strong> ICAO, Annex 14, Volume I, Table 8-1 for theappropriate category <strong>of</strong> precision approach runway shall be provided.Electrical power supply connections shall be so arranged that the facilities areautomatically connected to the secondary power supply when the normalpower source fails.For a runway in RVR conditions less than a value <strong>of</strong> 800m, a secondarypower supply capable <strong>of</strong> meeting the relevant requirements <strong>of</strong> ICAO, Annex14, Volume I, Table 8-1 shall be provided.<strong>139</strong>.H.05(a)(b)(c)Electrical systemsFor a runway in RVR conditions less than 550m, the electrical systems for thepower supply, lighting and control <strong>of</strong> the lighting systems included in ICAO,Annex 14, Volume I, Table 8-1 shall be so designed that an equipment failurewill not leave the pilot with inadequate visual guidance or misleadinginformation.Where the secondary power supply <strong>of</strong> an aerodrome is provided by the use <strong>of</strong>duplicate feeders, such supplies shall be physically and electrically separateso as to ensure the required level <strong>of</strong> availability and independence.Where a runway forming part <strong>of</strong> a standard taxi-route is provided with runwaylighting and taxiway lighting, the lighting systems shall be interlocked toprevent the possibility <strong>of</strong> simultaneous operation <strong>of</strong> both forms <strong>of</strong> lighting.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 133<strong>139</strong>.H.07(a)(b)(c)(d)Monitoring visual aidsA system <strong>of</strong> monitoring visual aids shall be employed to ensure lightingsystem integrity.Where lighting systems are used for aircraft control purposes, they shall bemonitored automatically to provide an immediate indication <strong>of</strong> any fault whichmay affect the control functions. This information shall be automaticallyrelayed to the ATS unit.For a runway in RVR conditions less than 550m, the lighting systems detailedin ICAO, Annex 14, Volume I, Table 8-1 shall be monitored to provide animmediate indication when the serviceability level <strong>of</strong> any element falls belowthe minimum serviceability level specified in paragraph <strong>139</strong>.H.31. Thisinformation shall be relayed immediately to the maintenance crew.For a runway in RVR conditions less than 550m, the lighting systems detailedin ICAO, Annex 14, Volume I, Table 8-1 shall be monitored automatically toprovide an immediate indication when the serviceability level <strong>of</strong> any elementfalls below the minimum level specified by the Governor below whichoperations shall cease. This information shall be automatically relayed to theATS unit and displayed in a prominent position.<strong>139</strong>.H.09(a)(b)Signalling lampA signalling lamp shall be provided in the aerodrome control tower <strong>of</strong> acertificated aerodrome.A signalling lamp shall be capable <strong>of</strong>:(1) being aimed manually at any target; and(2) giving a signal in the individual colours <strong>of</strong> red, green and white; and(3) transmitting a message in any one <strong>of</strong> the three colours by morse codeup to a speed <strong>of</strong> at least four words per minute; and(4) meeting the restricted boundary <strong>of</strong> green colour as specified in ICAOAnnex 14, Volume 1, Appendix 1, 2.1.2;(c)The beam spread shall be not less than 1° nor greater than 3°, with negligiblelight beyond 3°. During daytime the intensity <strong>of</strong> the coloured light shall be notless than 6,000 candela.<strong>139</strong>.H.11(a)Security fencing and barriersA fence or other suitable barrier shall be provided on an aerodrome to preventthe entrance to the movement area <strong>of</strong> animals large enough to be a hazard toaircraft. This is intended to include the obstruction <strong>of</strong> sewers, ducts, tunnels,etc., where necessary to prevent access.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 134(b)(c)A fence or other suitable barrier shall be provided on an aerodrome to deterthe access <strong>of</strong> an unauthorized person on to a non-public area <strong>of</strong> theaerodrome.Special measures shall be required to prevent the access <strong>of</strong> an unauthorizedperson to runways or taxiways which cross over public roads.(d) Suitable means <strong>of</strong> protection shall be provided to deter the access <strong>of</strong>unauthorized persons into ground installations and facilities essential for thesafety <strong>of</strong> civil aviation located <strong>of</strong>f the aerodrome.(e)(f)(g)The fence or barrier shall be located so as to separate the movement areaand other facilities or zones on the aerodrome vital to the safe operation <strong>of</strong>aircraft from areas open to public access.When greater security is required, a cleared area shall be provided on bothsides <strong>of</strong> the fence or barrier to facilitate patrols and to make trespassing moredifficult. Consideration shall be given to the provision <strong>of</strong> a perimeter roadinside the aerodrome fencing for the use <strong>of</strong> both maintenance personnel andsecurity patrols.Where necessary, a fence or other barrier provided for the protection <strong>of</strong>international civil aviation and its facilities shall be illuminated at a minimumessential level. Consideration shall be given to locating lights so that theground area on both sides <strong>of</strong> the fence or barrier, particularly at access points,is illuminated.(h) International civil aviation security measures shall be integrated into thedesign and construction <strong>of</strong> new facilities and alterations to existing facilities atan aerodrome.<strong>139</strong>.H.13(a)(b)(c)Siting and construction <strong>of</strong> equipment and installations onoperational areasThe requirements for obstacle limitation surfaces are specified in <strong>OTAR</strong> Part<strong>139</strong>, Appendix C.The design <strong>of</strong> light fixtures and their supporting structures, light units <strong>of</strong> visualapproach slope indicators, signs, and markers, is specified in <strong>OTAR</strong> Part <strong>139</strong>Appendices E.33, G.91 and G.131 respectively.Unless its function requires it to be there for air navigation purposes, noequipment or installation shall be located:(1) on a runway strip, a runway end safety area, a taxiway strip or within thedistances specified in ICAO, Annex 14, Volume I, Table 3-1, column 11,if it would endanger an aircraft; or(2) on a clearway if it would endanger an aircraft in the air.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 135(d)Any equipment or installation required for air navigation purposes which mustbe located:(1) on that portion <strong>of</strong> a runway strip within:(i)(ii)75 m <strong>of</strong> the runway centre line where he code number is 3 or 4; or45 m <strong>of</strong> the runway centre line where the code number is 1 or 2; or(2) on a runway end safety area, a taxiway strip or within the distancesspecified in ICAO, Annex 14, Volume I, Table 3-1; or(3) on a clearway and would endanger an aircraft in the air; and(4) shall be frangible with its height kept as low as possible.(e)(f)Any equipment or installation required for air navigation purposes which mustbe located on the non-graded portion <strong>of</strong> a runway strip shall be regarded asan obstacle and shall be frangible and mounted as low as possible.Unless its function requires it to be there for air navigation purposes, noequipment or installation shall be located within 240 m from the end <strong>of</strong> thestrip and within:(1) 60 m <strong>of</strong> the extended centre line where the code number is 3 or 4; or(2) 45 m <strong>of</strong> the extended centre line where the code number is 1 or 2; andfor a precision approach runway category I, II or III.(g)Any equipment or installation required for air navigation purposes which mustbe located on or near a strip <strong>of</strong> a precision approach runway category I, II orIII and which:(1) is situated on that portion <strong>of</strong> the strip within 77.5 m <strong>of</strong> the runway centreline where the code number is 4 and the code letter is F; or(2) is situated within 240 m from the end <strong>of</strong> the strip and within;(i)(ii)60 m <strong>of</strong> the extended runway centre line where the code numberis 3 or 4; or45 m <strong>of</strong> the extended runway centre line where the code numberis 1 or 2.(3) penetrates the inner approach surface, the inner transitional surface orthe baulked landing surface; and(4) shall be frangible and its height kept as low as possible.(h)Any equipment or installation required for air navigation purposes that is anobstacle <strong>of</strong> operational significance in accordance with <strong>OTAR</strong> Part <strong>139</strong>Appendix C Subpart A shall be frangible and mounted as low as possible.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 136<strong>139</strong>.H.15 Surface Movement Guidance and Control Systems(SMGCS)(a)(b)A SMGCS shall be provided at an aerodrome.The design <strong>of</strong> a SMGCS shall take into account:(1) the density <strong>of</strong> air traffic; and(2) the visibility conditions under which operations are intended; and(3) the need for pilot orientation; and(4) the complexity <strong>of</strong> the aerodrome layout; and(5) movements <strong>of</strong> vehicles.(c)The visual aid components <strong>of</strong> a SMGCS i.e. markings, lights and signs shallbe designed to conform with the relevant specifications ICAO Annex 14,Volume I, 8.9.3.(d) A SMGCS shall be designed to assist in the prevention <strong>of</strong> inadvertentincursions <strong>of</strong> aircraft and vehicles onto an active runway.(e)(f)The system shall be designed to assist in the prevention <strong>of</strong> collisions betweenaircraft, and between aircraft and vehicles or objects, on any part <strong>of</strong> themovement area.Where a SMGCS is provided by selective switching <strong>of</strong> stop bars and taxiwaycentre line lights, the following requirements shall be met:(1) taxiway routes which are indicated by illuminated taxiway centre linelights shall be capable <strong>of</strong> being terminated by an illuminated stop bar;and(2) the control circuits shall be so arranged that when a stop bar locatedahead <strong>of</strong> an aircraft is illuminated the appropriate section <strong>of</strong> taxiwaycentre line lights beyond it is suppressed; and(3) the taxiway centre line lights are activated ahead <strong>of</strong> an aircraft when thestop bar is switched <strong>of</strong>f.(g)Surface movement radar for the manoeuvring area shall be provided at anaerodrome intended for use in RVR conditions less <strong>of</strong> 350m and when trafficdensity and operating conditions are such that regularity <strong>of</strong> traffic flow cannotbe maintained by alternative procedures and facilities.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 137Subpart B – MAINTENANCE OF VISUAL AIDS<strong>139</strong>.H.31(a)(b)(c)(d)Visual aidsThe following specifications define the maintenance performance levelobjectives. They are not intended to define if the lighting system isoperationally out <strong>of</strong> service.A light shall be considered to be unserviceable when the main beam averageintensity is less than 50 per cent <strong>of</strong> the value specified in ICAO Annex 14,Volume I, Appendix 2. For light units where the designed main beam averageintensity is above the value shown in ICAO Annex 14, Volume I, Appendix 2,the 50 per cent value shall be related to that design value.A system <strong>of</strong> preventive maintenance <strong>of</strong> visual aids shall be employed toensure lighting and marking system reliability.The system <strong>of</strong> preventive maintenance employed for a precision approachrunway category II or III shall include the following checks:(1) visual inspection and in-field measurement <strong>of</strong> the intensity, beam spreadand orientation <strong>of</strong> lights included in the approach and runway lightingsystems; and(2) control and measurement <strong>of</strong> the electrical characteristics <strong>of</strong> all circuitryincluded in the approach and runway lighting systems; and(3) control <strong>of</strong> the correct functioning <strong>of</strong> light intensity settings used by ATS.(e) In-field measurement <strong>of</strong> intensity, beam spread and orientation <strong>of</strong> lightsincluded in approach and runway lighting systems for a precision approachrunway category II or III shall be undertaken by measuring all lights, as far aspracticable, to ensure conformance with ICAO Annex 14, Volume I, Appendix2.(f)(g)(h)Measurement <strong>of</strong> intensity, beam spread and orientation <strong>of</strong> lights included inapproach and runway lighting systems for a precision approach runwaycategory II or III shall be undertaken using a mobile measuring unit <strong>of</strong>sufficient accuracy to analyze the characteristics <strong>of</strong> the individual lights.The frequency <strong>of</strong> measurement <strong>of</strong> lights for a precision approach runwaycategory II or III shall be based on traffic density, the local pollution level, thereliability <strong>of</strong> the installed lighting equipment and the continuous assessment <strong>of</strong>the results <strong>of</strong> the in-field measurements but in any event shall not be less thantwice a year for in-pavement lights and not less than once a year for otherlights.The system <strong>of</strong> preventive maintenance employed for a precision approachrunway category II or III shall have as its objective that, during any period <strong>of</strong>category II or III operations, all approach and runway lights are serviceable,and that in any event at least:(1) 95 per cent <strong>of</strong> the lights are serviceable in each <strong>of</strong> the followingparticular significant elements:<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 138(i)(ii)(iii)(iv)precision approach category II and III lighting system, the inner450m; andrunway centre line lights; andrunway threshold lights; andrunway edge lights.(2) 90 per cent <strong>of</strong> the lights are serviceable in the touchdown zone lights;and(3) 85 per cent <strong>of</strong> the lights are serviceable in the approach lighting systembeyond 450 m; and(4) 75 per cent <strong>of</strong> the lights are serviceable in the runway end lights.(i)(j)In order to provide continuity <strong>of</strong> guidance, the allowable percentage <strong>of</strong>unserviceable lights shall not be permitted to alter the basic pattern <strong>of</strong> thelighting system. Additionally, an unserviceable light shall not be permittedadjacent to another unserviceable light, except in a barrette or a crossbarwhere two adjacent unserviceable lights may be permitted.With respect to barrettes, crossbars and runway edge lights, lights areconsidered to be adjacent if located consecutively and:(1) laterally: in the same barrette or crossbar; or(2) longitudinally: in the same row <strong>of</strong> edge lights or barrettes.(k)The system <strong>of</strong> preventive maintenance employed for a stop bar provided at arunway-holding position used in RVR conditions less than 350m shall havethe following objectives:(1) no more than two lights unserviceable; and(2) two adjacent lights unserviceable unless the light spacing is significantlyless than that specified.(l)The system <strong>of</strong> preventive maintenance employed for a taxiway intended foruse in RVR conditions less than 350m shall not have two adjacent taxiwaycentre line lights unserviceable.(m) The system <strong>of</strong> preventive maintenance employed for a precision approachrunway category I shall aim to have, during any period <strong>of</strong> category Ioperations, all approach and runway lights serviceable, but in any event atleast 85 per cent <strong>of</strong> the lights shall be serviceable in each <strong>of</strong> the following:(1) precision approach category I lighting system; and(2) runway threshold lights; and(3) runway edge lights; and(4) runway end lights.(n)In order to provide continuity <strong>of</strong> guidance an unserviceable light shall not bepermitted adjacent to another unserviceable light unless the light spacing issignificantly less than that specified.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> <strong>139</strong>(o) The system <strong>of</strong> preventive maintenance employed for a runway in RVRconditions less than <strong>of</strong> 550m shall aim to have, during any period <strong>of</strong>operations, all runway lights serviceable and that in any event:(1) at least 95 per cent <strong>of</strong> the lights are serviceable in the runway centreline lights (where provided) and in the runway edge lights; and(2) at least 75 per cent <strong>of</strong> the lights are serviceable in the runway end lights.(p)In order to provide continuity <strong>of</strong> guidance an unserviceable light shall not bepermitted adjacent to another unserviceable light.(q) The system <strong>of</strong> preventive maintenance employed for a runway in RVRconditions <strong>of</strong> 550m or greater shall have as its objective that, during anyperiod <strong>of</strong> operations, all runway lights are serviceable and that, in any event,at least 85 per cent <strong>of</strong> the lights are serviceable in the runway edge lights andrunway end lights. In order to provide continuity <strong>of</strong> guidance, an unserviceablelight shall not be permitted adjacent to another unserviceable light.(r)When low visibility procedures are in force, construction or maintenanceactivities in the proximity <strong>of</strong> aerodrome electrical systems shall be restricted.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 140Appendix I - HELIPORTSSubpart A - Heliports General<strong>139</strong>.I.01 DefinitionsAmidships means in or toward the part <strong>of</strong> a ship midway between bow and stern.Athwartships means perpendicular to the fore-and-aft centreline <strong>of</strong> a ship;sideways.