Nprm0906as Annexb

IFR minima and low visibility
Notice of Proposed Rule Making operations
Annex B
Details of changes
Covering legislative arrangements and advisory

material pertaining to instrument approach and IFR
take-off minima, arrangement for exemptions to these
minima, and proposed changes to Civil Aviation Safety
Regulations 1998 (CASR) Parts 139, 171, 172 and 173.
Document NPRM 0906AS Page B1

INTENTIONALLY LEFT BLANK

STANDARD IFR TAKE-OFF AND APPROACH MINIMA AND EXISTING AIP GUIDANCE ON LOW VISIBILITY OPERATIONS
Proposed Standards and requirements Explanation
CASA proposes a number of changes to the procedures and requirements for standard IFR take-offs and landings
within Australia, and the information provided in AIP on low visibility operations and procedures. These changes will
complement the proposed standards for low visibility operations
For ease of reference, the proposed changes are shown as they would appear in the AIP. CASA will change legislative
instruments and determinations to give the AIP changes the necessary legal head of power.
Proposed changes are shown in this section and other sections of this NPRM as orange font for text to be added and
strike-through font for text to be deleted.
Only sections affected by proposed changes are included.

This change adopts a pending change
Proposal GEN1: Changes to Definitions by ICAO of the minima for Category II,
IIIA and IIIB precision approaches. The
In all CASR Part 139, CASR Part 172, AIP and other aeronautical documents, CASA proposes to amend or add new minima are already in use in the
definitions as follows: USA, UK and Europe.
CASA anticipates no significant

Instrument Approach and Landing Operations: Instrument approach and landing operations are classified as changes to aircraft operator and
follows: aerodrome operator approval
requirements as a result of this
a. Non-precision Approach and Landing Operations: Instrument approaches and landings which do not utilise change.
electronic glide path guidance.
b. Precision Approach and Landing Operations: Instrument approaches and landings using precision azimuth
and glide path guidance with minima as determined by the category of operation. Categories of Precision
Approach and Landing Operations are:
(i) Category I (CAT I) operation. A precision instrument approach and landing with a decision height not lower
than 200FT and a visibility not less than 800M, or a runway visual range not less than 550M.
(ii) Category II (CAT II) operation: A precision instrument approach and landing with a decision height lower than
200FT but not lower than 100FT, and a runway visual range not less than 300M 350M.
(iii) Category IIIA (CAT IIIA) operation: A precision instrument approach and landing with a decision height lower
than 100FT, or no decision height and a runway visual range not less than 175M 200M.
(iv) Category IIIB (CAT IIIB) operation: A precision instrument approach and landing with either, a decision height
lower than 50FT, or with no decision height and a runway visual range less than 175M 200M but not less
than 50M.
(v) Category IIIC (CAT IIIC) operation: A precision instrument approach and landing with no decision height and
no runway visual range limitations.
Instrument Runway
One of the following types of runways intended for the operation of aircraft using instrument approach procedures:
a. Non-precision approach runway. An instrument runway served by visual aids and a non-visual aid providing at
least directional guidance adequate for a straight-in approach.

b. Precision approach runway, CAT I. An instrument runway served by lLS and visual aids intended for operations
with a decision height not lower than 200FT and either a visibility not less than 800M, or a runway visual range not
less than 550M.
c. Precision approach runway, CAT Il. An instrument runway served by lLS and visual aids intended for operations
with a decision height lower than 200FT, but not lower than 100FT and a runway visual range not less than 300M
350M.
d. Precision approach runway, CAT Ill. An instrument runway served by ILS to and along the surface of the runway
and:
(i) for CAT IIIA - intended for operations with a decision height lower than 100FT, or no decision height and a
runway visual range not less than 175M 200M;
(ii) for CAT IIIB - intended for operations with a decision height lower than 50FT, or no decision height and a
runway visual range less than 175M 200M, but not less than 50M;
(iii) for CAT IIIC - intended for operations with no decision height and no runway visual range limitations.
Low Visibility Operation: An operation involving: These are new definitions that:
(a) an approach with minima less than Category I; or (a) make the distinction between a
low visibility operation
(b) a take-off in visibility less than 550 m. (something an aircraft does) and
low visibility procedure
Low Visibility Procedures: Procedures applied at an aerodrome for the purpose of ensuring safe operations during (something done by an
low visibility operations. aerodrome and ATC to support
low visibility operations).
Qualified observer: A person qualified to the standards specified in Manual of Standards (MOS) Part 139 to provide
runway visibility assessments. (b) underpin the new concept of
runway visibility assessments.
Visibility condition 1: Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at
intersections by visual reference, and for personnel of control units to exercise control over all traffic on the basis of (c) Provide distinction between the
visual surveillance; different visibility conditions that
dictate the commencement or
Visibility condition 2: Visibility sufficient for the pilot to taxi and to avoid collision with other traffic on taxiways and at otherwise of low visibility

intersections by visual reference, but insufficient for personnel of control units to exercise control over all traffic on the procedures.
basis of visual surveillance;
Visibility condition 3: Visibility sufficient for the pilot to taxi but insufficient for the pilot to avoid collision with other
traffic on taxiways and at intersections by visual reference, and insufficient for personnel of control units to exercise
control over all traffic on the basis of visual surveillance. For taxiing, this is normally taken as visibilities equivalent to
an RVR of less than 550 m but more than 75 m.
Note: Visibility condition 3 marks the onset of low visibility operations
Visibility condition 4: Visibility insufficient for the pilot to taxi by visual guidance only. This is normally taken as an
RVR of 75 m or less.
Visibility marker: A dark object of suitable dimensions for use as a reference in evaluating runway visibility.
CASA proposes a number of changes to the procedures and requirements for standard IFR take-offs and landings
within Australia, and the information provided in AIP on low visibility operations and procedures. These changes will
complement the proposed standards for low visibility operations
For ease of reference, the proposed changes are shown as they would appear in the AIP. CASA will change legislative
instruments and determinations to give the AIP changes the necessary legal head of power.
Proposed changes are shown in this section as orange font for text to be added and strike-through font for text to be
deleted.
Only sections affected by proposed changes are included.