<strong>139</strong>.I.03 Aeronautical data(a)(b)Determination and reporting <strong>of</strong> heliport related aeronautical data shall be inaccordance with the accuracy and integrity requirements set out in ICAOAnnex 14, Volume II, Appendix I, Tables 1 to 5, whilst taking into account theestablished quality system procedures. Accuracy requirements foraeronautical data are based upon a 95 per cent confidence level and in thatrespect, three types <strong>of</strong> positional data shall be identified: surveyed points (e.g.Final Approach and Take-Off (FATO) threshold), calculated points(mathematical calculations from the known surveyed points <strong>of</strong> points in space,fixes) and declared points (e.g. flight information region boundary points).Contracting States shall ensure that integrity <strong>of</strong> aeronautical data ismaintained throughout the data process from survey/origin to the nextintended user. Aeronautical data integrity requirements shall be based uponthe potential risk resulting from the corruption <strong>of</strong> data and upon the use towhich the data item is put. Consequently, the following classification and dataintegrity level shall apply:(1) critical data, integrity level 1 x 10 -8 there is a high probability whenusing corrupted critical data that the continued safe flight and landing <strong>of</strong>an aircraft would be severely at risk with the potential for catastrophe;and(2) essential data, integrity level 1 x 10 -5 there is a low probability whenusing corrupted essential data that the continued safe flight and landing<strong>of</strong> an aircraft would be severely at risk with the potential for catastrophe;and(3) routine data, integrity level 1 x 10 -3 there is a very low probabilitywhen using corrupted routine data that the continued safe flight andlanding <strong>of</strong> an aircraft would be severely at risk with the potential forcatastrophe.(c)Protection <strong>of</strong> electronic aeronautical data while stored or in transit shall betotally monitored by the cyclic redundancy check (CRC). To achieveprotection <strong>of</strong> the integrity level <strong>of</strong> critical and essential aeronautical dataclassified in paragraph <strong>139</strong>.I.03(b), a 32 or 24 bit CRC algorithm shall applyrespectively.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 141(d)To achieve protection <strong>of</strong> the integrity level <strong>of</strong> routine aeronautical data asclassified in paragraph <strong>139</strong>.I.03(b) above, a 16 bit CRC algorithm shall apply.(e) Geographical coordinates indicating latitude and longitude shall bedetermined and reported to the aeronautical information services authority interms <strong>of</strong> the World Geodetic System — 1984 (WGS-84) geodetic referencedatum, identifying those geographical coordinates which have beentransformed into WGS-84 coordinates by mathematical means and whoseaccuracy <strong>of</strong> original field work does not meet the requirements in ICAO Annex14, Volume II, Appendix 1, Table 1.(f)(g)The order <strong>of</strong> accuracy <strong>of</strong> the field work shall be such that the resultingoperational navigation data for the phases <strong>of</strong> flight will be within the maximumdeviations, with respect to an appropriate reference frame, as indicated intables contained in ICAO Annex 14, Volume II, Appendix 1.In addition to the elevation (referenced to mean sea level) <strong>of</strong> the specificsurveyed ground positions at heliports, geoid undulation (referenced to theWGS-84 ellipsoid) for those positions as indicated in ICAO Annex 14, VolumeII, Appendix 1, shall be determined and reported to the aeronauticalinformation services authority.<strong>139</strong>.I.05 Heliport reference point(a)(b)(c)(d)A heliport reference point shall be established for a heliport not co-locatedwith an aerodrome.When the heliport is co-located with an aerodrome, the establishedaerodrome reference point serves both aerodrome and heliport.The heliport reference point shall be located near the initial or plannedgeometric centre <strong>of</strong> the heliport and shall normally remain where firstestablished.The position <strong>of</strong> the heliport reference point shall be measured and reported tothe AIS authority in degrees, minutes and seconds.<strong>139</strong>.I.07 Heliport elevation(a)The heliport elevation and geoid undulation at the heliport elevation positionshall be measured and reported to the aeronautical information servicesauthority to the accuracy <strong>of</strong> one-half metre or foot.(b) For a heliport used by international civil aviation, the elevation <strong>of</strong> thetouchdown and lift-<strong>of</strong>f area and/or the elevation and geoid undulation <strong>of</strong> eachthreshold <strong>of</strong> the final approach and take-<strong>of</strong>f area (where appropriate) shall bemeasured and reported to the aeronautical information services authority tothe accuracy <strong>of</strong>:(1) one-half metre or foot for non-precision approaches; and(2) one-quarter metre or foot for precision approaches.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 142<strong>139</strong>.I.09 Heliport dimensions and related information(a)The following data shall be measured or described, as appropriate, for eachfacility provided on a heliport:(1) heliport type - surface-level, elevated or helideck; and(2) touchdown and lift-<strong>of</strong>f area (TLOF) — dimensions to the nearest metreor foot, slope, surface type, bearing strength in tonnes (1,000 kg); and(3) FATO — type <strong>of</strong> FATO, true bearing to one-hundredth <strong>of</strong> a degree,designation number (where appropriate), length, width to the nearestmetre or foot, slope, surface type; and(4) safety area — length, width and surface type; and(5) helicopter ground taxiway, air taxiway and air transit route —designation, width, surface type; and(6) apron — surface type, helicopter stands; and(7) clearway — length, ground pr<strong>of</strong>ile; and(8) visual aids for approach procedures, marking and lighting <strong>of</strong> FATO,TLOF, taxiways and aprons; and(9) distances to the nearest metre or foot <strong>of</strong> localizer and glide pathelements comprising an instrument landing system (ILS) or azimuth andelevation antenna <strong>of</strong> microwave landing system (MLS) in relation to theassociated TLOF or FATO extremities.(b)(c)(d)(e)The geographical coordinates <strong>of</strong> the geometric centre <strong>of</strong> the touchdown andlift-<strong>of</strong>f area and/or <strong>of</strong> each threshold <strong>of</strong> the final approach and take-<strong>of</strong>f area(where appropriate) shall be measured and reported to the AIS authority indegrees, minutes, seconds and hundredths <strong>of</strong> seconds.The geographical coordinates <strong>of</strong> appropriate centre line points <strong>of</strong> helicopterground taxiways, air taxiways and air transit routes shall be measured andreported to the AIS authority in degrees, minutes, seconds and hundredths <strong>of</strong>seconds.The geographical coordinates <strong>of</strong> each helicopter stand shall be measured andreported to the AIS authority in degrees, minutes, seconds and hundredths <strong>of</strong>seconds.The geographical coordinates <strong>of</strong> significant obstacles on and in the vicinity <strong>of</strong>a heliport shall be measured and reported to the aeronautical informationservices authority in degrees, minutes, seconds and tenths <strong>of</strong> seconds. Inaddition, the top elevation rounded up to the nearest metre or foot, type,marking and lighting (if any) <strong>of</strong> the significant obstacles shall be reported tothe AIS authority.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 143<strong>139</strong>.I.11 Declared distancesThe following distances to the nearest metre or foot shall be declared, whererelevant, for a heliport:(a)(b)(c)take-<strong>of</strong>f distance available; andrejected take-<strong>of</strong>f distance available; andlanding distance available.<strong>139</strong>.I.13 Co-ordination between AIS and heliport authorities(a)To ensure that the AIS units obtain information to enable them to provide upto-datepre-flight information and to meet the need for in-flight information,arrangements shall be made between aeronautical information services andheliport authorities responsible for heliport services to report to theresponsible AIS unit, with a minimum <strong>of</strong> delay:(1) information on heliport conditions; and(2) the operational status <strong>of</strong> associated facilities, services and navigationaids within their area <strong>of</strong> responsibility; and(3) any other information considered to be <strong>of</strong> operational significance.(b)(c)Before introducing changes to the air navigation system, due account shall betaken by the services responsible for such changes <strong>of</strong> the time needed by theAIS for the preparation, production and issue <strong>of</strong> relevant material forpromulgation. To ensure timely provision <strong>of</strong> the information to the AIS, closeco-ordination between those services concerned is therefore required.Of a particular importance are changes to aeronautical information that affectcharts and/or computer based navigation systems which qualify to be notifiedby the aeronautical information regulation and control (AIRAC) system, asspecified in Annex 15, Chapter 6 and Appendix 4. The predetermined,internationally agreed AIRAC effective dates in addition to 14 days postagetime shall be observed by the responsible heliport services when submittingthe raw information/data to AIS.(d) The heliport services responsible for the provision <strong>of</strong> raw aeronauticalinformation/data to the AIS shall do that while taking into account accuracyand integrity requirements for aeronautical data as specified in ICAO Annex14, Volume II Appendix 1.<strong>139</strong>.I.15 Heliport AvailabilitySubject to their published conditions <strong>of</strong> use, heliports and their facilities shall bekept continuously available for flight operations during their published hours <strong>of</strong>operations, irrespective <strong>of</strong> weather conditions.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 144Subpart B – Physical Characteristics<strong>139</strong>.I.20 Surface-level heliportsParagraphs <strong>139</strong>.I.21 to <strong>139</strong>.I.37 apply to surface level heliports on land.<strong>139</strong>.I.21 Final Approach and Take-<strong>of</strong>f area (FATO)(a)(b)(c)(d)A surface-level heliport shall be provided with at least one FATO.A FATO shall be obstacle free.A FATO may be located on or near a runway strip or taxiway strip.The dimensions <strong>of</strong> a FATO shall be:(1) where intended to be used by helicopters operated in performance class1, as prescribed in the helicopter flight manual (HFM) except that, in theabsence <strong>of</strong> width specifications, the width shall not be less than thegreatest overall dimension (D) <strong>of</strong> the largest helicopter the FATO isintended to serve.(2) where intended to be used by helicopters operated in performance class2 or 3, <strong>of</strong> sufficient size and shape to contain an area in which can bedrawn a circle <strong>of</strong> diameter not less than 1 D <strong>of</strong> the largest helicopter theFATO is intended to serve.(3) Where the term FATO is not used in the helicopter flight manual (HFM),the minimum landing/take-<strong>of</strong>f area specified in the HFM for theappropriate flight p<strong>of</strong>ile shall be used.(e)The mean slope in any direction on the FATO shall not exceed 3 per cent. Noportion <strong>of</strong> a FATO shall have a local slope exceeding:(1) 5 per cent where the heliport is intended to be used by helicoptersoperated in performance class 1; and(2) 7 per cent where the heliport is intended for use by helicopters operatedin performance class 2 and 3.(f)The surface <strong>of</strong> the FATO shall:(1) be resistant to the effects <strong>of</strong> rotor downwash; and(2) be free <strong>of</strong> irregularities that would adversely affect the take-<strong>of</strong>f or landing<strong>of</strong> helicopters; and(3) have bearing strength sufficient to accommodate a rejected take-<strong>of</strong>f byhelicopters operated in performance class 1; and(4) provide ground effect.(g)The surface <strong>of</strong> a FATO surrounding the TLOF intended for use by helicoptersoperated in performance class 2 or 3 shall be static load bearing.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 145<strong>139</strong>.I.23 Helicopter clearways(a)(b)(c)(d)When a helicopter clearway is provided, it shall be located beyond the end <strong>of</strong>the rejected take-<strong>of</strong>f area available.The width <strong>of</strong> a helicopter clearway shall not be less than that <strong>of</strong> the associatedsafety area.The ground in a helicopter clearway shall not project above a plane having anupward slope <strong>of</strong> 3 per cent, the lower limit <strong>of</strong> this plane being a horizontal line,which is located on the periphery <strong>of</strong> the FATO.An object situated on a helicopter clearway that may endanger helicopters inthe air shall be regarded as an obstacle and shall be removed.<strong>139</strong>.I.25 Touchdown and lift-<strong>of</strong>f areas (TLOF areas)(a)(b)(c)(d)(e)(f)(g)(h)At least one TLOF area shall be provided at a heliport.The TLOF- may or may not be located within the FATO.Additonal TLOFs may be collocated with helicopter stands.The TLOF shall be <strong>of</strong> sufficient size to contain a circle <strong>of</strong> diameter 0.83D <strong>of</strong>the largest helicopter the area is intended to serve.A TLOF area may be any shape.Slopes on a TLOF shall be sufficient to prevent accumulation <strong>of</strong> water on thesurface <strong>of</strong> the area, but shall not exceed 2 per cent in any direction.Where the TLOF is within the FATO, the TLOF shall be dynamic load bearing.Where a TLOF is collocated with a helicopter stand, the TLOF shall be staticload bearing and be capable <strong>of</strong> withstanding the traffic <strong>of</strong> helicopters that thearea is intended to serve.<strong>139</strong>.I.27 <strong>Safety</strong> areas(a)A FATO shall be surrounded by a safety area which need not be solid.(b) A safety area surrounding a FATO intended to be used by helicoptersoperated in performance class 1 in visual meteorological conditions (VMC)shall extend outwards from the periphery <strong>of</strong> the FATO for a distance <strong>of</strong> atleast 3 m or 0.25D, whichever is greater, <strong>of</strong> the largest helicopter the FATO isintended to serve; and:(1) each external side <strong>of</strong> the safety area shall be at least 2D where thesafety area is quadrilateral; or(2) the outer diameter <strong>of</strong> the safety area shall be at least 2D where theFATO is circular.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 146(c)A safety area surrounding a FATO intended to be used by helicoptersoperated in performance class 2 or 3 in visual meteorological conditions(VMC) shall extend outwards from the periphery <strong>of</strong> the FATO for a distance <strong>of</strong>at least 3 m or 0.5D, whichever is greater, <strong>of</strong> the largest helicopter the FATOis intended to serve; and:(1) each external side <strong>of</strong> the safety area shall be at least 2D where thesafety area is quadruilatereal; or(2) the outer diameter <strong>of</strong> the safety area shall be at least 2D where theFATO is circular.(d)There shall be a protected side slope rising at 45 degrees from the edge <strong>of</strong>the safety area to a distance <strong>of</strong> 10 metres, whose surface shall not bepenetrated by obstacles; except that when obstacles are located to one side<strong>of</strong> the FATO only, they may be permitted to penetrate the the side slopesurface.(e) A safety area surrounding a FATO intended to be used by helicopteroperations in instrument meteorological conditions (IMC) shall extend;laterally to a distance <strong>of</strong> at least 45 m on each side <strong>of</strong> the centre line andlongitudinally to a distance <strong>of</strong> at least 60 m beyond the ends <strong>of</strong> the FATO, asdetailed in ICAO Annex 14 Volume II, Figure 3.1.(f)(g)(h)(i)(j)No fixed object shall be permitted on a safety area, except for frangibleobjects, which, because <strong>of</strong> their function, must be located on the area. Nomobile object shall be permitted on a safety area during helicopter operations.Objects whose functions require them to be located on the safety area shallnot exceed a height <strong>of</strong> 25 cm when located along the edge <strong>of</strong> the FATO norpenetrate a plane originating at a height <strong>of</strong> 25cm above the edge <strong>of</strong> the FATOand sloping upwards and outwards from the edge <strong>of</strong> the FATO at a gradient <strong>of</strong>5 per cent.The surface <strong>of</strong> the safety area, when solid, shall not exceed an upward slope<strong>of</strong> 4 per cent outwards from the edge <strong>of</strong> the FATO.Where applicable, the surface <strong>of</strong> the safety area shall be treated to preventflying debris caused by rotor downwash.The surface <strong>of</strong> the safety area adjoining the FATO shall be continuous withthe FATO.<strong>139</strong>.I.29 Helicopter ground taxiways and ground taxi routes(a)A helicopter ground taxiway is intended to permit the surface movement <strong>of</strong> awheeled helicopter under its own power.(b) The following specifications are intended for the safety <strong>of</strong> simultaneousoperations during the manoeuvring <strong>of</strong> helicopters. However, the wind velocityinduced by the rotor downwash shall be considered.(c)When a taxiway is intended for use by aeroplanes and helicopters, theprovisions for taxiways for aeroplanes and helicopter ground taxiways shall betaken into consideration and the more stringent requirements will be applied.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 147(d)(e)(f)(g)(h)(i)(j)(k)The width <strong>of</strong> a helicopter ground taxiway shall not be less than 1.5 times thelargest width <strong>of</strong> the undercarriage (UCW) <strong>of</strong> helicopters the ground taxiway isintended to serve.The longitudinal slope <strong>of</strong> a helicopter ground taxiway shall not exceed 3 percent.A helicopter ground taxiway shall be static load bearing and be capable <strong>of</strong>withstanding the traffic <strong>of</strong> helicopters it is intended to serve.A helicopter ground taxiway shall be centred in a ground taxi-route.A helicopter ground taxi-route shall extend symmetrically on each side <strong>of</strong> thecentreline for at least 0.75 times the largest overall width <strong>of</strong> the helicoptersthat it is intended to serve.No objects shall be permitted on a helicopter ground taxi-route except forfrangible objects which, because <strong>of</strong> their function, must be located there.The helicopter ground taxiway and the ground taxi-route shall provide rapiddrainage but the helicopter ground taxiway transverse slope shall not exceed2 per cent.The surface <strong>of</strong> a helicopter ground taxi-route shall be resistant to the effect <strong>of</strong>rotor downwash.<strong>139</strong>.I.31 Helicopter air taxiways and air taxi-routes(a)(b)(c)(d)(e)(f)(g)(h)An air taxiway is intended to permit the movement <strong>of</strong> a helicopter above thesurface at a height normally associated with ground effect and atgroundspeed less than 37 km/h (20 kt).The width <strong>of</strong> a helicopterair taxiway shall be at least two times the largestwidth <strong>of</strong> the undercarriage (UCW) <strong>of</strong> helicopters the ground taxiway isintended to serve.The surface <strong>of</strong> a helicopter air taxiway shall be suitable for an emergencylanding.The surface <strong>of</strong> an air taxiway shall be static load bearing.The transverse slope <strong>of</strong> the surface <strong>of</strong> a helicopter air taxiway shall notexceed 10 per cent and the longitudinal slope shall not exceed 7 per cent. Inany event, the slopes shall not exceed the slope landing limitations <strong>of</strong> thehelicopters using it.A helicopter air taxiway shall be centred in an air taxi-route.A helicopter air taxi-route shall extend symmetrically on each side <strong>of</strong> thecentreline for a distance at least equal to the largest overall width <strong>of</strong> thehelicopters that it is intended to serve.No objects shall be permitted on an air taxi-route, except for frangible objects,which, because <strong>of</strong> their function, must be located thereon.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 148(i)(j)The surface <strong>of</strong> an air taxi-route shall be resistant to the effect <strong>of</strong> rotordownwash.The surface <strong>of</strong> an air taxi-route shall provide ground effect.<strong>139</strong>.I.33 <strong>Air</strong> transit route(a)(b)(c)(d)An air transit route is intended to permit the movement <strong>of</strong> a helicopter abovethe surface, normally at heights not above 30 m (100ft) above ground leveland at ground speeds exceeding 37 km/h (20 kt).The width <strong>of</strong> an air transit route shall not be less than, 7.0 times rotordimension (RD) when the air transit route is intended for use by day and 10.0times RD when the air transit route is intended for use at night when RD is thediameter <strong>of</strong> the largest rotor <strong>of</strong> the helicopters using it.Any variation in the direction <strong>of</strong> the centre line <strong>of</strong> an air transit route shall notexceed 120 degrees and be designed so as not to necessitate a turn <strong>of</strong> radiusless than 270 m.It is intended that air transit routes shall be selected so that any autorotativeor one-engine-inoperative landing shall minimise injury to persons on theground or water, or damage to property.<strong>139</strong>.I.35 Aprons(a)(b)(c)(d)(e)(f)(g)(h)(i)The slope in any direction on a helicopter stand shall not exceed 2 per cent.A helicopter stand shall be <strong>of</strong> sufficient size to contain a circle <strong>of</strong> diameter <strong>of</strong>at least 1.2D <strong>of</strong> the largest helicopter the stand is expected to serve.If a helicopter stand is used for taxi through, the minimum width <strong>of</strong> the standand associated protection area shall be that <strong>of</strong> the taxi-route.When a helicopter stand is used for turning, the minimum dimension <strong>of</strong> thestand and protection area shall be not less than 2D.When a helicopter stand is used for turning, it shall be surrounded by aprotection area which extends for a distance <strong>of</strong> 0.4D from the edge <strong>of</strong> thehelicopter stand.For simultaneous operations, the protection area <strong>of</strong> helicopter stands andtheir associated taxiroutes shall not overlap.Where non-simultaneous operations are envisaged, the protection area <strong>of</strong>helicopter stands and their associated taxi-routes may overlap.When intended to be used for ground taxi operations by wheeled helicopters,the dimensions <strong>of</strong> a helicopter stand shall take into account the minimum turnradius <strong>of</strong> wheeled helicopters the stand is intended to serve.A helicopter stand and associated protection area intended to be used for airtaxiing shall provide ground effect.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 149(j)(k)No fixed objects shall be permitted on a helicopter stand and the associatedprotection area.The central zone <strong>of</strong> the stand shall be capable <strong>of</strong> withstanding the traffic <strong>of</strong>helicopters that it is intended to serve and have a static load-bearing area:(1) <strong>of</strong> diameter not less than 0.83D <strong>of</strong> the largest helicopter it is intended toserve; or(2) for a helicopter stand intended to be used for ground taxi-through, thesame width as the ground taxiway.(l)For a helicopter stand intended to be used for turning on the ground, thedimension <strong>of</strong> the central zone may need to be increased.<strong>139</strong>.I.37 Location <strong>of</strong> a FATO in relation to a runway or taxiway(a)(b)Where a FATO is located near a runway or taxiway, and simultaneous VMCoperations are conducted, the separation distance between the edge <strong>of</strong> arunway or taxiway and the edge <strong>of</strong> a FATO shall not be less than theappropriate dimension in ICAO Annex 14, Volume II, Table 3-2.A FATO shall not be located near taxiway intersections or holding pointswhere jet engine efflux is likely to cause high turbulence; or near areas whereaeroplane vortex wake generation is likely to exist.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 150Subpart C – Elevated Heliports<strong>139</strong>.I.50 GeneralIn the case <strong>of</strong> elevated heliports, design considerations <strong>of</strong> the different elements <strong>of</strong>the heliport shall take into account additional loading resulting from the presence <strong>of</strong>personnel, snow, freight, refuelling, fire fighting equipment, etc.<strong>139</strong>.I.51 FATO(a)(b)(c)On elevated heliports, it is presumed that the FATO and one TLOF area willbe coincidental.An elevated heliport shall be provided with at least one FATO.The dimensions <strong>of</strong> the FATO shall be:(1) where intended to be used by helicopters operated in performanceclass 1, as prescribed in the helicopter flight manual (HFM), except thatin the absence <strong>of</strong> width specifications the width shall be not less than 1D<strong>of</strong> the largest helicopter the FATO is intended to serve; or(2) where intended to be used by helicopters operated in performance class2 or 3, <strong>of</strong> sufficient size and shape to contain an area within which canbe drawn a circle <strong>of</strong> diameter not less than 1D <strong>of</strong> the largest helicopterthe FATO is intended to serve.(d)(e)(f)(g)Slopes on a FATO at an elevated heliport shall be sufficient to preventaccumulation <strong>of</strong> water on the surface <strong>of</strong> the area, but shall not exceed 2% inany direction.The FATO shall be dynamic load bearing.The surface <strong>of</strong> the FATO shall be resistant to the effects <strong>of</strong> rotor downwash;and be free <strong>of</strong> irregularities that would adversely affect the take-<strong>of</strong>f or landingby helicopter.The FATO shall provide ground effect.<strong>139</strong>.I.52 Helicopter clearways(a)(b)(c)(d)When a helicopter clearway is provided, it shall be located beyond the end <strong>of</strong>the rejected take<strong>of</strong>f area available.The width <strong>of</strong> a helicopter clearway should not be less than that <strong>of</strong> theassociated safety area.When solid, the surface <strong>of</strong> the helicopter clearway should not project above aplane having an upward slope <strong>of</strong> 3 per cent, the lower limit <strong>of</strong> this plane beinga horizontal line which is located on the periphery <strong>of</strong> the FATO.An object situated on a helicopter clearway which may endanger helicoptersin the air should be regarded as an obstacle and should be removed.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 151<strong>139</strong>.I.53 Touchdown and lift-<strong>of</strong>f areas(a)(b)(c)(d)(e)(f)(g)One TLOF shall be coincidental with the FATO.Additional TLOFs may be collocated with helicopter stands.For a TLOF coincidental with the FATO, the dimensions and thecharacteristics <strong>of</strong> the TLOF shall be the same as those <strong>of</strong> the FATO.When the TLOF is collocated with a helicopter stand, the TLOF shall be <strong>of</strong>sufficient size to contain a circle <strong>of</strong> diameter 0.83D <strong>of</strong> the largest helicopterthe area is intended to serve.Slopes on a TLOF collated with a helicopter stand shall be sufficient toprevent accumulation <strong>of</strong> water on the surface <strong>of</strong> the area, but shall not exceed2 per cent in any direction.When the TLOF is collocated with a helicopter stand and intended to be usedby ground taxiing helicopters only, the TLOF shall at least be static loadbearing and be capable <strong>of</strong> withstanding the traffic <strong>of</strong> helicopters that the areais intended to serve.When the TLOF is collocated with a helicopter stand and intended to be usedby air taxiing helicopters, the TLOF shall have a dynamic load-bearing area.<strong>139</strong>.I.54 <strong>Safety</strong> area(a)The FATO shall be surrounded by a safety area which need not be solid.(b) A safety area surrounding a FATO intended to be used by helicoptersoperated in performance class 1, in VMC shall extend outwards from theperiphery <strong>of</strong> the FATO for a distance <strong>of</strong> at least 3 m or 0.25D, whichever isgreater, <strong>of</strong> the largest helicopter the FATO is intended to serve and :(1) each external side <strong>of</strong> the safety area shall be at least 2D where theFATO is quadrilateral; or(2) the outer diameter <strong>of</strong> the safety area shall be at least 2D where theFATO is circular.(c)A safety area surrounding a FATO intended to be used by helicoptersoperated in performance class 2 or 3 in VMC, shall extend outwards from theperiphery <strong>of</strong> the FATO for a distance <strong>of</strong> at least 3 m or 0.5D, whichever is thegreater, <strong>of</strong> the largest helicopter the FATO is intended to serve, and:(1) each external side <strong>of</strong> the safety area shall be at least 2D where theFATO is quadrilateral; or(2) the outer diameter <strong>of</strong> the safety area shall be at least 2D where theFATO is circular.(d)There shall be a protected side slope rising at 45° from the edge <strong>of</strong> the safetyarea to a distance <strong>of</strong> 10 metres, whose surface shall not be penetrated by<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 152obstacles; except that when obstacles are located to one side <strong>of</strong> the FATOonly, they may be permitted to penetrate the side slope surface.(e)(f)(g)(h)(i)(j)No fixed object shall be permitted on a safety area, except for frangibleobjects, which, because <strong>of</strong> their function, must be located on the area. Nomobile object shall be permitted on a safety area during helicopter operations.Objects whose function require them to be located on the safety area shall notexceed a height <strong>of</strong> 25 cm when located along the edge <strong>of</strong> the FATO norpenetrate a plane originating at a height <strong>of</strong> 25 cm above the edge <strong>of</strong> theFATO and sloping upwards and outwards from the edge <strong>of</strong> the FATO at agradient <strong>of</strong> 5 per cent.The surface <strong>of</strong> the safety area, when solid, shall not exceed an upward slope<strong>of</strong> 4 per cent outwards from the edge <strong>of</strong> the FATO.The surface <strong>of</strong> the safety area adjoining the FATO shall be continuous withthe FATO and be capable <strong>of</strong> supporting, without structural damage, thehelicopters using it.Where applicable, the surface <strong>of</strong> the safety area shall be prepared in amanner to prevent flying debris caused by rotor downwash.The surface <strong>of</strong> the safety area abutting the FATO shall be continuous with theFATO.<strong>139</strong>.I.55 Helicopter ground taxiways and ground taxi routes(a)(b)(c)(d)(e)(f)(g)(h)The width <strong>of</strong> a helicopter ground taxiway shall not be less than 2 times thelargest width <strong>of</strong> the undercarriage (UCW) <strong>of</strong> helicopters the ground taxiway isintended to serve.The longitudinal slope <strong>of</strong> a helicopter ground taxiway shall not exceed 3 percent.A helicopter ground taxiway shall be static load bearing and be capable <strong>of</strong>withstanding the traffic <strong>of</strong> helicopters that the helicopter ground taxiway isintended to serve.A helicopter ground taxiway shall be centred in a ground taxi-route.A helicopter ground taxi-route shall extend symmetrically on each side <strong>of</strong> thecentreline to a distance not less than the largest overall width <strong>of</strong> thehelicopters that it is intended to serve.No objects shall be permitted on a helicopter ground taxi-route except forfrangible objects which, because <strong>of</strong> their function, must be located there.The helicopter ground taxiway and the ground taxi-route shall provide rapiddrainage but the helicopter ground taxiway transverse slope shall not exceed2 per cent.The surface <strong>of</strong> a helicopter ground taxi-route shall be resistant to the effect <strong>of</strong>rotor downwash.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 153<strong>139</strong>.I.57 Helicopter air taxiways and taxi routes(a)(b)(c)(d)(e)(f)(g)(h)(i)An air taxiway is intended to permit the movement <strong>of</strong> a helicopter above thesurface at a height normally associated with ground effect and atgroundspeed less than 37 km/h (20 kt).The width <strong>of</strong> a helicopter air taxiway shall be at least three times the largestundercarriage (UCW) <strong>of</strong> the helicopters that the air taxiway is intended toserve.The surface <strong>of</strong> a helicopter air taxiway shall be dynamic load bearing.The transverse slope <strong>of</strong> the surface <strong>of</strong> a helicopter air taxiway shall notexceed 2 per cent and the longitudinal slope shall not exceed 7 per cent. Inany event, the slopes shall not exceed the slope landing limitations <strong>of</strong> thehelicopters the air taxiway is intended to serve.A helicopter air taxiway shall be centred in an air taxi-route.A helicopter air taxi-route shall extend symmetrically on each side <strong>of</strong> thecentreline to a distance not less than the largest overall width <strong>of</strong> thehelicopters that it is intended to serve.No objects shall be permitted on an air taxi-route except for frangible objectswhich, because <strong>of</strong> their function, must be located thereon.The surface <strong>of</strong> an air taxi-route shall be resistant to the effect <strong>of</strong> rotordownwash.The surface <strong>of</strong> an air taxi-route shall provide ground effect.<strong>139</strong>.I.59 Aprons(a)(b)(c)(d)(e)(f)(g)The slope in any direction on a helicopter stand shall not exceed 2 per cent.A helicopter stand shall be <strong>of</strong> sufficient size to contain a circle <strong>of</strong> diameter <strong>of</strong>at least 1.2D <strong>of</strong> the largest helicopters the stand is intended to serve.If a helicopter stand is used for taxi-through, the minimum width <strong>of</strong> the standand associated protection area shall be that <strong>of</strong> the taxi-route.When a helicopter stand is used for turning, the minimum dimension <strong>of</strong> thestand and protection area shall be not less than 2D.When a helicopter stand is used for turning, it shall be surrounded by aprotection area which extends for a distance <strong>of</strong> 0.4D from the edge <strong>of</strong> thehelicopter stand.For simultaneous operations, the protection area <strong>of</strong> helicopter stands andtheir associated taxiroutes shall not overlap.Where non-simultaneous operations are envisaged, the protection area <strong>of</strong>helicopter stands and their associated taxi-routes may overlap.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 154(h)(i)(j)(k)When intended to be used for ground taxi operations by wheeled helicopters,the dimensions <strong>of</strong> a helicopter stand shall take into account the minimum turnradius <strong>of</strong> wheeled helicopters the stand is intended to serve.A helicopter stand and associated protection area intended to be used for airtaxiing shall provide ground effect.No fixed objects shall be permitted on a helicopter stand and the associatedprotection area.The central zone <strong>of</strong> the helicopter stand shall be capable <strong>of</strong> withstanding thetraffic <strong>of</strong> helicopters that it is intended to serve and have a load bearing area:(1) <strong>of</strong> diameter not less than 0.83D <strong>of</strong> the largest helicopter it is intended toserve; or(2) for a helicopter stand intended to be used for ground taxi through thesame width as ground taxiway.(l)(m)(n)The central zone <strong>of</strong> a helicopter stand intended to be used for ground taxiingonly shall be static load-bearing.The central zone <strong>of</strong> a helicopter stand intended to be used for air taxiing shallbe dynamic loadbearing.For a helicopter stand intended to be used for turning on the ground, thedimension <strong>of</strong> the central zone may have to be increased.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 155Subpart D - Helidecks<strong>139</strong>.I.71 GeneralThe following specifications are based on operation with single main rotorhelicopters at helidecks located on structures engaged in such activities as mineralexploitation, research or construction. Shipboard heliport provisions are inSubpart E. Supplementary specifications and guidance material are in the UKCAP 437.<strong>139</strong>.I.73 Final approach and take-<strong>of</strong>f area (FATO)(a) On helidecks it is presumed that the FATO and TLOF area will becoincidental. Guidance on the effects <strong>of</strong> airflow direction and turbulence,prevailing wind velocity and high temperatures from gas turbine exhausts orflare radiated heat on the location <strong>of</strong> the FATO is given in the UK CAP 437and the ICAO Heliport Manual.(b)(c)(d)(e)(f)(g)(h)(i)(j)A helideck shall be provided with at least one FATO.A FATO may be any shape but shall be <strong>of</strong> sufficient size to contain an areawithin which can be accommodated a circle <strong>of</strong> diameter <strong>of</strong> not less than 1.0D<strong>of</strong> the largest helicopter the helideck is intended to serve.A FATO shall be dynamic loadbearing.A FATO shall provide ground effect.No fixed object shall be permitted around the edge <strong>of</strong> the FATO except forfrangible objects, which, because <strong>of</strong> their function, must be located thereon.Objects whose functions require them to be located on the edge <strong>of</strong> the FATOshall not exceed a height <strong>of</strong> 25 cm.Objects whose functions require them to be located within the FATO (such aslighting or nets) shall not exceed a height <strong>of</strong> 2.5cm. Such objects may only bepresent if they do not represent a hazard to helicopters. (Applicable forhelidecks completed on or after 1 January 2012.)