This is the existing preamble in AIP to
Proposal FLTOPS1: Standard Takeoff minima table of take-off minima in the AIP. No
changes to this part are proposed
CASA proposes to replace the entire section of AIP ENR 1.5 Section 4.4 Standard Take-off Minima, with the following: other than to renumber the section.
4.4 Standard take-off Minima
4.4.1 Standard Take-off Minima are applicable at all aerodromes except where otherwise detailed on individual
Aerodrome Charts contained in DAP East and West.
4.4.2 Standard Take-off Minima, day and night, are contained in the following tables. These take-off minima are not
applicable when in the case of an engine failure in multi-engined aeroplanes, a return to land at the departure
aerodrome is necessary. Meteorological conditions are then to be above IAL minima or such as to allow a
visual approach:
The proposed minima differ from the

current minima in the following ways:
Visibility
Ceiling
Requirements fixed wing aircraft minimum 1. The minima for aerodromes with
(Feet)
(metres) runway edge lighting at 60 m
Multi-engined IFR Aeroplanes, either: 0 550 spacing is adjusted from 500 m to
o two pilot operated, or 550 m. this change is intended to
align aircraft operating minima
o single pilot operated turbo-jet or (operative)
with the relevant aerodrome
auto-feather equipped
lighting and infrastructure
Aeroplane: requirements.
o has a MTOW 5,700KG or greater (see Notes 1,
2, 4, 5); or 2. At aerodromes that are non-
o if MTOW is less than 5700 kg, is capable of a controlled or controlled
gross climb gradient of at least 1.9% (see Notes aerodromes outside of ATC hours
2, 3, 4, 5). of operation, the 550 m take-off
minimum may only be used at an
Aerodrome has: aerodrome where carriage of
o runway edge lighting, spaced at not more than radio is mandatory, by day and
60 m intervals, in operation; and provided the aircraft operator has

o either runway centreline lighting or centreline an agreement with the aerodrome
markings. operator for aerodrome safety
measures. These measures are
If aerodrome is non-controlled or ATC is not in intended to minimise the risk of
operation: ground collision with uncontrolled
o The aerodrome must be one at which the aircraft or vehicles.
carriage of radio is mandatory; and
o The take-off is conducted by day only; and There are no changes to the existing
o The pilot or aircraft operator has appropriate requirements for use of the 800 m IFR
arrangements to ensure the safety of operations take-off minima.
in visibility conditions as low as 550 m.
However this part of the table is
Multi-engined IFR Aeroplanes, either: 0 800 reworded to allow a cascading (lower
o two pilot operated, or to higher) flow of take-off information.
o single pilot operated turbo-jet or (operative)
auto-feather equipped There are no changes to the existing
requirements for use of the 2000 m
Aeroplane: IFR take-off minima.
o has a MTOW 5,700KG or greater; or
o if MTOW is less than 5700 kg, is capable of a
gross climb gradient of at least 1.9%
All other IFR aeroplanes (see Note 4) 300 2,000
There is no change to the existing
Note 1. Aeroplanes must comply with pertinent obstacle clearance requirements of CAO 20.7.1B.
notes that accompany the fixed wing
Note 2. Visibilities may be reduced by specific approval; such approvals along with mandatory requirements take off minima.
must be inserted in Company Operations Manuals.
Note 3. a. Aeroplane engine-out climb gradient under ambient conditions (manufacturers data) must be
at least 0.3% greater than the obstacle free gradient for the runway length required.
b. Aeroplanes may use published obstacle free gradients, provided such gradients are surveyed
to at least a distance of 7,500M from end of TODA. All runways with strip widths of 150M or
greater are surveyed to 7,500M unless otherwise annotated.
c. Where an operator can establish an obstacle free gradient (150M baseline at end of TODA,
12.5% splays, 7500M distance) not more than 30 from runway heading, and whose

procedures involve not more than 15 of bank to track within the splay, and 3a. above can be
met, these minima may be used.
Note 4. The pilot in command is responsible for ensuring that:
a. terrain clearance is assured until reaching either en route LSALT or departure aerodrome
MSA;
b. in the case of multi-engined aeroplanes, 4a. above can be complied with should engine failure
occur at any time after V1, or lift-off, or encountering non-visual conditions;
c. if a return to the departure aerodrome is not possible, that the aeroplane's performance and
fuel availability is adequate to enable the aeroplane to proceed to a suitable aerodrome,
having regard to terrain, obstacles and route distance limitations.
Note 5. Requirements for two pilot operations are :
a. endorsed on type;
b. multi-crew trained on type;
c. multi-crew proficiency checked within the previous 13 months; and
d. instrument rated.
The only change proposed for
CASA proposes to replace the entire table and notes covering Standard Take-off Minima - helicopters, with the helicopter take off minima is to adjust
following: the original 500 m visibility minimum to
550 m.
The change is intended to maintain

Visibility consistency with fixed wing aircraft
Ceiling
Requirements - Helicopters minimum standard minima and the proposed
(Feet)
(metres) onset value for low visibility operations;
Multi-engined helicopters operated in accordance clear of that is 550 m.
550
with PC1/PC2 procedures cloud until
attaining
Aerodrome has: Vyse or
o runway edge lighting, spaced at not more than Vmin IMC
60 m intervals, in operation; and (whichever
is the

o either runway centreline lighting or centreline
markings.
greater)
Multi-engined helicopters operated in accordance 800
with PC1/PC2 procedures
All other IFR helicopters 500 800
In all cases, the responsibility for obstacle clearance rests with the pilot in command. A take-off into instrument
meteorological conditions should not be commenced unless the pilot has determined that the helicopter in the OEI
configuration can comply with published procedures or, where no published procedures exist, that the helicopter can
be kept well clear of all obstacles along the intended flight path.
Note: 1. The additional ceiling for all other IFR helicopters is to allow for the greater rate of descent when compared to
a comparable aeroplane should an engine fail during take-off.
Note 2. Performance Class 1 (PC1). Performance Class 1 operations are those with performance such that, in the
event of failure of the critical power-unit, the helicopter is able to land within the rejected take-off distance available or
safely continue the flight to an appropriate landing area, depending on when the failure occurs.
Note 3. Performance Class 2 (PC2). Performance Class 2 operations are those operations such that, in the event of
critical power-unit failure, performance is available to enable the helicopter to safely continue the flight, except when
the failure occurs early during the take-off manoeuvre or late in the landing manoeuvre, in which cases a forced
landing may be required.

Proposal FLTOPS2: Landing minima and AIP information on low visibility operational aspects This proposal involves consolidating
requirements relating to landing
CASA proposes to consolidate the requirements relating to landing minima from different parts of the AIP (ENR 1.5 minima from different parts of the AIP
Sections 4.5 5.4, 8 and 9) into the one place for ease of reference, and to make a number of changes to existing (ENR 1.5 Sections 4.5 5.4, 8 and 9)
requirements as shown in orange: into the one place for ease of
4.5 Landing Minima reference.
4.5.1 Approved non-precision approach procedures
IFR Day and Night non-precision approaches - minima specified in the relevant Instrument Approach Chart,
except that for runways equipped with HIAL, the landing visibility minima for straight in approach procedures
must be increased by 900M when the HIAL is not available.
4.5.2 Approved precision approach Category I procedures
Published ILS CAT I DA and visibility minima may be used, except that:
a. visibility 1.5KM is required when HIAL is not available; and
b. visibility 1.2KM is required unless:
(1) the aircraft is manually flown for the entire approach using a flight director or the aircraft is
flown to the CAT I DA with an autopilot coupled (LOC and GP); and
(2) the aircraft is equipped with a serviceable failure warning system for the primary attitude and
heading reference systems; and
(3) high intensity runway edge lighting is available.
c. visibility 800M is required for single pilot operations unless either of the following is used at least to the
The proposal adds a 0.8 km visibility
applicable DA:
requirement for single pilot CAT I
(1) a suitable autopilot coupled to the ILS; or approaches under the specified
circumstances. This is consistent with
(2) an approved HUDLS (including EVS) or equivalent approved system.
overseas practice.
4.5.3 Approved precision approach Category II or III procedures
Published ILS CAT II/III minima may only be used by aircraft operators approved by CASA.
Note 1: Operators of Australian registered aircraft wishing to operate to category II/III minima outside Australia