<strong>Safety</strong> net or safety shelves shall be located around the edge <strong>of</strong> a helideck,but shall not exceed the helideck height. (Applicable for helidecks completedon or after 1 January 2012.)The surface <strong>of</strong> the FATO shall be skid-resistant to both helicopters andpersons and be sloped to prevent pooling <strong>of</strong> water.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 156Subpart E - Shipboard Heliports<strong>139</strong>.I.91 GeneralWhen helicopter operating areas are provided in the bow or stern <strong>of</strong> a ship or arepurpose-built above the ship’s structure, they shall be regarded as purpose- builtshipboard heliports.<strong>139</strong>.I.93 FATO and TLOF area(a)(b)(c)(d)(e)(f)On shipboard heliports it is presumed that the FATO and the TLOF area willbe coincidental. Reference to FATO within this section <strong>of</strong> <strong>OTAR</strong> <strong>139</strong> isassumed to include the TLOF. Guidance on the effects <strong>of</strong> airflow direction andturbulence, prevailing wind velocity and high temperature from gas turbineexhausts or flare-radiated heat on the location <strong>of</strong> the FATO is given in theICAO Heliport Manual and UK CAP 437.Shipboard heliports shall be provided with at least one FATO.A FATO <strong>of</strong> a shipboard heliport shall be dynamic loadbearing.A FATO <strong>of</strong> a shipboard heliport shall provide ground effect.For purpose-built shipboard heliports provided in a location other than the bowor stern the FATO shall be <strong>of</strong> sufficient size to contain a circle with diameternot less than 1 times D <strong>of</strong> the largest helicopter the heliport is intended toserve.For purpose built shipboard heliports provided in the bow or stern <strong>of</strong> a ship,the FATO shall be <strong>of</strong> sufficient size to:(1) contain a circle with diameter not less than 1 times D <strong>of</strong> the largesthelicopter the heliport is intended to serve; or(2) for operations with limited touchdown directions, contain an area withinwhich can be accommodated two opposing arcs <strong>of</strong> a circle with adiameter <strong>of</strong> not less than 1D in the helicopter’s longitudinal direction.The minimum width <strong>of</strong> the heliport shall be not less than 0.83D. (SeeAnnex 14 Vol 2 figure 3.7.or 3.8)(g)(h)(i)(j)For non-purpose built shipboard heliports, the FATO shall be <strong>of</strong> sufficient sizeto contain a circle with a diameter not less than 1.0D <strong>of</strong> the largest helicopterthe heliport is intended to serve.No fixed object shall be permitted around the edge <strong>of</strong> the FATO except forfrangible objects which, because <strong>of</strong> their function, must be located thereon.Objects whose functions require them to be located on the edge <strong>of</strong> the FATOshall not exceed a height <strong>of</strong> 25 cm.Objects whose functions require them to be located within the FATO (such aslighting or nets) shall not exceed a height <strong>of</strong> 2.5 cm. Such objects may only bepresent if they do not represent a hazard to helicopters. (Applicable forhelidecks completed on or after 1 January 2012.)<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 157(k)The surface <strong>of</strong> the FATO shall be skid-resistant to both helicopters andpersons.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 158Subpart F - Obstacle Restriction and Removal<strong>139</strong>.I.111 General(a)(b)(c)The following criteria are to define the airspace around heliports to be keptfree <strong>of</strong> obstacles. This is to permit the helicopter operations to be conductedsafely and to prevent the heliports becoming unusable by the growth <strong>of</strong>obstacles around them.This is achieved by establishing a series <strong>of</strong> obstacle limitation surfaces thatdefine the limits to which objects may project into the airspace. These areshown in ICAO Annex 14, Volume II, Figure 4-1 – 4-12 unless statedotherwise.The dimensions, slopes and other relevant parameters pertaining to theobstacle limitation surfaces shall be as specified in Annex 14 vol 2 table 4-1 –4 - 4 unless stated otherwise.<strong>139</strong>.I.113 Obstacle limitation surfaces(a)Transitional Surface (TS):(1) The TS is a complex surface along the side <strong>of</strong> the safety area and part<strong>of</strong> the side <strong>of</strong> the approach surface that slopes upwards and outwards tothe inner horizontal surface or a predetermined height.(2) The limits <strong>of</strong> a TS shall comprise:(i)(ii)a lower edge beginning at the intersection <strong>of</strong> the side <strong>of</strong> theapproach surface with the inner horizontal surface (IHS), orbeginning at a specified height above the lower edge when an IHSis not provided, and extending down the side <strong>of</strong> the approachsurface to the inner edge <strong>of</strong> the approach surface and from therealong the length <strong>of</strong> the side <strong>of</strong> the safety area parallel to the centreline <strong>of</strong> the FATO; andan upper edge located in the plane <strong>of</strong> the IHS, or at a specifiedheight above the lower edge when an IHS is not provided.(3) The elevation <strong>of</strong> a point on the lower edge shall be:(i)(ii)along the side <strong>of</strong> the approach surface - equal to the elevation <strong>of</strong>the approach surface at that point; andalong the safety area - equal to the elevation <strong>of</strong> the centre line <strong>of</strong>the FATO opposite that point.(4) As a result <strong>of</strong> the requirements <strong>of</strong> paragraph <strong>139</strong>.I.113(a)(3)(ii), the TSalong the safety area shall be curved if the pr<strong>of</strong>ile <strong>of</strong> the FATO iscurved, or a plane if the pr<strong>of</strong>ile is a straight line. The intersection <strong>of</strong> theTS with the IHS, or upper edge when an IHS is not provided, will also bea curved or a straight line depending on the pr<strong>of</strong>ile <strong>of</strong> the FATO.(5) The slope <strong>of</strong> the TS shall be measured in a vertical plane at right anglesto the centre line <strong>of</strong> the FATO.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 159(b)Inner Horizontal Surface (IHS):(1) The intent <strong>of</strong> the IHS is to allow safe visual manœuvring.(2) A circular surface located in a horizontal plane above a FATO and itsenvirons.(3) The radius <strong>of</strong> the IHS shall be measured from the mid-point <strong>of</strong> theFATO.(4) The height <strong>of</strong> the IHS shall be measured above the heliport elevation.(c)Conical Surface:(1) The conical surface is a surface sloping upwards and outwards from theperiphery <strong>of</strong> the IHS or from the outer limit <strong>of</strong> the transitional surface ifan IHS is not provided.(2) The limits <strong>of</strong> the conical surface shall comprise:(i)(ii)a lower edge coincident with the periphery <strong>of</strong> the IHS, or outer limit<strong>of</strong> the transitional surface if an IHS is not provided; andan upper edge located at a specified height above the IHS, orabove the elevation <strong>of</strong> the lowest end <strong>of</strong> the FATO if an IHS is notprovided.(3) The slope <strong>of</strong> the conical surface shall be measured above thehorizontal.(d)Approach Surface:(1) The approach surface is an inclined plane or a combination <strong>of</strong> planessloping upwards from the end <strong>of</strong> the safety area and centred on a linepassing through the centre <strong>of</strong> the FATO.(2) The limits <strong>of</strong> an approach surface shall comprise:(i)(ii)(iii)(iv)an inner edge horizontal and equal in length to the minimumspecified width <strong>of</strong> the FATO plus the safety area, perpendicular tothe centre line <strong>of</strong> the approach surface and located at the outeredge <strong>of</strong> the safety area; andfor other than a precision approach FATO, two side edgesoriginating at the ends <strong>of</strong> the inner edge which diverge uniformly ata specified rate from the vertical plane containing the centre line <strong>of</strong>the FATO; orfor a precision approach FATO, two side edges originating at theends <strong>of</strong> the inner edge which diverge at a specified rate from thevertical plane containing the centre line <strong>of</strong> the FATO, to a specifiedheight above FATO, and then diverging uniformly at a specifiedrate to a specified final width and continuing thereafter at thatwidth for the remaining length <strong>of</strong> the approach surface; andan outer edge horizontal and perpendicular to the centre line <strong>of</strong>the approach surface and at a specified height above theelevation <strong>of</strong> the FATO.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 160(3) The elevation <strong>of</strong> the inner edge shall be the elevation <strong>of</strong> the safety areaat the point on the inner edge that is intersected by the centre line <strong>of</strong> theapproach surface.(4) The slope(s) <strong>of</strong> the approach surface shall be measured in the verticalplane containing the centre line <strong>of</strong> the surface.(5) For heliports used by performance class 2 and 3 helicopters, it isintended that approach paths shall be selected so that any forced orone-engine-inoperative landings shall minimise injury to persons on theground or water, or damage to property. Provisions for forced landingareas are expected to minimise risk <strong>of</strong> injury to the occupants <strong>of</strong> thehelicopter. The most critical helicopter type for which the heliport isintended and the ambient conditions will be factors in determining thesuitability <strong>of</strong> such areas.(e)Take-Off Climb Surface (TOCS):(1) The TOCS is an inclined plane, a combination <strong>of</strong> planes or, when a turnis involved, a complex surface sloping upwards from the end <strong>of</strong> thesafety area and centred on a line passing through the centre <strong>of</strong> theFATO.(2) The limits <strong>of</strong> a take-<strong>of</strong>f climb surface shall comprise:(i)(ii)(iii)an inner edge horizontal and equal in length to the minimumspecified width <strong>of</strong> the FATO plus the safety area, perpendicular tothe centre line <strong>of</strong> the take-<strong>of</strong>f climb surface and located at theouter edge <strong>of</strong> the safety area or clearway; andtwo side edges originating at the ends <strong>of</strong> the inner edge anddiverging uniformly at a specified rate from the vertical planecontaining the centre line <strong>of</strong> the FATO; andan outer edge horizontal and perpendicular to the centre line <strong>of</strong>the take-<strong>of</strong>f climb surface and at a specified height above theelevation <strong>of</strong> the FATO.(3) The elevation <strong>of</strong> the inner edge shall be the elevation <strong>of</strong> the safety areaat the point on the inner edge that is intersected by the centre line <strong>of</strong> thetake-<strong>of</strong>f climb surface, except that when a clearway is provided, theelevation shall be equal to the highest point on the ground on the centreline <strong>of</strong> the clearway.(4) In the case <strong>of</strong> a straight take-<strong>of</strong>f climb surface, the slope shall bemeasured in the vertical plane containing the centre line <strong>of</strong> the surface.(5) In the case <strong>of</strong> a take-<strong>of</strong>f climb surface involving a turn, the surface shallbe a complex surface containing the horizontal normal to its centre lineand the slope <strong>of</strong> the centre line shall be the same as that for a straighttake-<strong>of</strong>f climb surface. That portion <strong>of</strong> the surface between the inneredge and 30 m above the inner edge shall be straight.(6) Any variation in the direction <strong>of</strong> the centre line <strong>of</strong> a take-<strong>of</strong>f climb surfaceshall not have a turn with a radius <strong>of</strong> less than 270 m.(7) For heliports used by performance class 2 and 3 helicopters, it isintended that departure paths shall be selected so that any forced orone-engine-inoperative landings shall minimise injury to persons on the<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 161ground or water, or damage to property. Provisions for forced landingareas are expected to minimise risk <strong>of</strong> injury to the occupants <strong>of</strong> thehelicopter. The most critical helicopter type for which the heliport isintended and the ambient conditions will be factors in determining thesuitability <strong>of</strong> such areas.(f)Obstacle free sector/surface-Helidecks:(1) The obstacle free sector/surface is a complex surface originating at andextending from a reference point on the edge <strong>of</strong> the FATO <strong>of</strong> a helideckand extending to a specified distance.(2) An obstacle-free sector/surface shall subtend an arc <strong>of</strong> specified angle.(3) A helideck obstacle-free sector shall comprise <strong>of</strong> two components, oneabove and one below helideck level (see annex 14 Figure 4-2):(i)(ii)Above helideck level: The surface shall be a horizontal plane levelwith the elevation <strong>of</strong> the helideck surface that subtends an arc <strong>of</strong>at least 210° with the apex located on the periphery <strong>of</strong> the Dreference circle extending outwards to a distance that will allow foran unobstructed departure path appropriate to the helicopter thehelideck is intended to serve; andBelow helideck level: Within the (minimum) 210° arc, the surfaceshall additionally extend downward from the edge <strong>of</strong> the FATObelow the elevation <strong>of</strong> the helideck to water level for an arc <strong>of</strong> notless than 180° that passes through the centre <strong>of</strong> the FATO andoutwards to a distance that will allow for safe clearance from theobstacles below the helideck in the event <strong>of</strong> an engine failure forthe type <strong>of</strong> helicopter the helideck is intended to serve.For both the above obstacle free sectors for helicopters operated inPerformance class 1 or 2 the horizontal extent <strong>of</strong> these distances fromthe helideck will be compatible with the one-engine inoperativecapability <strong>of</strong> the helicopter type to be used.(g)Limited Obstacle Surface – Helidecks:(1) The limited obstacle surface is a complex surface originating at thereference point for the obstacle-free sector and extending over the arcnot covered by the obstacle-free sector within which the height <strong>of</strong>obstacles above the level <strong>of</strong> the FATO will be prescribed.(2) The limited obstacle surface shall not subtend an arc greater than 150degrees. Its dimensions and location shall be as indicated in Annex 14Vol 2 figure 4-3.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 162Subpart G - Obstacle Limitation Requirements<strong>139</strong>.I.121 General(a)(b)The requirements for obstacle limitation surfaces are based on the intendeduse <strong>of</strong> a FATO.In cases where operations are conducted to or from both directions <strong>of</strong> aFATO, then the function <strong>of</strong> certain surfaces may be superseded by the morestringent requirements <strong>of</strong> a lower surface.<strong>139</strong>.I.123 Surface level heliports(a)The following obstacle limitation surfaces shall be established for a precisionapproach FATO:(1) take-<strong>of</strong>f climb surface; and(2) approach surface; and(3) transitional surfaces; and(4) conical surface.(b)The following obstacle limitation surfaces shall be established for a nonprecisionapproach FATO:(1) take-<strong>of</strong>f climb surface; and(2) approach surface; and(3) transitional surfaces; and(4) conical surface; and(5) inner horizontal surface.(c)The following obstacle limitation surfaces shall be established for a noninstrumentFATO:(1) take-<strong>of</strong>f climb surface; and(2) approach surface.(d)(e)New objects or extensions <strong>of</strong> existing objects shall not be permitted aboveany <strong>of</strong> the surfaces in paragraph <strong>139</strong>.I.123 (a) to (c), except when, in theopinion <strong>of</strong> the Governor, the new object or extension would be shielded by anexisting immovable object.Existing objects above any <strong>of</strong> the surfaces in paragraph <strong>139</strong>.I.123 (a) to (c)shall, as far as practicable, be removed except when, in the opinion <strong>of</strong> theGovernor, the object is shielded by an existing immovable object or after anaeronautical study it is determined that the object would not adversely affectthe safety or significantly affect helicopter operations.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 163(f)(g)A surface level heliport shall have at least two take-<strong>of</strong>f climb and approachsurfaces, separated by not less than 150°.The number and orientation <strong>of</strong> take-<strong>of</strong>f climb and approach surfaces shall besuch that the usability factor <strong>of</strong> a heliport is not less than 95 per cent for thehelicopters using the heliport.<strong>139</strong>.I.125 Elevated heliports(a)(b)The obstacle limitation requirements for elevated heliports shall conform tothe requirements for surface level heliports specified in paragraph <strong>139</strong>.I.123.An elevated heliport shall have at least two take-<strong>of</strong>f climb and approachsurfaces separated by not less than 150°.<strong>139</strong>.I.127 Helidecks(a)(b)(c)(d)(e)(f)The specifications in this section are for helidecks located on a structure andengaged in such activities as mineral exploitation, research, or construction,but excluding heliports on ships.A helideck shall have an obstacle-free sector and, where necessary, a limitedobstacle sector.There shall be no fixed obstacles within the obstacle-free sector above theobstacle-free surface.In the immediate vicinity <strong>of</strong> the helideck, obstacle protection for helicoptersshall be provided below the heliport level. This protection shall extend over anarc <strong>of</strong> at least 180° with the origin at the centre <strong>of</strong> the FATO, with adescending gradient <strong>of</strong> one unit horizontally to five units vertically from theedges <strong>of</strong> the FATO within the 180° sector. This decending gradient may bereduced to a ratio <strong>of</strong> one unit horizontally to five units vertically within the 180degree sector for mult-engine helicopters operated in performance class 1 or2. (See Annex 14 Vol 2 figure 4-2).Where a mobile obstacle or combination <strong>of</strong> obstacles within the obstacle-freesector is essential for the operation <strong>of</strong> the installation, the obstacle(s) shall notsubtend an arc exceeding 30°, as measured from the centre <strong>of</strong> the FATO.Within the 150° limited obstacle surface/sector out to a distance <strong>of</strong> 0.62D,measured from the centre <strong>of</strong> the FATO, objects shall not exceed a height <strong>of</strong>25 cm above the FATO. Beyond that arc, out to an overall distance <strong>of</strong> 0.83Dthe limited obstacle surface rises at 50% (1:2) as shown in ICAO Annex 14,Volume 2, Figure 4-3. For non-circular FATOs, the interpretation <strong>of</strong> thisrequirement shall be as in UK CAP 437 Edition 6 para 6.5, 6.6 and 6.7.