must also be approved by CASA.
Note 2: Approval requires operators to satisfactorily address aircraft equipment and maintenance; pilot
minimum experience requirements; pilot ground, simulator and flight training; pilot competency and recency;
aerodrome and runway assessment methods, in addition to any operational restrictions and/or local regulatory
authority requirements.
4.5.4 Aerodromes without Approved Instrument Approach Procedure
IFR Day - visual approach requirements.
IFR Night - VMC from LSALT within 3NM.

For ease of reference, CASA proposes
4.6. Protection of ILS critical and sensitive areas
to move the guidance on ILS critical
and sensitive area protection from
4.6.1. ILS installations are subject to signal interference when vehicles or aircraft are operated near the localizer or
ENR 1.3-1 so that the information is
glide slope antennas. The surface areas within which this interference is possible is delineated as either an ILS adjacent to the information on
critical area or an ILS sensitive area. The boundaries of critical and sensitive areas will often overlap parts of approach procedures.
runways and taxiways.
ICAO standards and recommended
4.6.2 ILS critical and sensitive areas are generally not protected: practices require protection of ILS
a. when the cloud ceiling at or above 800 FT or the visibility is 3 000 m or more, or critical areas at all times that an ILS is
in use. Unfortunately, the configuration
b. when the arriving aircraft is beyond the distances from the runway threshold specified in 4.6.3 and of many of the ILS installations in
4.6.4 below, even if low visibility procedures are in force, or Australia has prevented adoption of
c. when the control tower is not in operation, or the ICAO standards because doing so
would severely affect traffic movement
d. at uncontrolled aerodromes. rates, particularly in good weather
conditions.
Note: In the circumstances mentioned above, pilots should anticipate ILS signal disturbance and be
prepared to take appropriate corrective action. Instead, Australia adopted US
standards for ILS protection. The US
4.6.3 When the cloud ceiling below 800 FT, but not less than 200 FT; or visibility less than 3 000 m, but not less than standards only require protection when
550 m, ATC is required to provide partial protection of the ILS critical and sensitive areas in accordance with the cloud ceiling or visibility is less than
the following: defined values. The standards also
permit momentary intrusion of the ILS

protection areas by aircraft landing or
a. ILS localiser critical area: Once an arriving aircraft is inside the ILS outer marker (OM) or, if the OM
taking off. The US standards maximise
is not available, within 4 NM of the landing runway threshold, ATC will not permit vehicle or aircraft
operational benefits of the good
operations in or over an ILS localiser critical area, other than preceding aircraft that land, exit a
weather conditions generally prevalent
runway, depart or miss approach.
in Australia, whereas the ICAO
b. ILS glidepath critical area: Once an arriving aircraft is inside the ILS outer marker (OM) or, if the OM standards are based on European
is not available, within 4 NM of the landing runway threshold, ATC will not permit vehicle or aircraft weather conditions.
operations in or over an ILS glidepath critical area, unless the arriving aircraft has reported the
aerodrome in sight and is circling or side stepping to land on a runway other than the ILS runway. However, for reasons not clearly
apparent, the US standards were only
c. ILS sensitive areas: ATC is not required to protect the ILS sensitive areas.
partially adopted and there are
significant differences between
Note: Under the partial protection provided in these circumstances, some ILS signal disturbance may be Australian and US practice. It has also
encountered. not been possible to find evidence of a
safety assessment to validate the
4.6.4 When the cloud ceiling is below 200 FT or the visibility is less than 550 m (low visibility operations), ATC will differences. This situation is not
protect ILS critical and sensitive areas in accordance with the following: acceptable from a safety viewpoint.
a. ILS critical areas: Once an arriving aircraft is inside the ILS outer marker (OM) or, if the OM is not
available, within 4 NM of the landing runway threshold, ATC will not permit aircraft or vehicles within For the sake of international
the ILS localiser or glidepath critical areas. harmonisation, CASA intends to adopt
the ICAO standards in the longer term
b. ILS sensitive areas: Once an arriving aircraft within 2 NM of the landing runway threshold, ATC will but after appropriate assessment. In
not permit aircraft or vehicles within the ILS sensitive areas. the interim, CASA proposes to more
c. Guided take-offs: If notified by a pilot of an intention to conduct a guided take-off, ATC will not permit closely align the Australian practices
aircraft or vehicles within the applicable ILS localiser critical and sensitive areas during the conduct of for ILS protection with the US practice.
the take-off. This will involve raising the thresholds
for ILS protection as follows:
4.6.5 Pilots must inform ATC:
a. about an intention to conduct an autoland operation; or Cloud ceiling: 600 ft to 800 ft, and
b. at start up, about an intention to conduct a guided take-off that requires guidance provided by an ILS Visibility: 2000 m to 3000 m.
localiser
The proposal also involves some small
This information enables ATC to either provide appropriate protection or inform the pilot of possible ILS signal technical changes to the specifics of
disturbance. If necessary, ATC will use the phrase ILS CRITICAL (and/or SENSITIVE) AREA NOT the ILS protection standards.
PROTECTED.

This new section is intended to provide
4.7 Low Visibility Operations information on the subject of low
visibility operations.
4.7.1 A low visibility operation is defined as an operation involving:
a. an approach with minima less than Category I; or
b. a take-off in visibility less than 550 m.
4.7.2 Aircraft operators may conduct low visibility operations only if specifically approved by CASA. Approvals are
granted in the form of an exemption to the standard IFR take-off and approach minima and will be subject to
specified requirements.
CASA proposes to relocate this section
4.8 Low Visibility Procedures from its current location in Section 4.2
of ENR 1.5 to the end of Chapter 4 of
4.8.1 Low Visibility Procedures (LVP) are applied at controlled aerodromes to ensure safety during low visibility ENR 1.5, as shown.
operations. LVPs are initiated when the visibility on an aerodrome becomes insufficient for ATC to control
aerodrome traffic by visual surveillance. Various LVP measures are progressively implemented as the weather This proposal is intended to provide
deteriorates. indicate the activation of additional procedures to manage ground traffic as well as to restrict pilots with up-to-date information on
vehicle and pedestrian access to the movement area when LVP measures are progressively implemented low visibility procedures. In particular,
when the RVR visibility is reported as 800M or less. pilots are informed about the point at
which ATC will commence ILS critical
4.8.2 When the visibility becomes less than 550 m or the cloud ceiling reduces below 200 FT, ATC will verify all LVP and sensitive area protection.
measures are in place and then commence protection of ILS critical and sensitive areas (as per para x). At this
point, pilots will be notified LOW VISIBILITY PROCEDURES IN FORCE by ATIS broadcast or directed
transmissions. Pilots will be notified that low visibility procedures have been implemented by ATIS broadcast
or directed transmissions.
4.8.3 Pilots will be notified by ATIS broadcast or directed transmission if one or more RVR sensors are is not
available when visibility is less than 800M.

CASA proposes to relocate these
8. CATEGORY I MINIMA sections to Section 4.5 as explained
earlier.
8.1 Published ILS CAT I DA and visibility minima are available to all aircraft except that:
a. visibility 1.5KM is required when HIAL is not available; and
b. visibility 1.2KM is required unless:
(1) the aircraft is manually flown for the entire approach using a flight director or the aircraft is flown to the CAT I
DA with an autopilot coupled (LOC and GP); and
(2) the aircraft is equipped with a serviceable failure warning system for the primary attitude and heading
reference systems; and
(3) high intensity runway edge lighting is available.
9. CATEGORY II/III MINIMA
9.1 Published ILS CAT II/III minima may only be used by aircraft operators approved by CASA. Operators of
Australian registered aircraft wishing to operate to category II/III minima outside Australia must also make
application to CASA.
9.2 Approval requires operators to satisfactorily address aircraft equipment and maintenance; pilot minimum
experience requirements; pilot ground, simulator and flight training; pilot competency and recency; aerodrome
and runway assessment methods, in addition to any operational restrictions and/or local regulatory authority
requirements.

INTERIM SYSTEM FOR APPROVING LOW VISIBILITY OPERATIONS

Until the Flight Operations CASRs are
Proposal FLTOPS3: Use of exemptions to regulate approvals to conduct low visibility operations finalised, the exemption process is the
only practical method for approving
Until CASR Parts 91 and 121 are made, CASA proposes to continue using the existing CAR Regulation 308 exemption aircraft operators to conduct low
process for approving operators to conduct low visibility operations. visibility operations.
However, to assist the application/approval process, CASA proposes to issue a Civil Aviation Advisory Publication
(CAAP) on low visibility operations. This CAAP will detail the range of minima CASA will grant and the training,
qualification and operation requirements that will apply to each exemption.
CASA envisages the details and specifications proposed for the CAAP on Low Visibility Operations being adopted as
the standards or acceptable means of compliance with the requirements of CASR Part 121 relating to low visibility
operations.
The proposed CAAP can be found at Annex C.
Proposal FLTOPS4: Approach ban covering air transport operations

For future CASR Parts 121, 133 and 135, CASA had proposed an approach ban regulation. NPRM 0808OS
(Passenger Transport Services & International Cargo Operations Small Aeroplanes) released on 16 Feb 2009 is the
latest example of public consultation on the proposed approach ban regulations:
135.405 Commencement and continuation of approach

(1) In this regulation, a reference to the reported visibility or RVR at an aerodrome is a reference to a current
report of the visibility or RVR at the aerodrome by:
(a) ATC; or
(b) an approved meteorological reporting facility.
(2) The pilot in command of an aeroplane may commence an instrument approach regardless of the reported
RVR or visibility, but if the reported visibility or controlling RVR is continuously less than the specified
minimum for the approach, he or she must not, subject to subregulation (4), continue the approach:
(a) in the case of a precision approach, beyond the final approach point; or


(b) in the case of a non-precision approach, below 1 000 ft above the aerodrome elevation.
Note Controlling RVR means the reported values of 1 or more RVR reporting locations (touchdown, mid-
point and stop-end) used to determine whether operating minima are, or are not, met.
(3) If the reported RVR or visibility falls below the specified minimum for the approach after:
(a) in the case of a precision approach, the aeroplane passes the final approach point; or
(b) in the case of a non-precision approach, the aeroplane descends below 1 000 ft above the aerodrome
elevation;
the approach may be continued to the DA/H or MDA/H.
(4) If the MDA/H for an aerodrome is 1 000 ft or more above the aerodrome elevation, the operator must
establish a height, for each relevant approach procedure, below which the approach must not be continued
if the RVR or visibility is continuously less than the applicable minima.
(5) The pilot in command of an aeroplane may continue an approach below DA/H or MDA/H, and complete the
landing, only if the required visual reference is established above or at the DA/H or MDA/H, and is
maintained.
This proposal is intended to give

Proposal to amend aspects of the original approach ban proposals
greater flexibility for pilots by providing
For future regulations covering air transport operations, CASA proposes to implement approach ban requirement along an additional source of visibility
the lines of that proposed for CASR Part 135 (as detailed above), but with the following changes: information from which a decision to
continue or discontinue an approach
1. Amend forms of visibility assessment (as proposed in sub regulation (1) of the Part 135 draft regulations can be made. The proposal is
above) to include a runway visibility assessment as a valid source for the purposes of the approach ban consistent with practice in Canada.
regulation and to define a hierarchy of visibility assessments. To this end, the proposed hierarchy would be as This proposal adopts the UK and
follows:
future European standard for the
a. RVR; or approach ban point.
b. where no RVR is available, runway visibility assessed by a person authorised by the aerodrome The justification for the change is that
operator; or the final approach point is too early in
c. where no RVR or runway visibility is available, the ground visibility assessed by a meteorological a precision approach for the flight
observer or facility authorised by the Bureau of Meteorology. control systems of many aircraft to


2. Amend approach ban limit point (as specified in proposed sub regulation (2) above) to the effect that the have completed configuration checks.
approach ban limit would the same for both precision and non precision approaches that is 1 000 ft above
the aerodrome elevation. At 1000 ft point, all flight control
system checks will have been
Note: Under the exemption scheme described in Proposal FLTOPS3, exemptions granted to aircraft operators to completed and the pilot would be in a
conduct Precision Approach Category II or Category III operations will include an approach ban requirement. better position to decide on whether to
See Annex C to this NPRM for details. continue or discontinue the approach
based on the aircrafts final
configuration.