<strong>139</strong>.I.129 Shipboard heliports(a)Purpose built or non-purpose built heliports loctated forward or aft.When helicopter operating areas are provided in the bow or stern <strong>of</strong> a ship<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 164they shall apply the obstacle criteria given in <strong>OTAR</strong> <strong>139</strong>.I.127 (b), (d) and (f)above.(b)Purpose or non-purpose built heliports located amidships(1) The specifications in paragraphs, <strong>139</strong>.I.129(b)(3) and (c)(1) shall beapplicable for shipboard heliports completed on or after 1 January 2012.(2) Forward and aft <strong>of</strong> the FATO shall be two symmetrically located sectors,each covering an arc <strong>of</strong> 150°, with their apexes on the periphery <strong>of</strong> theFATO D reference circle. Within the area enclosed by these two sectors,there shall be no objects rising above the level <strong>of</strong> the FATO, exceptthose aids essential for the safe operation <strong>of</strong> a helicopter and then onlyup to a maximum height <strong>of</strong> 25 cm.(3) Objects whose function requires them to be located within the FATO(such as lighting or nets) shall not exceed a height <strong>of</strong> 2.5 cm. Suchobjects may only be present if they do not represent a hazard tohelicopters.(4) To provide further protection from obstacles fore and aft <strong>of</strong> the FATO,rising surfaces with gradients <strong>of</strong> one unit vertically to five unitshorizontally shall extend from the entire length <strong>of</strong> the edges <strong>of</strong> the two150° sectors. These surfaces shall extend for a horizontal distanceequal to at least 1D <strong>of</strong> the largest helicopter the FATO is intended toserve and shall not be penetrated by any obstacle as shown in ICAOAnnex 14, Volume 2, Figure 4-11.(c)Non purpose built heliports - Ship’s Side Location(1) No objects shall be located within the FATO except those aids essentialfor the safe operation <strong>of</strong> a helicopter (such as nets or lighting) and thenonly up to a maximum height <strong>of</strong> 2.5cm. Such objects shall only bepresent if they do not represent a hazard to helicopters.(2) From the fore and aft mid-points <strong>of</strong> the D reference circle, an area shallextend to the ship’s rail to a fore and aft distance <strong>of</strong> 1.5 times thediameter <strong>of</strong> the FATO, located symmetrically about the athwartshipsbisector <strong>of</strong> the reference circle. Within this sector there shall be noobjects rising above the level <strong>of</strong> the FATO, except those aids essentialto the safe operation <strong>of</strong> the helicopter and then only up to a maximumheight <strong>of</strong> 25 cm as shown in ICAO Annex 14, Volume II, Figure 4-12.(3) A horizontal surface shall be provided, at least 0.25 times the diameter<strong>of</strong> the D reference circle, which shall surround the FATO and theobstacle-free sector, at a height <strong>of</strong> 0.05 times the diameter <strong>of</strong> thereference circle, which no object shall penetrate.<strong>139</strong>.I.131 Winching areas(a)An area designated for winching onboard ships shall comprise a circular clearzone <strong>of</strong> diameter 5m and extending from the perimeter <strong>of</strong> the clear zone, aconcentric manoeuvring zone <strong>of</strong> diameter 2D (see Annex 14 Vol 2 Figure 4-13).<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 165(b)The manoeuvring zone shall comprise 2 areas:(1) The inner manoeuvring zone extending from the perimeter <strong>of</strong> the clearzone and <strong>of</strong> a circle <strong>of</strong> diameter not less than 1.5D; and(2) The outer manoeuvring zone extending from the perimeter <strong>of</strong> the innermanoeuvring zone and <strong>of</strong> a circle <strong>of</strong> diameter <strong>of</strong> not less than 2D.(c)(d)(e)Within the clear zone <strong>of</strong> a designated winching area, no objects shall belocated above the level <strong>of</strong> its surface.Objects located within the inner manoeuvring zone <strong>of</strong> a designated winchingarea shall not exceed a height <strong>of</strong> 3 m.Objects located within the outer manoeuvring zone <strong>of</strong> a designated winchingarea shall not exceed a height <strong>of</strong> 6 m.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 166Subpart H - Visual Aids<strong>139</strong>.I.141 Wind direction indicators(a)(b)(c)(d)(e)A heliport shall be equipped with at least one wind direction indicator.A wind direction indicator shall be located to indicate the wind conditions overthe FATO so that it is free from the effects <strong>of</strong> airflow disturbances caused bynearby objects or rotor downwash. It shall be visible from a helicopter in flight,in a hover or on the movement area.Where a TLOF may be subject to a disturbed air flow, then additional winddirection indicators located close to the area shall be provided to indicate thesurface wind on the area.A wind direction indicator shall give a clear indication <strong>of</strong> the direction <strong>of</strong> thewind and a general indication <strong>of</strong> the wind speed.An indicator shall be a truncated cone made <strong>of</strong> lightweight fabric and shallhave the following minimum dimensions shown in Table <strong>139</strong>.I.02.Table <strong>139</strong>.I.02Surface levelHeliportsElevatedheliports andhelidecksLength 2.4 m 1.2 mDiameter (larger end) 0.6 m 0.3 mDiameter (smaller end) 0.3 m 0.15 m(f)(g)The colour <strong>of</strong> the wind direction indicator shall make it clearly visible andunderstandable from a height <strong>of</strong> at least 200m (650 ft) above the heliport,having regard to background. Where practicable, a single colour, preferablywhite or orange, shall be used. Where a combination <strong>of</strong> two colours isrequired to give adequate contrast against changing backgrounds, they shallpreferably be orange and white, red and white, or black and white, and shallbe arranged in five alternate bands the first and last band being the darkercolour.A wind direction indicator at a heliport intended for use at night shall beilluminated.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 167Subpart I - Markings and Markers<strong>139</strong>.I.151 Winching area marking(a) A winching area marking shall be provided at a winching area (See Annex 14Vol 2 figure 4-13).(b)(c)(d)(e)Winching area markings shall be located so that their centres coincide withthe centre <strong>of</strong> the clear zone <strong>of</strong> the winching area.Winching area markings shall comprise a winching area clear zone markingand a winching area manoeuvring zone marking.A winching area clear zone marking shall consist <strong>of</strong> a solid circle <strong>of</strong> not lessthan 5 m in diameter and painted yellow.A winching circle manoeuvering zone shall consist <strong>of</strong> a broken circle <strong>of</strong> line <strong>of</strong>0.2 m in width and <strong>of</strong> a diameter not less than 2D and be marked in aconspicuous colour. Within it “WINCH ONLY” shall be marked to be easilyvisible to the pilot.<strong>139</strong>.I.153 Heliport Identification marking(a)(b)(c)(d)(e)(f)A heliport identification marking shall be provided at a heliport.A heliport identification marking shall be located within the final approach andtake-<strong>of</strong>f area, at or near the centre <strong>of</strong> the area or when used in conjunctionwith runway designation markings at each end <strong>of</strong> the area.A heliport identification marking, except for a heliport at a hospital, shallconsist <strong>of</strong> a letter H, white in colour. The dimensions <strong>of</strong> the marking shall beas shown in ICAO Annex 14, Volume 2, Figure 5-l and where the marking isused in conjunction with the FATO designation marking specified in Figure 5-2, its dimensions shall be increased by a factor <strong>of</strong> 3.On a helideck, the size <strong>of</strong> the heliport identification ‘H’ marking shall have aheight <strong>of</strong> 4 metres with an overall width not exceeding 3 metres and a strokenot exceeding 0.75 metres.A heliport identification marking for a heliport at a hospital shall consist <strong>of</strong> aletter H, red in colour, on a white cross made <strong>of</strong> squares adjacent to each <strong>of</strong>the sides <strong>of</strong> a square containing the H as shown in ICAO Annex 14, Volume2, Figure 5- 1.A heliport identification marking shall be orientated with the cross arm <strong>of</strong> the Hat right angles to the preferred final approach direction. For a helideck thecross arm shall be on or parallel to the bisector <strong>of</strong> the obstacle-free sector asshown in ICAO Annex 14, Volume II, Figure 5- 1.<strong>139</strong>.I.155 Maximum allowable mass marking(a)A maximum allowable mass shall be displayed at an elevated heliport and ata helideck.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 168(b)(c)(d)A maximum allowable mass marking shall be located within the touchdownand lift-<strong>of</strong>f area and so arranged as to be readable from the preferred finalapproach direction.A maximum allowable mass marking shall consist <strong>of</strong> a one, two or a threedigit number. The marking shall be expressed in tonnes (1,000 kg) rounded tothe nearest 100 kg. The marking shall be presented to one decimal place andbe followed by the letter “t”.The numbers and the letter <strong>of</strong> the marking shall have a colour contrasting withthe background and shall be in the form and proportion shown in ICAO Annex14, Volume II, Figure 5- 2, except that where space is limited, such as on an<strong>of</strong>fshore helideck or shipboard heliport, it may be necessary to reduce the size<strong>of</strong> the marking to characters with an overall height <strong>of</strong> not less than 90 cm witha corresponding reduction in the width and thickness <strong>of</strong> the figures.<strong>139</strong>.I.156 Maximum allowable D-value marking(a)(b)(c)The D-value marking shall be displayed at an elevated heliport and at ahelideck.A maximum allowable D-value marking shall be located within the FATO andso arranged as to be readable from the preferred final approach direction.The D-value shall be marked on the FATO in a contrasting colour to it,preferably white. The D-value shall be rounded to the nearest whole numberwith 0.5 rounded down. e.g. 19.5 becomes 19 and 19.6 becomes 20.<strong>139</strong>.I.157 FATO area marking or marker(a)(b)(c)FATO area marking or markers shall be provided at a surface level heliport onground where the extent <strong>of</strong> the final approach and take-<strong>of</strong>f area is not selfevident.FATO area marking or markers shall be located on the boundary <strong>of</strong> the finalapproach and take-<strong>of</strong>f area.FATO area marking or markers shall be spaced:(1) for a square or rectangular area at equal intervals <strong>of</strong> not more than 50 mwith at least three markings or markers on each side including amarking or marker at each corner; and(2) for any other shaped area, including a circular area, at equal intervals <strong>of</strong>not more than 10m with a minimum number <strong>of</strong> five markings or markers.(d)(e)A FATO area marking shall be a rectangular stripe with a length <strong>of</strong> 9 m orone-fifth <strong>of</strong> the side <strong>of</strong> the final approach and take-<strong>of</strong>f area which it definesand a width <strong>of</strong> 1m. Where a marker is used its characteristics shall conform tothose specified in <strong>OTAR</strong> Part <strong>139</strong>G.95(c), except that the height <strong>of</strong> the markershall not exceed 25cm above ground or snow level.A FATO area marking shall be white.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 169<strong>139</strong>.I.159 FATO area designation marking(a)(b)(c)A FATO area designation marking shall be provided where it is necessary todesignate the final approach and take-<strong>of</strong>f area to the pilot.A FATO area designation marking shall be located at the beginning <strong>of</strong> thefinal approach and take-<strong>of</strong>f area as shown in ICAO Annex 14, Volume II,Figure 5-3.A FATO area designation marking shall consist <strong>of</strong> a runway designationmarking as described in <strong>OTAR</strong> Part <strong>139</strong>, Appendix D.33 supplemented by anH, as specified in ICAO Annex 14, Volume II, Figures 5-1 and 5-3).<strong>139</strong>.I.161 Aiming point marking(a)(b)(c)An aiming point marking shall be provided at a heliport where it is necessaryfor a pilot to make an approach to a particular point before proceeding to thetouchdown and lift-<strong>of</strong>f area.The aiming point marking shall be located within the final approach and take<strong>of</strong>farea.The aiming point marking shall be an equilateral triangle with the bisector <strong>of</strong>one <strong>of</strong> the angles aligned with the preferred approach direction. The markingshall consist <strong>of</strong> continuous white lines and the dimensions <strong>of</strong> the marking shallconform to those shown in ICAO Annex 14, Volume II, Figure 5-4.<strong>139</strong>.I.163 TLOF marking(a) TLOF marking shall be provided on a heliport if the perimeter <strong>of</strong> thetouchdown and lift-<strong>of</strong>f area (TLOF) is not self-evident.(b)(c)The TLOF marking shall be located along the perimeter <strong>of</strong> the touchdown andlift-<strong>of</strong>f area.A TLOF marking shall consist <strong>of</strong> a continuous white line with a width <strong>of</strong> atleast 30cm.<strong>139</strong>.I.165 Touchdown/Positioning marking(a)(b)(c)A touchdown/positioning marking shall be provided where it is necessary for ahelicopter to touch down or be accurately placed in a specific position.A touchdown/positioning marking shall be located so that when the pilot’s seatis over the marking, the main undercarriage will be inside the load bearingarea and all parts <strong>of</strong> the helicopter will be clear <strong>of</strong> any obstacle by a safemargin.On a helideck the centre <strong>of</strong> the touchdown marking shall be located at thecentre <strong>of</strong> the FATO. The marking may be <strong>of</strong>fset away from the origin <strong>of</strong> theobstacle-free sector by no more than 0.1D where an aeronautical study<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 170indicates that to be necessary and that an <strong>of</strong>fset marking would not adverselyaffect safety.(d)(e)A touchdown/positioning marking shall be a yellow circle and have a line width<strong>of</strong> at least 0.5 m. For a helideck, the line width shall be at least 1 m.The inner diameter <strong>of</strong> the circle shall be 0.5D <strong>of</strong> the largest helicopter theTLOF is intended to serve.<strong>139</strong>.I.167 Heliport name marking(a)(b)(c)(d)(e)A heliport name marking shall be provided at a heliport where there isinsufficient alternative means <strong>of</strong> visual identification.The heliport name marking shall be placed on the heliport so as to be visible,as far as practicable, at all angles above the horizontal. Where an obstaclesector exists, the marking shall be located on the obstacle side <strong>of</strong> the Hidentification marking.A heliport name marking shall consist <strong>of</strong> the name or the alphanumericdesignator <strong>of</strong> the heliport as used in the RTF communications.The characters <strong>of</strong> the marking shall be 3 m in height at surface level heliportsand 1.2 m on elevated heliports and helidecks. The colour <strong>of</strong> the marking shallcontrast with the background.A heliport name marking intended for use at night or during conditions <strong>of</strong> poorvisibility shall be illuminated, either internally or externally.<strong>139</strong>.I.169 Helideck obstacle free sector marking(a)(b)(c)(d)(e)A helideck obstacle-free sector marking shall be provided at a helideck.A helideck obstacle-free sector marking shall be located on the FATOperimeter or on the TLOF marking.The helideck obstacle-free sector marking shall indicate the origin <strong>of</strong> theobstacle free sector and the directions <strong>of</strong> the limits <strong>of</strong> the sector.The height <strong>of</strong> the chevron shall equal the width <strong>of</strong> the touchdown and lift-<strong>of</strong>farea marking, but shall not be less than 30 cm.The chevron shall be black.(f) Example figures are found in the ICAO Heliport manual and in UK CAP 437.<strong>139</strong>.I.171 Helideck surface markingThe helideck surface bounded by the FATO should be <strong>of</strong> a dark colour using a highfriction coating. Where the surface coating may have a degrading effect on frictionqualities it may be necessary to leave the helideck surface untreated. In suchcases, the conspicuity <strong>of</strong> the markings should be enhanced by outlining the deckmarkings with a contrasting colour.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 171<strong>139</strong>.I.173 Helideck prohibited landing sector marking(a)Helideck prohibited landing sector marking shall be provided where it isnecessary to prevent the helicopter from landing within specified headings.(b) The prohibited landing sector markings shall be located on thetouchdown/positioning marking to the edge <strong>of</strong> the FATO, within the relevantheadings as shown in Annex 14 Vol 2 Figure 5.5.(c)The prohibited landing sector markings shall be indicated by white and redhatched markings as shown in annex 14 Vol 2 Figure 5.5.<strong>139</strong>.I.175 Marking for taxiwaysThe specifications for taxiway centre line marking and taxi-holding position markingsin <strong>OTAR</strong> Part <strong>139</strong> Appendix F.51 and 55 are equally applicable to taxiwaysintended for ground taxiing <strong>of</strong> helicopters.<strong>139</strong>.I.177 <strong>Air</strong> taxiway markers(a)(b)(c)(d)An air taxiway shall be marked with air taxiway markers but shall not be usedon helicopter ground taxiways.