PROPOSED AMENDMENTS TO CIVIL AVIATION SAFETY REGULATION (CASR) PART 139 AERODROMES
There are special requirements for
Proposal CASR139-1: Aerodromes to require approval to support low visibility operations aircraft operators, aerodrome
operators and air traffic controllers
CASA proposes to amend CASR 139 (Aerodromes) to the effect that low visibility operations may only take place at when the visibility is reduced, the aim
aerodromes approved by CASA. An aerodrome operator would also be approved with specific limitations depending on of which is to ensure that the aircraft
the demonstrated capability. For example, an aerodrome may be approved only for Category II approaches and operations can be conducted in safety.
departures with minima not less than 350 m. These requirements include special
For approval, aerodrome operators would be required to demonstrate: operating procedures and standards,
and high levels of aerodrome
Conformance with the aerodromes safety management system in identifying and mitigating the risks associated infrastructure and facilities, according
with the proposed low visibility operations. to the particular visibility conditions in
Compliance with the relevant standards in MOS Part 139 for the desired operating visibility. which flying operations are to be
conducted.
Establishment of suitable low visibility procedures that address as a minimum the issues specified in MOS Part
139 (see the relevant entry in this NPRM Annex for the specific details). These special requirements demand
Establishment of agreements covering low visibility operations with relevant service providers such as air traffic that CASA pays particular attention to
services, and rescue and firefighting. the capability and compliance levels of
an aerodrome wishing to equip to
Provision of navigation aids suitable for desired low visibility operations (for example a Category III ILS for category support low visibility operations.
III operations).
where appropriate to the proposed operations, provision of RVR equipment acceptable to the Bureau of CASA believes the safe operations in
Meteorology. low visibility conditions would be
enhanced if such operations were
covered under specific approval. The
proposal is consistent with practice in
Canada, the UK and Europe.

LIST OF PROPOSED AMENDMENTS MANUAL OF STANDARDS (MOS) PART 139 AERODROMES

Proposed Amendment Reasons
Proposal MOS139-1: Aerodrome information for AIP The proposal is consistent with
practice in many overseas countries
Chapter 5: Aerodrome information for AIP and conforms to ICAO Annex 15
Section 5.1: General requirements.
5.1.2 Aerodrome Information to be Provided for a Certified Aerodrome
This change is intended to ensure
Part 1: Amend section 5.1.2.5 as follows: pilots are informed about lighting
5.1.2.5 Lighting systems. This information must include: capability of an aerodrome. This
information is an important component
(a) type, length and intensity of approach lighting system; of flight planning.
(b) runway threshold lights, colour and wing bars;
This information will be published in
(c) type of visual approach slope indicator system; ERSA.
(d) length of runway touchdown zone lights;
(e) length, spacing, colour and intensity of runway centre line lights;
(f) length, spacing, colour and intensity of runway edge lights;
(g) colour of runway end lights and wing bars;
(h) length and colour of stopway lights;
(a) lighting systems for runways;
(b) approach lighting system;
(c) visual approach slope indicator system;
(d)(i) pilot activated lighting;
(e)(j) location, characteristics and hours of operation of aerodrome beacon (if any);
(f)(k) lighting systems for taxiways; and
(g)(l) any other lighting systems; and
(m) secondary power supply including switch-over time.


Part 2: Add a new paragraph to MOS Part 139 section 5.1.2 as follows:
This proposal aligns Australian
5.1.2.X Low visibility procedures. When low visibility procedures are established at an aerodrome, provide a requirements for aerodrome
description of the low visibility procedures, including: information with ICAO Annex 15
standards concerning aeronautical
(a) runway(s) and associated equipment used under low visibility procedures;
information about low visibility
(b) defined meteorological conditions under which initiation, use and termination of low visibility procedures.
procedures would be made; and
This information would be published in
(c) description of ground marking/lighting for use under low visibility procedures.
ERSA or the relevant aerodrome chart.
Example of detail to be included in ERSA
AD 2.14 AERODROME AND APPROACH LIGHTING This is an example of the type of
RWY 16/34 HIRL (1) information that is expected to appear
in ERSA as a result of proposal MOS
RWY 16/34 PAPI (2) 3.0 DEG 74FT
139-2
RWY 16/34 RCGL (3)
RWY 16/34 RCLL (4) The example does not represent any
RWY 16 HIAL-CAT II (5) aerodrome or a particular standard for
RWY 16 RTZL(6) detail to be provided. Aerodrome
RWY 34 HSL operators would be expected to
publish procedures that are
RWY 34 SFL (7)
appropriate to their situation/
1. 3,257 M; 60M. White from THR to 600M from RWY end; yellow from 600M from RWY end to RWY end
2. Both Sides.
3. 3,257M, 60. White.
4. 3,257M; 15M. White from THR to 900M from RWY end; white/red from 900M from RWY end to 300M
from RWY end; red from 300M from RWY end to RWY end.
5. ICAO TYPE A (CALVERT); 900M.
6. 900M.
7. 450M.
STOP BARS AND RGL AT ALL RWY/TWY INTERSECTIONS
AD 2.15 OTHER LIGHTING AND SECONDARY POWER
ABN ALTN 8 WG


1. TWY LGT: GREEN CENTRELINE LIGHTS ON ALL TWY
2. SECONDARY POWER SUPPLY: ALL RWY AND TWY LGT.
3. SWITCH-OVER TIME SECONDARY PWR:
RWY LGT: 1 SECOND DURING VIS COND 2 & 3
OTHER LIGHT AND RWY LIGHTING DURING VIS
COND 1: 15 SEC.
AD 2.22 FLIGHT PROCEDURES
Runways 08R and 26L, subject to serviceability of the required facilities, are suitable for Category ll and lll operations
by operators whose minima have been accepted by CASA.
Phases of Low Visibility Procedures (LVPs). The following table describes the phases of LVPs:
Phase Visibility (m)
Implementation Below 2 000 m
Declaration Below 550 m
Suspension 2 000 m or better
Pilots will be informed when these procedures are in operation by ATIS broadcast or by RT.
Departing Aircraft: ATC will require departing aircraft to use the following Category lll holding points:
Runway 26L Alpha 3 or Mike 3;
Runway 08R Juliet 3, Juliet 4, Juliet 7 and Hotel 3.
Occasionally it may be necessary for other departure points to be used due to work in progress or at the discretion of
ATC. Under these circumstances, due allowance will be made by ATC for the necessary ILS protection.


Arriving Aircraft: All appropriate runway exits will be illuminated, and pilots should select the first convenient exit.
Surface Movement Radar (SMR) is normally available to monitor pilot 'runway vacated' reports. When SMR is not
available to ATC, runway vacation will be assessed by receipt of a pilot report that the aircraft has passed the last of
the alternate yellow and green centre-line lights. These lights denote the extent of the ILS Localizer Sensitive Area.
When Low Visibility Procedures are in force a much reduced landing rate can be expected due to the requirement for
increased spacing between arriving aircraft. In addition to the prevailing weather conditions, such factors as equipment
serviceability may also have an effect on actual landing rates. For information and planning purposes, the approximate
landing rates that can be expected are:
RVR (m) Expected Landing Rate
Greater than 1000 24
Between 1000 and 600 20
Between 550 and 350 15
Less than 300 12 or less
Proposal MOS139-2: Taxiway Minimum Separation Distances Additional note to inform readers that
ILS installations can also be an
Chapter 6: Physical Characteristics influence on the positioning of
Section 6.3: Taxiways taxiways.
Add a third note to the end of table of runway/taxiway separation distances in Section 6.3.17.1 as follows:
Note: 1. The separation distances are based on the concept of the wing of the aeroplane, centred on the
parallel taxiway, remaining clear of the runway strip of standard width.
2. The taxiway centreline to runway centreline separation distances have been determined using the
maximum runway strip width required for the particular category and code of runway.


3. ILS installations may also influence the location of taxiways due to interferences to ILS signals by a
taxiing or stopped aircraft. Information on critical and sensitive areas surrounding ILS installations is
contained in Annex 10, Volume I, Attachment C.
Proposal MOS139-3: Holding Bays, Runway-holding Positions, Intermediate Holding Positions and This change aligns Australian
Road-holding Positions standards with ICAO Annex 14
standards concerning protection of ILS
Chapter 6: Physical Characteristics critical and sensitive areas.
Section 6.4: Holding Bays, Runway-Holding Positions, Intermediate Holding Positions and Road-Holding
Positions
Amend sections 6.4.2, 6.4.3 and 6.4.4 as follows:
6.4.2 Provision of a Holding Bay, Runway-holding Position, Intermediate Holding Position and Road-
holding Position
6.4.2.1 The provision of a holding bay is the prerogative of the aerodrome operator, however if it is provided, it
must be located such that any aeroplane on it will not infringe the inner transitional surface.
6.4.2.2 A runway-holding position or positions must be established:
(a) on a taxiway, at the intersection of a taxiway and a runway; or
(b) at an intersection of a runway with another runway where the aircraft is required to be held; or
(c) on a taxiway if the location and alignment of the taxiway is such that a taxiing aircraft or vehicle can
infringe an obstacle limitation surface or interfere with the operation of radio navigation aids.
6.4.2.3 Except for an exit taxiway, an intermediate holding position or positions must be established on a taxiway if
the air traffic control requires the aeroplane to hold at that position.
6.4.2.4 A road-holding position must be established at an intersection of a road with a runway. See also
Paragraph 8.6.11 for signage and marking of a roadholding position.
6.4.3 Location of Holding Bay, Runway-holding Position, Intermediate Holding Position or Road-holding
Position


6.4.3.1 A holding bay, runway-holding position, intermediate holding position or roadholding position must not be
placed where an aircraft or vehicle using it:
(a) infringes the inner transitional surface of a precision approach runway or, in other cases, the graded
area of the runway strip; or
(b) interferes with the operation of radio navigation aids.
6.4.4 Distance from Runway-holding Position, Intermediate Holding Position or Road-holding Position to
Runway Centreline
6.4.4.1 A runway-holding position, intermediate holding position, or a road-holding position must not be located
closer to the centreline of the runway than the distance determined using Table 6.4-1.
6.4.4.2 For a precision approach runway the distance in Table 6.4-1 may be reduced by 5 m for every m by which
the elevation of the runway-holding position is lower than the elevation of the runway threshold, contingent
upon not infringing the inner transitional surface.
Table 6.4-1: Minimum distance from runway-holding position, intermediate holding position or road-holding
position to associated runway centre line
Code Type of runway

number
Non- Non- Precision Precision Take-off
instrument precision Category I Category II
approach or III
1 30m 40m 60me, f - 30m
e, f
2 40m 40m 60m - 40m
a a b, e, f c, e, f
3 75m 75m 90m 105m 75ma
4 75m 75m 90md, e, f 105mc, d, e, f 75m
a If the runways code is 3A, 3B or 3C, the minimum distance is 45m.
b If the runways code is 3A, 3B or 3C, the minimum distance is 75m.


c May be reduced to 90m up to 300m from the runway end.
d If the runways code is F, this distance should be 107.5m.
e The distance may be decreased 5 m for every m the bay or holding position is lower
than the threshold, contingent upon not infringing the inner transitional surface.
f This distance may need to be increased to avoid interference with radio navigation
aids, particularly the glide path and localizer facilities. Advice on ILS critical and
sensitive areas should be obtained from the relevant aeronautical
telecommunications service and radio-navigation service provider.
Proposal MOS139-4: Aiming Point Marking Aiming point markings have replaced
fixed distance markings in the
Chapter 8: Visual Aids Provided by Aerodrome Markings, Markers, Signals and Signs international standards for aerodrome
Section 8.3: Runway markings marking (ICAO Annex 14). Aiming
point markings are now in extensive
Replace section 8.3.7 with the following: world use and Australia is now one of
8.3.7 Aiming Point Marking the few countries still using the fixed
distance marking.
Note: Aiming point markings were previously described as fixed distance markings.
CASA proposes to adopt the ICAO
8.3.7.1 An aiming point marking must be provided at each approach end of all sealed, concrete or asphalt
aiming point marking standard. The
runways 30 m wide or greater, and 1500 m long or greater.
reason is to harmonise Australian
Note: An aiming point marking should be provided at each approach end of paved instrument runways practice with international standards,
that are less then 1500 m in length. particularly in respect of instrument
runways at international aerodromes.
8.3.7.2 An aerodrome operator may elect to retain a fixed distance marking:
(a) provided under 8.3.7 before it was revoked by this section; and Despite the different name, the 2 types
of markings have similar specifications.
(b) in use immediately before the commencement of this section; In fact for Australian runways less than
until: 2400 m in length and for runways


(c) (A date 2 years from effective date of MOS change) for international aerodromes; or aligned to the VASIS/PAPI slope
origin, there is no difference.
(d) (A date 3 years from effective date of MOS change ) for other aerodromes
For aerodromes with runways 2400 m
Note: When an Aerodrome Operator elects to implement an aiming point marking or determines that
long or greater, CASA proposes to
an existing marking meets the aiming point marking specification, the operator should raise a
reduce the impact of the change by
NOTAM for a period of 2 months to inform pilots about the presence of the revised marking.
allowing a 2 year transition period for
8.3.7.3 The aiming point marking must commence no closer to the threshold than the distance indicated in the international airports and 3 years for
appropriate column of Table 8.3-x, except that, on a runway equipped with a visual approach slope other aerodromes.
indicator system, the beginning of the marking must be coincident with the visual approach slope origin.
Proposed changes to touchdown zone
Table 8.3-x: Location and dimensions of aiming point marking markings are detailed in the next
section.
Landing distance available
800 m up to 1200 m up to
but not but not
Location and Less than including including 2400 m and
dimensions 800 m 1200 m 2400 m above
(1) (2) (3) (4) (5)
Distance from 150 m 250 m 300 m 400 m
threshold to
beginning of
marking
Length of 30-45 m 30-45 m 45-60 m 45-60 m
stripea
Width of stripe 4m 6m 6-10 6-10 mb
c c
Lateral spacing 6m 9m 18-22.5 m 18-22.5 m
between inner
sides of stripes
a. The greater dimensions of the specified ranges are intended to be used
where increased conspicuity is required.
b. The lateral spacing may be varied within these limits to minimize the
contamination of the marking by rubber deposits.
c. These figures were deduced by reference to the outer main gear wheel