<strong>Air</strong> taxiway markers shall be located along the centre line <strong>of</strong> the air taxiwayand shall be spaced at intervals <strong>of</strong> not more than 30 m on straight sectionsand 15 m on curves.An air taxiway marker shall be frangible and when installed shall not exceed35 cm above ground or snow level. The surface <strong>of</strong> the marker as viewed bythe pilot shall be a rectangle with a height to width ratio <strong>of</strong> approximately 3 to1 and shall have a minimum area <strong>of</strong> 150cm² as shown in ICAO Annex 14,Volume II, Figure 5-6.An air taxiway marker shall be divided into three equal, horizontal bandscoloured yellow, green and yellow, respectively. If the air taxiway is to be usedat night, the markers shall be internally illuminated or retro-reflective.<strong>139</strong>.I.179 <strong>Air</strong> transit route markers(a)(b)(c)When established an air transit route shall be marked with air transit routemarkers.<strong>Air</strong> transit route markers shall be located along the centre line <strong>of</strong> the air transitroute and shall be spaced at intervals <strong>of</strong> not more than 60m on straightsections and 15 m on curves.An air transit route marker shall be frangible and when installed shall notexceed 1 m above ground or snow level. The surface <strong>of</strong> the marker as viewedby the pilot shall be a rectangle with a height to width ratio <strong>of</strong> approximately 1to 3 and shall have a minimum area <strong>of</strong> 1500cm² as shown in the examples inICAO Annex 14, Volume II, Figures 5-7.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 172(d)An air transit route marker shall be divided into three equal, vertical bandscoloured yellow, green and yellow, respectively. If the air transit route is to beused by night, the marker shall be internally illuminated or retro-reflective.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 173Subpart J- Lights<strong>139</strong>.I.191 General(a)The specifications on screening <strong>of</strong> non-aeronautical ground lights and design<strong>of</strong> elevated and inset lights is detailed in ICAO Annex 14, Volume I, 5.3.1.(b) In the case <strong>of</strong> helidecks and heliports located near navigable waters,consideration shall to be given to ensuring that aeronautical ground lights donot cause confusion to mariners.(c)(d)As helicopters will generally come very close to extraneous light sources, it isparticularly important to ensure that, unless such lights are navigation lightsexhibited in accordance with international regulations, they shall be screenedor located to avoid direct and reflected glare.The specifications in this Subpart have been developed for systems intendedfor use in conjunction with a non-instrument or non-precision FATO.<strong>139</strong>.I.193 Heliport beacon(a)A heliport beacon shall be provided at a heliport where:(1) long-range visual guidance is considered necessary and is not providedby other visual means; or(2) identification <strong>of</strong> the heliport is difficult due to surrounding lights.(b)(c)The heliport beacon shall be located on or adjacent to the heliport preferablyat an elevated position and does not dazzle a pilot at short range.Where a heliport beacon is likely to dazzle pilots at short range it shall beswitched <strong>of</strong>f during the final stages <strong>of</strong> the approach and landing.(d) The heliport beacon shall emit repeated series <strong>of</strong> equally spaced shortduration white flashes in the format in ICAO Annex 14, Volume II, Figure 5-8.(e)(f)(g)The light from the beacon shall show at all angles <strong>of</strong> azimuth.The effective light intensity distribution <strong>of</strong> each flash shall be as shown inICAO Annex 14 Volume II, Figure 5-9, illustration 1.Shielding may be necessary to ensure that pilots are not dazzled during thefinal stages <strong>of</strong> the approach and landing.<strong>139</strong>.I.195 Approach lighting system(a)(b)An approach lighting system shall be provided at a heliport where it isdesirable and practicable to indicate a preferred approach direction.The approach lighting system shall be located in a straight line along thepreferred direction <strong>of</strong> approach.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 174(c)(d)(e)An approach lighting system shall consist <strong>of</strong> a row <strong>of</strong> three lights spaceduniformly at 30 m intervals and <strong>of</strong> a crossbar 18 m in length at a distance <strong>of</strong>90m from the perimeter <strong>of</strong> the final approach and take-<strong>of</strong>f area as shown inICAO Annex 14, Volume II, Figure 5-10. The lights forming the crossbar shallbe as nearly as practicable in a horizontal straight line at right angles to, andbisected by, the line <strong>of</strong> the centre line lights and spaced at 4.5 m intervals.Where there is the need to make the final approach course moreconspicuous, additional lights spaced uniformly at 30 m intervals shall beadded beyond the crossbar. The lights beyond the crossbar may be steady orsequenced flashing, depending upon the environment.Where an approach lighting system is provided for a non-precision finalapproach and take-<strong>of</strong>f area, the system shall not be less than 210 m in length.The steady and sequenced flashing lights shall be omni directional whitelights.(f) The light distribution <strong>of</strong> steady lights shall be as indicated in ICAO Annex 14,Volume II, Figure 5-9, Illustration 2 except that the intensity shall be increasedby a factor <strong>of</strong> 3 for a non-precision final approach and take-<strong>of</strong>f area.(g)(h)The flashing lights shall have a flash frequency <strong>of</strong> one per second and theirlight distribution shall be as shown in ICAO Annex 14, Volume II, Figure 5-9,Illustration 3. The flash sequence shall commence from the outermost lightand progress towards the crossbar.A suitable brilliancy control shall be incorporated to allow for adjustment <strong>of</strong>light intensity to meet the prevailing conditions.<strong>139</strong>.I.197 Visual alignment guidance system(a)A visual alignment guidance system shall be provided to serve the approachto a heliport where one or more <strong>of</strong> the following conditions exist especially atnight:(1) obstacle clearance, noise abatement or traffic control proceduresrequire a particular direction to be flown; and(2) the environment <strong>of</strong> the heliport provides few visual surface cues; and(3) it is physically impracticable to install an approach lighting system.(b)(c)(d)(e)The visual alignment guidance system shall be located such that a helicopteris guided along the prescribed track towards the FATO area.The system shall be located at the downwind edge <strong>of</strong> the FATO area andaligned along the preferred approach direction.The light units shall be frangible and mounted as low as possible.Where the lights <strong>of</strong> the system need to be seen as discrete sources, light unitsshall be located such that at the extremes <strong>of</strong> system coverage the anglesubtended between units as seen by the pilot shall not be less than 3 minutes<strong>of</strong> arc.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 175(f)(g)(h)The angles subtended between light units <strong>of</strong> the system and other units <strong>of</strong>comparable or greater intensities shall be not less than 3 minutes <strong>of</strong> arc.Requirements <strong>of</strong> paragraphs <strong>139</strong>.I.197(e) and (f), can be met for lights on aline normal to the line <strong>of</strong> sight if the light units are separated by 1 m for everykilometre <strong>of</strong> viewing range.The light units shall be so designed that deposits <strong>of</strong> condensation, ice, dirt,etc. on optically transmitting or reflecting surfaces shall not interfere with thelight signal and shall not cause spurious or false signals to be generated.<strong>139</strong>.I.199 Signal format(a)(b)(c)(d)(e)(f)(g)The signal format <strong>of</strong> the alignment guidance system shall include a minimum<strong>of</strong> three discrete signal sectors providing “<strong>of</strong>fset to the right”, “on track” and“<strong>of</strong>fset to the left” signals.The divergence <strong>of</strong> the “on track” sector <strong>of</strong> the system shall be as shown inICAO Annex 14, Volume II, Figure 5-11.The signal format shall be such that there is no possibility <strong>of</strong> confusionbetween the system and any associated visual approach slope indicator orother visual aids.The system shall avoid the use <strong>of</strong> the same coding as any associated visualapproach slope indicator.The signal format shall be such that the system is unique and conspicuous inall operational environments.The system shall not significantly increase the pilot workload.In the event <strong>of</strong> the failure <strong>of</strong> any component affecting the signal format thesystem shall be automatically switched <strong>of</strong>f.<strong>139</strong>.I.201 Light distribution(a)(b)The useable coverage <strong>of</strong> the visual alignment guidance system shall be equalto or better than that <strong>of</strong> the associated visual approach slope indicator system.A suitable intensity control shall be provided to allow adjustment to meet theprevailing conditions and to avoid dazzling the pilot during approach andlanding.<strong>139</strong>.I.203 Approach track and azimuth setting(a)(b)A visual alignment guidance system shall be capable <strong>of</strong> adjustment in azimuthto within ± 5 minutes <strong>of</strong> arc <strong>of</strong> the desired approach path.The angle <strong>of</strong> azimuth guidance system shall be such that during an approachthe pilot <strong>of</strong> a helicopter at the boundary <strong>of</strong> the “on track” signal will clear allobjects in the approach area by a safe margin.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 176(c)The characteristics <strong>of</strong> the obstacle protection surface are to be found in ICAOAnnex 14, Volume II, Table 5-l and Figure 5-13.<strong>139</strong>.I.205 Visual approach slope indicator systems(a)A visual approach slope indicator system shall be provided to serve theapproach to a heliport, whether or not the heliport is served by other visualapproach aids or by non-visual aids, where one or more <strong>of</strong> the followingconditions exist especially at night:(1) obstacle clearance, noise abatement or traffic control proceduresrequire a particular slope to be flown; and(2) the environment <strong>of</strong> the heliport provides few visual surface cues: and(3) the characteristics <strong>of</strong> the helicopter require a stabilised approach.(b)The standard visual approach slope indicator system for helicopter operationsshall consist <strong>of</strong> the following:(1) Precision Approach Path Indicators (PAPI) and Abbreviated PrecisionApproach Path Indicators (APAPI) systems conforming to thespecifications contained in <strong>OTAR</strong> Part <strong>139</strong> Appendix E.33 except thatthe angular size <strong>of</strong> the on-slope sector <strong>of</strong> the systems shall be increasedto 45 minutes; or(2) Helicopter approach path indicator (HAPI) system conforming tospecifications in paragraphs <strong>139</strong>.I.207 to 213.(c)(d)(e)A visual approach slope indicator system shall be located such that ahelicopter is guided to the desired position within the FATO area and avoidsdazzling the pilot during final approach and landing.A visual approach slope indicator system shall be located adjacent to thenominal aiming point and aligned in azimuth with preferred approachdirection.The light unit(s) shall be frangible and mounted as low as possible.<strong>139</strong>.I.207 HAPI signal format(a)(b)(c)(d)The signal format <strong>of</strong> the HAPI shall include four discrete signal sectors,providing an “above slope”, an “on slope”, a “slightly below”, and a “belowslope” signal.The signal format <strong>of</strong> the HAPI shall be as shown in ICAO Annex 14, VolumeII, Figure 5-12, Illustrations A and B.The signal repetition rate <strong>of</strong> the flashing sector <strong>of</strong> the HAPI shall be at least2 Hz.The on-to-<strong>of</strong>f ratio <strong>of</strong> pulsing signals <strong>of</strong> the HAPI shall be 1 to 1 and themodulation depth shall be at least 80 per cent.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 177(e)The angular size <strong>of</strong> the “on-slope” sector <strong>of</strong> the HAPI shall be 45 minutes.(f) The angular size <strong>of</strong> the “slightly below” sector <strong>of</strong> the HAPI shall be 15minutes.<strong>139</strong>.I.209 Light distribution(a)(b)(c)(d)The light intensity distribution <strong>of</strong> the HAPI in red and green colours shall be asshown in ICAO Annex 14, Volume II, Figure 5-9, Illustration 4.Colour transition <strong>of</strong> the HAPI in the vertical plane shall be such as to appearto an observer at a distance <strong>of</strong> not less than 300 m to occur within a verticalangle <strong>of</strong> not more than three minutes.The transmission factor <strong>of</strong> a red or green filter shall be not less than 15 percent at the maximum intensity setting.At full intensity the red light <strong>of</strong> the HAPI shall have a Y-coordinate notexceeding 0.320 and the green light shall be within the boundaries shown inTable <strong>139</strong>.I.03, below.Table <strong>139</strong>.I.03Yellow Boundary Y = 0.726 - 0.726xWhite Boundary X = 0.625y - 0.041Blue Boundary Y = 0.390 - 0.171x(e)A suitable intensity control shall be provided to allow adjustment to meetprevailing conditions and to avoid dazzling the pilot during approach andlanding.<strong>139</strong>.I.211 Approach slope and elevation setting(a)(b)A HAPI system shall be capable <strong>of</strong> adjustment in elevation at any desiredangle between 1 degree and 12 degrees above the horizontal with anaccuracy <strong>of</strong> ± 5 minutes or arc.The angle <strong>of</strong> elevation setting <strong>of</strong> HAPI shall be such that during an approach,the pilot <strong>of</strong> a helicopter observing the upper boundary <strong>of</strong> the “below slope”signal will clear all objects in the approach area by a safe margin.<strong>139</strong>.I.213 Characteristics <strong>of</strong> the light unit(a)The system shall be so designed that:(1) in the event the vertical misalignment <strong>of</strong> a unit exceeds ± 0.5° (± 30minutes), the system will switch <strong>of</strong>f automatically; and(2) if the flashing mechanism fails, no light will be emitted in the failedflashing sector(s).(b)The light unit <strong>of</strong> the HAPI shall be so designed that deposits <strong>of</strong> condensation,ice, dirt, etc. on optically transmitting or reflecting surfaces shall not interfere<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 178with the light signal and shall not cause spurious or false signals to begenerated.(c)A HAPI system intended for installation on a floating helideck shall afford astabilisation <strong>of</strong> the beam to an accuracy <strong>of</strong> ± l/4° within ± 3° pitch and rollmovement <strong>of</strong> the heliport.<strong>139</strong>.I.215 Obstacle protection surface(a)(b)(c)An obstacle protection surface shall be established when it is intended toprovide a visual approach slope indicator system.The characteristics <strong>of</strong> the obstacle protection surface, i.e. origin, divergence,length and slope shall correspond to those specified in the relevant column <strong>of</strong>ICAO Annex 14, Volume II, Table 5-1 and Figure 5-13.New objects or extensions <strong>of</strong> existing objects shall not be permitted above anobstacle protection surface except when, in the opinion <strong>of</strong> the Governor theobject or extension would be shielded by an existing immovable object.(d) Existing objects above an obstacle protection surface shall be removedexcept when, in the opinion <strong>of</strong> the Governor, the object is shielded by anexisting immovable object, or after an aeronautical study it is determined thatthe object would not adversely affect helicopter safety.(e)Where an aeronautical study indicates that an existing object extending abovean obstacle protection surface could adversely affect safety, one or more <strong>of</strong>the following measures shall be taken:(1) suitably raise the approach slope <strong>of</strong> the system; and(2) reduce the azimuth spread <strong>of</strong> the system so that the object is outsidethe confines <strong>of</strong> the beam; and(3) displace the axis <strong>of</strong> the system and its associated obstacle protectionsurface by no more than 5°; and(4) suitably displace the FATO area; and(5) install a visual alignment guidance system as specified in paragraph<strong>139</strong>.I.197.<strong>139</strong>.I.217 FATO area lights(a)(b)Where a FATO area is established at a surface level heliport on groundintended for use at night, final approach and take-<strong>of</strong>f area lights shall beprovided. They may be omitted where the FATO area and the TLOF area arenearly coincidental or the extent <strong>of</strong> the final approach and take-<strong>of</strong>f area is selfevident.FATO area lights shall be placed along the edges <strong>of</strong> the FATO area. Thelights shall be uniformly spaced as follows:<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 179(1) for an area in the form <strong>of</strong> a square or rectangle, at intervals <strong>of</strong> not morethan 50 m with a minimum <strong>of</strong> four lights on each side including a light ateach corner; or(2) for any other shaped area, including a circular area, at intervals <strong>of</strong> notmore than 5m with a minimum <strong>of</strong> ten lights.(c)(d)(e)FATO area lights shall be fixed omnidirectional lights showing white. Wherethe intensity <strong>of</strong> the lights is to be varied the lights shall show variable white.The light distribution <strong>of</strong> final approach and take-<strong>of</strong>f area lights shall be asshown in ICAO Annex 14, Volume II, Figure 5-9, Illustration 5.The lights shall not exceed a height <strong>of</strong> 2.5 cm and shall be inset when a lightextending above the surface would endanger helicopter operations. Where aFATO area is nor meant for lift-<strong>of</strong>f or touchdown, the lights shall not exceed aheight <strong>of</strong> 25 cm above ground or snow level.<strong>139</strong>.I.219 Aiming point lights(a)(b)(c)Where an aiming point marking is provided at a heliport intended for use atnight, aiming point lights shall be provided and collocated at the aiming pointmarking.Aiming point lights shall form a pattern <strong>of</strong> at least six omnidirectional whitelights as shown in ICAO Annex 14, Volume II, Figure 5-4. The lights shall beinset when a light extending above the surface could endanger helicopteroperations.The light distribution <strong>of</strong> aiming point lights shall be as shown in ICAO Annex14, Volume II, Figure 5-9, Illustration 5.