span which is element 2 of the aerodrome reference code at Chapter 2,
Table 2.1-1: Aerodrome Reference Code.
8.3.7.4 An aiming point marking must consist of two conspicuous stripes. The dimensions of the stripes and the
lateral spacing between their inner sides must be in accordance with the provisions of the appropriate
column of Table 8.3-x. Where a touchdown zone marking is provided, the lateral spacing between the
markings must be the same as that of the touchdown zone marking.
Proposal MOS139-5: Touchdown Zone Marking CASA proposes to adopt the ICAO A
basic pattern touchdown zone (TDZ)
Chapter 8: Visual Aids Provided by Aerodrome Markings, Markers, Signals and Signs marking for precision runways in
Section 3: Runway markings Australia.
Insert the following new sub-section in Section 8.3 of MOS Part 139: These TDZ markings are similar in size
8.3.x Touchdown Zone Marking to the existing TDZ markings; however
there are more pairs of stripes (4 6
8.3.x.1 A touchdown zone marking must be provided at both ends of all sealed, concrete or asphalt runways 30 m pairs) compared to the current pairs.
wide or greater, and 1500 m long or greater.
Note: A touchdown zone marking may be provided at both ends of other sealed, concrete or asphalt The change is intended to harmonise
runways. the visual appearance of precision
runways in Australia with the
8.3.x.2 Where provided, a touchdown zone marking must conform to the following patterns: international standard.
(a) on precision runways: the ICAO A basic pattern as described in this section; or
CASA proposes to reduce the impact
(b) On other runways: the simple pattern as described in this section of the change by allowing a 2 year
transition period for international
Note: The simple pattern touchdown zone marking was previous standard for all touchdown zone airports and 3 years for other
markings in Australia. aerodromes.
8.3.x.3 An aerodrome operator may elect to retain a simple pattern touchdown zone marking on a precision
runway until No changes are proposed for the
requirement to provide TDZ markings
(a) (A date 2 years from effective date of MOS change) for international aerodromes; or and the current standard for TDZ
(b) (A date 3 years from effective date of MOS change ) for other aerodromes markings on runways other than
precision runways. However, these
TDZ markings will become known as


simple TDZ markings
Note: When an Aerodrome Operator elects to implement the ICAO A basic pattern touchdown
zone marking, the operator should raise a NOTAM for a period of 2 months to inform pilots
about the presence of the revised marking.
8.3.x.4 The ICAO A basic pattern touchdown zone marking is as shown in figure 8.3-y and must consist of
pairs of rectangular markings symmetrically disposed about the runway centre line with the number of
such pairs related to the landing distance available and, where the marking is to be displayed at both the
approach directions of a runway, the distance between the thresholds, as follows:
Landing distance available or the Pair(s) of markings

distance between thresholds
less than 900 m 1
900 m up to but not including 1200 m 2
2400 m or more 6
8.3.x.5 Each ICAO A basic pattern touchdown zone markings must:
(1) be not less than 22.5 m long and 3 m wide; and
(2) have a lateral spacing between the inner sides of the rectangles equal to that of the aiming point
marking.
(e) be placed at longitudinal intervals of 150 m beginning from the threshold except that pairs of
touchdown zone markings coincident with or located within 50 m of an aiming point marking must
be deleted from the pattern.


Note: For ICAO A basic pattern touchdown zone markings on a non-precision approach runway
where the code number is 2, an additional pair of touchdown zone marking stripes should be
provided 150 m beyond the beginning of the aiming point marking.
Touchdown zone markings Aiming Point Marking
16
150 m
150 m
150 m
300 m
150 m
400 m
See table
8.3-x
Figure 8.3-y: Aiming point and ICAO A basic pattern touchdown zone markings
(illustrated for a runway with a length of 2400 m or more)
8.3.x.6 A simple touchdown zone marking is as shown in figure 8.3-z and must comprise 4 white stripes each
30 m long and 3 m wide, located in pairs such that the ends nearest the threshold of each pair of stripes
are 150 m and 450 m respectively from the line the runway threshold. The lateral spacing lateral spacing
between their inner sides must be equal to that of the aiming point marking:
8.3.x.7 If simple runway touchdown zone markings are provided on runways less than 1500 m in length, the
markings at 450 m from the end of the runway threshold may be omitted.


Touchdown zone markings
16
150 m
150 m
150 m
Aiming Point Marking See table
8.3-x
Figure 8.3-z: Aiming point and simple touch down zone markings
Proposal MOS139-6: Target date for compliance with MOS Part 139 lighting requirements This proposal is intended to ensure
that an aerodrome at which low
Chapter 9: Visual aids provided by aerodrome lighting visibility operations is conducted is
Section 9.1: General equipped to the relevant MOS
standards for the particular operating
Amend section 9.1.1.1 as follows: visibility conditions.
9.1.1.1 Existing installed lighting systems must be operated and maintained in accordance with existing
procedures. The standards in this Chapter do not apply to an existing lighting facility until: At present, some aircraft operators are
approved to take-off at controlled
(a) the light fittings of a lighting system are being replaced with fittings of a different type. A lighting system aerodromes in visibility conditions as
in this case has the following meaning: lights on a section of taxiway (not all taxiways), lights on a low as 300 m. However, apart from
threshold (not all thresholds) etc. Melbourne (Tullamarine) aerodrome,
(b) the facility is upgraded; no Australian controlled aerodrome
meets the MOS standards in full for
(c) there is a change in the category of either: operations in such visibility conditions.


(i) aerodrome layout; or
According to MOS Part 139 (which
(ii) aerodrome traffic density; or replicates ICAO and major aviation
(d) in exceptional circumstances, CASA determines that in the interest of safety, a lighting facility has to country standards), for operations in
meet the standards of this Chapter; or visibility conditions of less than 350 m,
an aerodrome must have taxiway
(e) an aerodrome is supporting low visibility operations. centreline lighting spaced at 15 m
intervals, and must either have stop
Note: The requirement of subparagraph (e) does not commence until:
bar lighting or constrained taxiing
(a) [date 3 years from promulgation of this amendment to MOS part 139]; or operations. Despite these standards,
the level of equipage of Australian
(b) if the aerodrome operator notifies an earlier date in writing to CASA that date. controlled aerodromes (other than
Melbourne) is:
taxiway centreline lighting of

nominal 60 m spacing, (which
meets the MOS standards only for
operations in visibility conditions of
550 m or better), and
no provision of stop bar lighting.
CASA believes it is inappropriate that

an aircraft operation is occurring in
visibility conditions as much as 250 m
less than the internationally recognised
capability of the available taxiway
lighting.
CASA proposes to address this issue

in a number of ways:
To immediately raise the visibility

minimum for takeoffs under
existing aircraft operator approvals


from 300 m to 350 m.
Note: At a visibility of 350 m,

taxiway centreline lighting spaced
at 30 m intervals is required
instead of the 15 m spacing
required for 300 m visibility. By
reducing the take-off minimum by
50 m, the required taxiway lighting
deficit is reduced by half.
To change MOS Part 139

Chapter 9 so that an aerodrome
supporting low visibility operations
(that is take-offs with less than
550 m visibility and approaches
with minima less than Category I)
must achieve compliance with the
MOS Part 139 standards relevant
to the particular visibility conditions
within 3 years.