<strong>139</strong>.I.221 TLOF area lighting system(a)(b)A TLOF area lighting system shall be provided at a heliport intended for use atnight.The TLOF area lighting system for a surface level heliport shall consist <strong>of</strong> oneor more <strong>of</strong> the following:(1) perimeter lights; or(2) floodlighting; or(3) luminescent panel lighting when paragraph <strong>139</strong>.I.221(1) and (2) are notpracticable and FATO area lights are available.(c)The touchdown and lift-<strong>of</strong>f area lighting system for an elevated heliport orhelideck shall consist <strong>of</strong>:(1) perimeter lights; and(2) floodlighting and/or luminescent panel lighting.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 180(d)(e)(f)At elevated heliports and helidecks, surface texture cues within thetouchdown and lift-<strong>of</strong>f area are essential for helicopter positioning during thefinal approach and landing. Such cues shall be provided by using floodlightingor luminescent panel lighting or a combination <strong>of</strong> these two forms <strong>of</strong> lighting,in addition to perimeter lights.TLOF area floodlighting or luminescent panel lighting shall be provided at asurface-level heliport intended for use at night when enhanced surface texturecues are required.TLOF area perimeter lights shall be placed along the edge <strong>of</strong> the areadesignated for use as the TLOF area or within a distance <strong>of</strong> 1.5 m from theedge. Where the touchdown and lift-<strong>of</strong>f area is a circle, the lights shall be:(1) located on straight lines in a pattern which will provide information topilots on drift displacement; and(2) where paragraph <strong>139</strong>.I.221(1) is not practicable, evenly spaced aroundthe perimeter <strong>of</strong> the touchdown and lift-<strong>of</strong>f area at the appropriateinterval except that over a sector <strong>of</strong> 45° the lights shall be spaced at halfspacing.(g)(h)(i)(j)(k)(l)TLOF area perimeter lights shall be uniformly spaced at intervals <strong>of</strong> not morethan 3 m for elevated heliports and helidecks and not more than 5m forsurface level heliports. There shall be a minimum number <strong>of</strong> four lights oneach side including a light at each comer. For a circular touchdown and lift-<strong>of</strong>farea, where lights are installed in accordance with paragraph <strong>139</strong>.I.221(f)(2),there shall be a minimum <strong>of</strong> fourteen lights.The TLOF area perimeter lights shall be installed at an elevated heliport orfixed helideck such that the pattern cannot be seen by the pilot from below theelevation <strong>of</strong> the touchdown and lift-<strong>of</strong>f area.The TLOF area perimeter lights shall be installed at a floating helideck, suchthat the pattern cannot be seen by the pilot from below the elevation <strong>of</strong> thetouchdown and lift-<strong>of</strong>f area when the helideck is level.On surface level heliports, luminescent panel lights shall be placed along themarking designating the edge <strong>of</strong> the TLOF area. Where the TLOF area is acircle, the luminescent panels shall be located on straight lines circumscribingthe area.On surface level heliports, the minimum number <strong>of</strong> panels on a TLOF areashall be nine. The total length <strong>of</strong> luminescent panels in a pattern shall not beless than 50 per cent <strong>of</strong> the length <strong>of</strong> the pattern. There shall be an oddnumber with a minimum number <strong>of</strong> three panels on each side <strong>of</strong> thetouchdown and lift-<strong>of</strong>f area including a panel at each comer. Luminescentpanels shall be uniformly spaced with a distance between adjacent panelends <strong>of</strong> not more than 5m on each side <strong>of</strong> the TLOF.When luminescent panels are used on an elevated heliport or helideck toenhance surface texture cues the panels shall not be placed adjacent to theperimeter lights. They shall be placed around a touchdown marking where it isprovided or coincident with heliport identification marking.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 181(m) TLOF area floodlights shall be located to avoid glare to pilots in flight or topersonnel working on the area. The arrangement and aiming <strong>of</strong> floodlightsshall be such that shadows are kept to a minimum.(n)(o)The TLOF area perimeter lights shall be fixed omnidirectional lights showingyellow.At a surface level heliport, the luminescent panels shall emit yellow light whenused to define the boundary <strong>of</strong> the TLOF area.(p) The chromaticity and luminance <strong>of</strong> colours <strong>of</strong> luminescent panels shallconform to ICAO Annex 14, Volume I, Appendix 1, 3.4.(q)(r)(s)(t)(u)(v)A luminescent panel shall have a minimum width <strong>of</strong> 6cm. The panel housingshall be the same colour as the marking it defines.The perimeter lights shall not exceed a height <strong>of</strong> 25 cm and shall be insetwhen a light extending above the surface could endanger helicopteroperations.The touchdown and lift <strong>of</strong>f area floodlights shall not exceed a height <strong>of</strong> 25 cm.The luminescent panels shall not extend above the surface by more than2.5cm.The light distribution <strong>of</strong> the perimeter lights shall be as shown in ICAO Annex14, Volume II, Figure 5-9, illustration 6.The light distribution <strong>of</strong> the luminescent panels shall be as shown in ICAOAnnex 14, Volume II, Figure 5-9, illustration 7.(w) The spectral distribution <strong>of</strong> TLOF area floodlights shall be such that thesurface and obstacle marking can be correctly identified.(x)The average horizontal luminance <strong>of</strong> the floodlighting shall be at least 10 lux,with a uniformity ratio (average to minimum) <strong>of</strong> not more than 8:l measured onthe surface <strong>of</strong> the TLOF area.<strong>139</strong>.I.223 Winching area floodlighting(a)(b)(c)(d)Winching area floodlighting shall be provided at a winching area intended foruse at night.Winching area floodlights shall be located to avoid glare to pilots in flight or topersonnel working on the area. The arrangement and aiming <strong>of</strong> floodlightsshall be such that shadows are kept to a minimum.The spectral distribution <strong>of</strong> winching area floodlights shall be such that thesurface and obstacle markings can be correctly identified.The average horizontal luminance shall be at least 10 lux, measured on thesurface <strong>of</strong> the winching area.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 182<strong>139</strong>.I.225 Taxiway lightsThe specifications for taxiway centre line lights and taxiway edge lights in <strong>OTAR</strong>Part <strong>139</strong>, Appendix F.111 and F.115, are equally applicable to taxiways intended forground taxiing <strong>of</strong> helicopters.<strong>139</strong>.I.227 Visual aids for denoting obstaclesThe specifications for marking and lighting <strong>of</strong> obstacles included in <strong>OTAR</strong> Part <strong>139</strong>,Appendix C, Subpart B, are equally applicable to heliports and winching areas.<strong>139</strong>.I.229 Floodlighting <strong>of</strong> obstacles(a)(b)(c)At a heliport intended for use at night, obstacles shall be floodlighted if it is notpossible to display obstacle lights on them.Obstacle floodlights shall be arranged to illuminate the entire obstacle and asfar as practicable in a manner so as not to dazzle the helicopter pilots.Obstacle floodlighting shall be such as to produce a luminance <strong>of</strong> at least10cd/m².<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 183Appendix JSubpart AWATER AERODROMESGeneral<strong>139</strong>.J.01Applicability(a)(b)This Subpart details the requirements which apply to the certification <strong>of</strong> wateraerodromes and shall be read in conjunction with Part <strong>139</strong> Subparts A to Eand Appendices A, B and C.The operation <strong>of</strong> a seaplane on the surface <strong>of</strong> the water shall be subject to therules and regulations in the relevant maritime, docks authorities andcoastguard legislation covering the area <strong>of</strong> water utilised by the aircraft. Thewater aerodrome certificate holder shall ensure that all aerodrome operationsare compliant with that legislation, where applicable. These requirements shallbe detailed in the water aerodrome manual for all applicable water aerodromeoperations.<strong>139</strong>.J.03Definitions and units <strong>of</strong> measurement(a) In addition to the definitions in <strong>OTAR</strong> Part 1 the following apply to Appendix J:airside means the area <strong>of</strong> a water aerodrome consisting <strong>of</strong> the dockside, <strong>of</strong>the movement area and its adjacent areas within the aerodrome boundaries,and does not include maintenance <strong>of</strong> aircraft, or a building and itsappurtenances used for the movement <strong>of</strong> passengers;airside personnel means persons that are assigned duties on airside that areeither employees <strong>of</strong> the airport operator or those persons employed byaviation organizations that utilize the airport;dockside means the area that is part <strong>of</strong> the airport and includes the area(s),on or adjacent to the water, used for the embarkation or disembarkation <strong>of</strong>passengers; or the aircraft loading or unloading <strong>of</strong> cargo;mooring means an arrangement for securing a vessel to a mooring buoy or apier;take-<strong>of</strong>f and landing area means the area on the surface <strong>of</strong> the water that isdesignated for take-<strong>of</strong>f and landing <strong>of</strong> aircraft;underway means that a vessel is not at anchor, made fast to the shore,moored or aground;vessel means every description <strong>of</strong> watercraft, including non-displacementcraft, WIG craft and seaplanes, used or capable <strong>of</strong> being used as a means <strong>of</strong>transportation on water;water aerodrome boundary means the movement area and dockside(s) asdescribed in the Water Aerodrome Operations Manual;<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 184water aerodrome elevation means the elevation <strong>of</strong> the take-<strong>of</strong>f and landingarea;Water Aerodrome Operations Manual (WAOM) - means a manualcontaining information relating to the operation and certification criteria <strong>of</strong> aparticular water aerodrome;water aerodrome operator means the person in charge <strong>of</strong> a wateraerodrome and includes employee, agent or other authorized representative.(b) In addition to the requirements for units <strong>of</strong> measurement in <strong>OTAR</strong> Part 1Subpart C,: water depths and range <strong>of</strong> tides or water levels shall be measuredand promulgated:(1) to the nearest foot; or(2) in metres to the nearest decimal.<strong>139</strong>.J.05Water aerodrome reference codesWater aerodromes shall be coded in accordance with Table <strong>139</strong>J.1 below. With theexceptions detailed below, water aerodrome codes W1, W2 and W3 can beequated to Code 1, 2 and 3 non-instrument land aerodromes.Table <strong>139</strong>J.1W1 W2 W3<strong>Air</strong>craft MTWA 5700 kgStrip Length
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 185<strong>139</strong>.J.17Aerodrome dimensions and related information(a)The following data shall be measured and described for each facility providedon a water aerodrome:(1) Runway - where there is an identified take-<strong>of</strong>f and landing area, the truebearing to one degree, designation number, length, and width; and(2) The Strip lengths and widths to the nearest metre or foot; and(3) Taxiway – designation, width; and(4) Docks – lengths and widths to the nearest metre or foot and the surfacetype; and(5) Ramps – widths to the nearest metre or foot and the slope in degrees tothe nearest 5 degrees; and(6) The boundaries <strong>of</strong> any air traffic control service; and(7) Visual aids for the marking <strong>of</strong> runways and taxiways and other visualguidance and control aids including taxi-holding positions.(b) The geographical coordinates <strong>of</strong> each threshold shall be measured andreported to the AIS authority in degrees, minutes, and seconds.(c)(d)The geographical coordinates <strong>of</strong> appropriate taxiway centre line points shallbe measured and reported to the AIS authority in degrees, minutes, andseconds.The geographical coordinates <strong>of</strong> significant obstacles in the approach andtake-<strong>of</strong>f areas, in the circling area and in the vicinity <strong>of</strong> an aerodrome shall bemeasured and reported to the AIS authority in degrees, minutes, andseconds.. The highest elevation rounded up to the nearest metre or foot, type,marking and lighting (if any) <strong>of</strong> the significant obstacles shall be reported.<strong>139</strong>.J.23Provision <strong>of</strong> operational information for publicationIn addition to the reporting requirements <strong>of</strong> <strong>139</strong> Appendix B, the followingoperational information shall be reported to the Governor and to the aeronauticalinformation services provider for publication:(a)(b)(c)(d)(e)(f)the water airport elevation; andthe magnetic bearing(s) <strong>of</strong> the primary take-<strong>of</strong>f and landing area(s); andthe range <strong>of</strong> tides or water levels; andthe average speed and direction <strong>of</strong> the current; andwater airport dimensions and facilities; andarrival and departure procedures where applicable; and<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 186(g)information on significant obstacles on and in the vicinity <strong>of</strong> the water airportwith respect to:(1) location; and(2) top elevation to the nearest, next higher foot; and(3) type.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 187Subpart BObstacle Restriction and Removal<strong>139</strong>.J.51GeneralThe following criteria define the airspace around a water aerodrome that shall bemaintained free from obstacles. This shall be achieved by establishing a series <strong>of</strong>obstacle limitation surfaces that define the upper limits <strong>of</strong> permissible objects.<strong>139</strong>.J.53Obstacle Limitation Surfaces(a)A take-<strong>of</strong>f and approach surface shall be established for each end <strong>of</strong> the take<strong>of</strong>fand landing areas that is either:(1) a straight-in take-<strong>of</strong>f and approach surface; or(2) an <strong>of</strong>f-set take-<strong>of</strong>f and approach surface; or(3) a curved take-<strong>of</strong>f and approach surface; or(4) a single take-<strong>of</strong>f and approach surface where movements are restrictedto one direction arrivals or one direction take-<strong>of</strong>fs.(b) Surfaces are established in accordance with the Safeguarded Surfacesdescribed in Figure 1 for the following surfaces:(1) Transitional surfaceThe Transitional Surface shall be an unobstructed plane running parallelto the take-<strong>of</strong>f and approach area as described in Table <strong>139</strong>.J.1.(2) Approach surface(i)(ii)The length <strong>of</strong> approach surface shall not be less than 2500 m(8333 ft) in accordance with Table <strong>139</strong>.J.1.The slope <strong>of</strong> the approach surface shall be in accordance withTable <strong>139</strong>.J.1.(3) Take-<strong>of</strong>f climb surface(i)(ii)The length <strong>of</strong> the take-<strong>of</strong>f climb surface shall not be less than2500m (8333 ft) in accordance with Table <strong>139</strong>.J.1.The slope <strong>of</strong> the take-<strong>of</strong>f climb surface shall be in accordance withTable <strong>139</strong>.J.1.<strong>139</strong>.J.55Obstacle limitation requirements(a)The requirements for obstacle limitation surfaces are specified on the basis <strong>of</strong>the intended use <strong>of</strong> a runway and are intended to be applied when such use ismade <strong>of</strong> the runway. In cases where operations are conducted to or fromboth directions <strong>of</strong> a runway, then the function <strong>of</strong> certain surfaces may benullified because <strong>of</strong> more stringent requirements <strong>of</strong> another lower surface.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 188(b)The following obstacle limitation surfaces shall be established for a noninstrumentwater runway:(1) approach surface; and(2) transitional surfaces.(c)(d)(e)The heights and slopes <strong>of</strong> the surfaces shall be in accordance with Table<strong>139</strong>.J.1.New objects or extensions <strong>of</strong> existing objects shall not be permitted above anapproach or transitional surface except when, in the opinion <strong>of</strong> the Governor,the new object or extension would be shielded by an existing immovableobject.Vessels that would normally constitute a mobile object or obstruction to theapproach surface or the transitional surfaces are allowed to transit the wateraerodrome during periods <strong>of</strong> time when the aerodrome is not in use.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 189Figure 1WATER AERODROMES SAFEGUARDED SURFACESW3 PLANIHSAPPS2500MSLOPE OF 1:30 (3.3%)150M10° splayTOCS2500MSLOPE OF 1:50 (5%)TSIHS2500M from C/LW3 ELEVATION2500M from C/L45M1:7 (20%) 1:7 (20%)TS45MIHSC/L315M150M315M<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 190Subpart CRunways and taxiways<strong>139</strong>.J.101 Condition <strong>of</strong> the movement area and related facilities(a)(b)The aerodrome operator shall ensure that a waterborne inspection <strong>of</strong> themovement area and visual inspection <strong>of</strong> the OLS shall be undertaken prior todaily commencement <strong>of</strong> seaplane operations and where further flights areanticipated shall be undertaken at intervals <strong>of</strong> not more than four hours fromthe first daily inspection.Information from the inspection in <strong>139</strong>.J.101(a) shall be reported by the wateraerodrome operator to the appropriate air traffic services and AIS units fordissemination on:(1) changing conditions significantly affecting normal aircraft operations;and(2) the operational status <strong>of</strong> related facilities; and(3) construction or maintenance work; and(4) any debris in the landing and take-<strong>of</strong>f area or taxiway; and(5) other temporary hazards, including moored vessels; and(6) any bird hazard; and(7) situations likely to adversely affect normal aircraft operations in respect<strong>of</strong>:(i)(ii)(iii)(iv)damage to shore facility; andknown hazards, including trees or any other surface or belowsurfacehazard; andabnormally high or low water depth; andcurrents.(c)(d)The condition <strong>of</strong> the movement area and the operational status <strong>of</strong> relatedfacilities shall be monitored and reports on matters <strong>of</strong> operational significanceor affecting aircraft performance shall be provided to ATS and AIS units asappropriate, to enable those units to provide the necessary information toarriving and departing aircraft.The information shall be kept up to date and changes in conditions reportedwithout delay.<strong>139</strong>.J.103 Landing and take <strong>of</strong>f(a)(b)A radio activated light or an appropriate vessel shall be available for use priorto any seaplane take-<strong>of</strong>f or landing to serve as notification to vessels in thearea that an aircraft is about to arrive or depart.Where a radio activated light is used, a vessel shall also be available to act asa response vessel in the event <strong>of</strong> an emergency.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 191(c)Where a radio activated light is not installed, an appropriate vessel shall bepositioned on the seaward side <strong>of</strong> the take-<strong>of</strong>f and landing strip to act as aresponse vessel in the event <strong>of</strong> an emergency.<strong>139</strong>.J.105 Wind direction indicators(a)(b)(c)(d)(e)(f)(g)(h)Unless the direction <strong>of</strong> the wind can be obtained by radio, a wind directionindicator shall be installed.The wind direction indicator shall be in the form <strong>of</strong> a truncated cone made <strong>of</strong>fabric.The dimensions <strong>of</strong> the cone shall be not less than 3.6 m in length with adiameter, at the larger end, <strong>of</strong> not less than 0.9 m.It shall give a clear indication <strong>of</strong> the direction and an general indication <strong>of</strong> thesurface wind speed.The colour(s) <strong>of</strong> the cone shall make it clearly visible and understandable froma height <strong>of</strong> at least 300 m.It shall be visible from the take-<strong>of</strong>f and landing area.Except as described in <strong>139</strong>.J.105(h), where practicable, a single colour,preferably, white or orange, shall be used.If a combination <strong>of</strong> two colours is required to give adequate conspicuity, thenthey shall, preferably, be orange and white, red and white, or black and white.These colours should be arranged in five alternate bands, the first and lastbands being the darker colour.<strong>139</strong>.J.107 Runways – general(a)(b)(c)The actual runway length to be provided for a primary runway shall beadequate for the aeroplanes that utilise the aerodrome. This shall be not lessthan the longest length determined for the performance characteristics <strong>of</strong> therelevant aeroplanes, corrected for local conditions.Take-<strong>of</strong>f and landing requirements, in both directions, shall be consideredwhen determining the length <strong>of</strong> runway(s). The local conditions that shall beconsidered include elevation, temperature, humidity and the surfacecharacteristics.The length <strong>of</strong> a secondary runway shall be determined in the same way asprimary runways. However, it needs only to be adequate for thoseaeroplanes that require to use the secondary runway, in addition to any otherrunway, to achieve a usability factor <strong>of</strong> at least 95 per cent.(d) The take-<strong>of</strong>f and landing area shall be an area on the water surface,measured in a straight line, that is usable for take-<strong>of</strong>f and landing and includesthe runway and the strips.(e)The width <strong>of</strong> the take-<strong>of</strong>f and landing area shall not be less than 120 m(400 ft).<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 192(f) The width <strong>of</strong> the runway shall be at least 60 m.(g)(h)(i)The width <strong>of</strong> the strip shall be at least 30 m each side <strong>of</strong> the runway.The length <strong>of</strong> the primary take-<strong>of</strong>f and landing area shall not be less than800 m (2666 ft).The depth <strong>of</strong> the water in the take-<strong>of</strong>f and landing area shall not be less than1.8 m (6 ft) unless the aerodrome is restricted to aircraft requiring less than1.8 m (6 ft) in which case the depth <strong>of</strong> the water shall be based on therequirements <strong>of</strong> that aircraft.<strong>139</strong> J.109 Turning BasinsWhere a turning basin is provided it shall:(a)(b)(c)be sufficient to permit the turning <strong>of</strong> the aeroplanes using the aerodrome; andhave a minimum depth <strong>of</strong> 1.2 m (4 ft) unless the aerodrome is restricted toaircraft requiring less than 1.2 m (4ft) in which case the depth <strong>of</strong> the watershall be based on the requirements <strong>of</strong> that aircraft; andhave a horizontal obstruction clearance between the edge <strong>of</strong> the turning basinand the nearest obstacle <strong>of</strong> no less than 15 m (50 ft).<strong>139</strong>.J.111 Declared distancesThe following distances shall be calculated to the nearest metre or foot for a runwayintended for use by international commercial air transport:(a)(b)Take-<strong>of</strong>f distance available; andLanding distance available.<strong>139</strong>.J.113 Landing and take-<strong>of</strong>f area markers(a) Except as described in paragraph <strong>139</strong>.J.113(b) a take-<strong>of</strong>f and landingthreshold shall be identified by markings or markers in the form <strong>of</strong> buoys asfollows:(1) a runway threshold marking shall consist <strong>of</strong> two buoys, one on one side<strong>of</strong> both ends <strong>of</strong> the take-<strong>of</strong>f and landing area; or(2) a runway threshold marking shall consist <strong>of</strong> four buoys, one on eitherside <strong>of</strong> the thresholds <strong>of</strong> both ends <strong>of</strong> the take-<strong>of</strong>f and landing area.(b)Where it is not possible to utilise buoys to mark the take-<strong>of</strong>f and landingthresholds, geographical points and/or other visual references which shall beused and described to designate the take-<strong>of</strong>f and landing area.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 193(c) The buoys, markers, geographical points, or other visual references in<strong>139</strong>.J.113(a) and (b) shall be described in the Aeronautical InformationPublication.(d)Where shoals or other hazards could endanger an aeroplane, marker buoysshall be installed to clearly indicate the hazardous area.(e) The location <strong>of</strong> the shoals or other hazards shall be published in theAeronautical Information Publication.<strong>139</strong>.J.115 Water Taxiways(a)(b)Water taxiways shall be provided to permit the safe and expeditious surfacemovement <strong>of</strong> aircraft.Water taxiways shall have:(1) a width <strong>of</strong> not less than 45 m (150 ft); and(2) a minimum depth <strong>of</strong> not less than 1.2 m (4 ft), or where the aerodromeis restricted to aircraft requiring less than 1.2 m (4 ft) the depth <strong>of</strong> thewater shall be based on the requirements <strong>of</strong> that aircraft.<strong>139</strong>.J.117 Water taxiway edge markersWhere the extent <strong>of</strong> a water taxiway is not clearly indicated, markers in the form <strong>of</strong>buoys shall be provided.<strong>139</strong>.J.119 Docks(a)A dock shall:(1) be designed in such a manner as to provide a safe clearance betweenan aircraft wing and any object with which it could come in contact; and(2) be in a condition that permits constant use without injury to persons ordamage to aircraft; and(3) where applicable, be attached or anchored in a manner that prevents itfrom shifting position or becoming detached; and(4) have access from the shore that provides for the safe movement <strong>of</strong>persons using the facility; and(5) have sufficient tie down points at each aircraft parking position to secureaircraft; and(6) when an aircraft is normally secured in a position where any aircraftpropeller overhangs the dock and constitutes a hazard to the movement<strong>of</strong> persons using the facilities, the hazard shall be clearly indicated.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 194(b)Dock identification shall be as follows:(1) a triangle, in accordance with Figure 2, shall be displayed on the uppersurface <strong>of</strong> the dock so as to be visible from 300 m (1000 ft) above thelanding area; and(2) dock edge markings, as depicted in Figure 2, shall be installed on allsides where docking is possible; and(3) dock edge markings shall be painted in alternating red and white stripes;and(4) identification markings displayed on the upper surface <strong>of</strong> the dock shallbe <strong>of</strong> non-slip material.<strong>139</strong>.J.121 Dock Management ServiceA trained, responsible person shall be appointed to manage the arrivals anddepartures <strong>of</strong> aircraft from the dock in order to prevent:(a)(b)(c)(d)(e)(f)collisions between aircraft and between aircraft and boats or obstacles; andensure the safe and expeditious docking <strong>of</strong> the aircraft; andassist with the safe embarkation and disembarkation <strong>of</strong> passengers; andassist passengers and baggage to and from Customs and Immigration; andassist with the launching and docking <strong>of</strong> the guard boat and other emergencyvessels as may be required; andto assist with any emergencies resulting from aircraft operations.<strong>139</strong>.J.123 RampsWhere a ramp or beach is provided for passenger-carrying operations, it shall be:(a)(b)(c)built 1.5 times the width <strong>of</strong> floats or landing gear <strong>of</strong> the largest aircraftintended to use the facility; anddesigned in such a manner as to provide a safe clearance between an aircraftand any object it could come in contact with; andsuitable for the aircraft using the facility.<strong>139</strong>.J.125 MooringWhere mooring or anchor facilities are provided they shall:(a)(b)be sufficient to permit the turning <strong>of</strong> the aeroplanes using the facility;be located in an area having a minimum depth <strong>of</strong> 1.2 m (4 ft); or<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 195(c)(d)where the aerodrome is restricted to aircraft requiring less than 1.2 m (4 ft) inthe depth <strong>of</strong> the water shall be based on the requirements <strong>of</strong> that aircraft; andbe designed in such a manner as to provide a safe clearance between anaircraft and any object it could come in contact with.Figure 2Red<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 196Subpart EMovement and Manoeuvring Area Signs<strong>139</strong>.J.151 Signs – general(a)(b)(c)Signs shall be fixed message signs.Signs shall be provided to convey a mandatory instruction, information on aspecific location or destination on a movement area or to provide otherinformation to meet the requirements <strong>of</strong> this Subpart.Signs shall be frangible. Those located near a runway or taxiway or dock shallbe sufficiently low to preserve clearance for propellers <strong>of</strong> aircraft. The installedheight <strong>of</strong> the sign shall not exceed the dimension shown in the appropriatecolumn <strong>of</strong> ICAO Annex 14, Volume 1, Table 5-4.(d) Signs shall be rectangular, as shown in ICAO Annex 14, Volume 1, Chapter 5,Figures 5-27 and 5-28 with the longer side horizontal.(e)The only signs on the movement or manoeuvering areas utilising red shall bemandatory instruction signs.<strong>139</strong>.J.153 Mandatory instruction signs(a)A mandatory instruction sign shall be provided to identify a location beyondwhich an aircraft taxiing or other vessel or person shall not proceed unlessauthorised by the aerodrome operator.(b) Mandatory instruction signs shall include taxi holding positions on themanoeuvring area and “NO ENTRY” signs.(c)(d)(e)A “NO ENTRY” sign shall be provided when entry into an area is prohibited.A mandatory instruction sign shall consist <strong>of</strong> an inscription in white on a redbackground.The inscription on a “NO ENTRY” sign shall be in accordance with ICAOAnnex 14, Figure 5.27.(f) Where appropriate, the inscriptions/symbol outlined in ICAO Annes 14,Volume 1, 5.4.2.17 shall be used.(g)(h)A seaplane dock shall have a mandatory instruction sign indicating the pointbeyond which only passengers and crew are permitted.A seaplane dock shall have a mandatory instruction sign indicating the pointat which it is unsafe for passengers to proceed beyond due to propeller areas.<strong>139</strong>.J.155 Information signs(a)An information sign shall be provided where there is an operational need toidentify by a sign, a specific location or routing information.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 197(b)Information signs shall include:(1) direction signs, and(2) location signs, and(3) destination signs.(c)(d)(e)(f)(g)Where necessary, a destination sign shall be provided to indicate the directionto a specific destination on the aerodrome such as he docks or Customs andImmigration.An information sign other than a location sign shall not be co-located with amandatory instruction sign.An information sign other than a location sign shall consist <strong>of</strong> an inscription inblack on a yellow background.An information sign shall be displayed on a dock indicating that the dock isrestricted to seaplanes only.An information sign shall be displayed on a dock that it is slippery when wet.<strong>139</strong>.J.157 Aerodrome identification sign(a)(b)(c)An aerodrome identification sign shall be provided at a water aerodrome.The aerodrome identification sign shall consist <strong>of</strong> the name <strong>of</strong> the aerodrome.The colour selected for the sign shall give adequate conspicuity when viewedagainst its background.(d) The characters shall have a height <strong>of</strong> not less than 3 m.<strong>139</strong>.J.159 Prohibition Signs(a)(b)(c)Where it has been determined there is a need to place restrictions on thedockside, a sign shall be displayed identifying the restriction and the area thatis restricted.A sign restricting persons from the dockside until all aircraft and propellershave come to a complete stop shall be displayed in a manner that is visible tothe persons.A sign restricting persons other than passengers and crew from enteringaccess points to the dock shall be displayed in a manner that is visible to allpersons.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 198Subpart FFightingEmergency Equipment and Rescue & Fire<strong>139</strong>.J.201 Emergency Equipment(a)The water aerodrome operator shall ensure that the emergency equipmentincludes:(1) a life ring and line or barge pole for water rescue; and(2) a fire extinguisher; and(3) access to floating booms to contain any oil spill on water; and(4) absorbent material that is water resistant/repellent, but oil attractive foran oil and fuel spill; and(5) access to a rescue vessel suitable for providing assistance during anemergency.(b)Fire extinguisher(s) shall:(1) be clearly visible or stored in a visibly marked cabinet; and(2) be installed at the access point to the dock; and(3) be installed on two sides <strong>of</strong> each aircraft fuelling area; and(4) be installed with a maximum separation distance between extinguishersno greater than 30 feet.(c)(d)The emergency equipment in <strong>139</strong>.J.201(a) shall be readily available at eachsite during scheduled passenger-carrying arrivals and departures.Additional data concerning seaplane accidents on the water are contained inthe ICAO Aerodrome Design Manual, Part 7, Appendix 6.<strong>139</strong>.J.203 Rescue and Fire Fighting Services - General(a) Procedures for the enhancement <strong>of</strong> passenger and crew post-accidentsurvival shall be developed and resources in terms <strong>of</strong> staff and equipment,appropriate to the type <strong>of</strong> seaplane operations anticipated at the wateraerodrome shall be provided. Within the provision <strong>of</strong> these procedures andresources, account shall be taken <strong>of</strong> the effect that various environmentalconditions could have on the ability <strong>of</strong> the RFFS to respond rapidly toaccidents and incidents.(b)A rescue vessel shall be provided and be <strong>of</strong> a design and size that wouldallow survivors to be brought aboard, or it should be equipped with anadequate number <strong>of</strong> floatation devices <strong>of</strong> a design that would enable survivorsto remove themselves from the water.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
<strong>Certification</strong> <strong>of</strong> <strong>Aerodromes</strong> Part <strong>139</strong> 199(c)The rescue vessel shall have the capability <strong>of</strong> extinguishing a 64 m² surfacefuel fire with performance level B foam concentrate through the use <strong>of</strong>:(1) an onboard fire pump, inline foam inductor, foam branch or monitor; or(2) an onboard fire extinguisher(s) capable <strong>of</strong> suppressing a 64 m² surfacefuel fire.Note: Approximately 25 litres <strong>of</strong> foam concentrate is required to extinguish a 64 m² surfacefuel fire, if adopting a fire pump and inline inductor set at 6%. A total <strong>of</strong> 325 litres <strong>of</strong> premixedwater/foam concentrate is required if extinguishers are adopted. These calculations arebased on 5.5 litres <strong>of</strong> finished foam per m².<strong>139</strong>.J.205 Response times and availability(a)(b)The RFFS shall achieve a response time not exceeding 5 minutes to anypoint <strong>of</strong> the movement area, in good visibility and water surface conditions.For the published hours <strong>of</strong> the water aerodrome, the RFFS shall be available:(1) 15 minutes prior to the published hours <strong>of</strong> the water aerodrome; until(2) 15 minutes after take-<strong>of</strong>f <strong>of</strong> the last departing aircraft.<strong>139</strong>.J.207 TrainingThe aerodrome operator shall ensure that RFFS personnel:(a)(b)receive initial and recurrent competence-based training relevant to their roleand task, and shall at all times be medically and physically capable <strong>of</strong>performing the tasks expected <strong>of</strong> them; andbe provided with appropriate personal protective equipment for fire fightingand seaborne functions.<strong>139</strong>.J.209 Emergency Planning(a)(b)The objectives <strong>of</strong> <strong>139</strong>.A.01 Aerodrome Emergency Planning apply to a wateraerodrome.The emergency plan shall consider the particular hazards associated withseaplane operations, including:(1) passenger evacuation into a further life-threatening environment, e.g.deep water; and(2) the onset <strong>of</strong> hypothermia, and its associated effects, during andfollowing prolonged immersion in cold water; and(3) the immediate toxicity and respiratory effects on survivors in the waterfollowing the ingestion <strong>of</strong> floating fuel and oils and their associatedvapours, and fire suppressant foams, powders and gases.Note: Additional guidance on seaplane accidents in the water is outlined in Appendix 6 tothe ICAO <strong>Air</strong>port Services Manual (Doc 9137) Part 7.<strong>Air</strong> <strong>Safety</strong> <strong>Support</strong> International (ASSI) Issue 5 Overseas Territories Aviation Requirements
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