Proposal MOS139-7: Switchover time for secondary power supply While MOS Part 139 section 9.1.8.1(c)
lists the maximum switch-over times
Chapter 9: Visual aids provided by aerodrome lighting for a take-off in runway visual range
Section 9.1: General conditions less than a value of 800 m,
there is no overarching requirement in
MOS for provision of secondary power
Add a new paragraph to 9.1.7 Secondary Power Supply to as follows: for runways intended for take-offs in
9.1.7.X For a runway meant for take-off in visibility conditions of less than 800 m, a secondary power supply capable such conditions.
of meeting the requirements of subsection 9.1.8.1(c) must be provided.
The absence of the specific
requirement was never intended to
imply that provision of secondary
power for the circumstances was
voluntary. This proposal intends to
make clear the requirement.
Proposal MOS139-8: Precision approach category I lighting system This change will enable aerodrome
operators to install either Calvert or
Chapter 9: Visual aids provided by aerodrome lighting ALSF-2 approach lighting systems,
Section 9.7: Approach Lighting Systems rather than to be limited to only choice
- the Calvert-type.
Replace the entire section 9.7.2: Precision approach runway category I, with the following:
9.7.2 Precision approach category I lighting system The standard for a Calvert system is
unchanged from existing MOS
9.7.2.1 Where physically practicable, a precision approach category I lighting system must be provided to serve a standards
precision approach runway category I.
Location
9.7.2.2 A precision approach category I lighting system must consist of a row of lights on the extended centre line
of the runway extending, wherever possible, over a distance of 900 m from the runway threshold with a
row of lights forming a crossbar 30 m in length at a distance of 300 m from the runway threshold.


Note: The installation of an approach lighting system of less than 900 m in length may result in
operational limitations on the use of the runway.
9.7.2.3 The lights forming the crossbar must be as nearly as practicable in a horizontal straight line at right angles
to, and bisected by, the line of the centre line lights. The lights of the crossbar must be spaced so as to
produce a linear effect, except that gaps may be left on each side of the centre line. These gaps must be
kept to a minimum to meet local requirements and each must not exceed 6 m.
Notes: 1. Spacings for the crossbar lights between 1 m and 4 m are in use. Gaps on each side of the
centre line may improve directional guidance when approaches are made with a lateral
error, and facilitate the movement of rescue and fire fighting vehicles.
2. See ICAO Annex 14, Attachment A, Section 11 for guidance on installation tolerances.
9.7.2.4 The lights forming the centre line must be placed at longitudinal intervals of 30 m with the innermost light
located 30 m from the threshold.
9.7.2.5 The system must lie as nearly as practicable in the horizontal plane passing through the threshold,
provided that:
a) no object other than an ILS azimuth antenna must protrude through the plane of the approach lights
within a distance of 60 m from the centre line of the system; and
b) no light other than a light located within the central part of a crossbar or a centre line barrette (not their
extremities) must be screened from an approaching aircraft. Any ILS azimuth antenna protruding
through the plane of the lights must be treated as an obstacle and marked and lighted accordingly.
Characteristics
9.7.2.6 The centre line and crossbar lights of a precision approach category I lighting system must be fixed lights
showing variable white. Each centre line light position must consist of either:
a) a single light source in the innermost 300 m of the centre line, two light sources in the central 300 m of
the centre line and three light sources in the outer 300 m of the centre line to provide distance
information; or
b) a barrette.
9.7.2.7 The barrettes must be at least 4 m in length. When barrettes are composed of lights approximating to point
sources, the lights must be uniformly spaced at intervals of not more than 1.5 m.


9.7.2.8 If the centre line consists of barrettes as described in 9.7.2.6 (b), each barrette must be supplemented by a
capacitor discharge light. Each capacitor discharge light must be flashed twice a second in sequence,
beginning with the outermost light and progressing toward the threshold to the innermost light of the
system. The design of the electrical circuit must be such that these lights can be operated independently of
the other lights of the approach lighting system.
9.7.2.9 If the centre line consists of lights as described in 9.7.2.6 (a), additional crossbars of lights to the crossbar
provided at 300 m from the threshold must be provided at 150 m, 450 m, 600 m and 750 m from the
threshold. The lights forming each crossbar must be as nearly as practicable in a horizontal straight line at
right angles to, and bisected by, the line of the centre line lights. The lights must be spaced so as to
produce a linear effect, except that gaps may be left on each side of the centre line. These gaps must be
kept to a minimum to meet local requirements and each must not exceed 6 m.
9.7.2.10 Where the additional crossbars described in 9.7.2.9 are incorporated in the system, the outer ends of the
crossbars must lie on two straight lines that either are parallel to the line of the centre line lights or
converge to meet the runway centre line 300 m from threshold.
9.7.2.11 Figure 9.7-1 below illustrates both precision approach category I lighting configurations.
9.7.2.12 The lights must be in accordance with the specifications of Section 9.8, Figure 9.8-1.
Note: ICAO Annex 14, Attachment A, Section 11 provides information on the flight path envelopes
used in the design of these lights.


Figure 9.7-1: Precision approach category I lighting systems


Proposal MOS139-9: Precision approach category II and III lighting system This change will enable aerodrome
operators to install either Calvert or
Chapter 9: Visual aids provided by aerodrome lighting ALSF-2 approach lighting systems,
Section 9.7: Approach Lighting Systems rather than to be limited to the Calvert-
type.
Replace the entire section 9.7.3: Precision approach runway categories II and III, with the following:
9.7.3 Precision approach category II and III lighting system
9.7.3.1 A precision approach category II and III lighting system must be provided to serve a precision approach
runway category II or III.
Location
9.7.3.2 The approach lighting system must consist of a row of lights on the extended centre line of the runway,
extending, wherever possible, over a distance of 900 m from the runway threshold. In addition, the system
must have two side rows of lights, extending 270 m from the threshold, and two crossbars, one at 150 m
and one at 300 m from the threshold, as shown in Figure 9.7.2.
Note: The length of 900 m is based on providing guidance for operations under category I, II and III
conditions. Reduced lengths may support category II and III operations but may impose
limitations on category I operations.
9.7.3.3 The lights forming the centre line must be placed at longitudinal intervals of 30 m with the innermost lights
located 30 m from the threshold.
9.7.3.4 The lights forming the side rows must be placed on each side of the centre line, at a longitudinal spacing
equal to that of the centre line lights and with the first light located 30 m from the threshold. The lateral
spacing (or gauge) between the innermost lights of the side rows must be not less than 18 m nor more
than 22.5 m, and preferably 18 m, but in any event must be equal to that of the touchdown zone lights.
9.7.3.5 The crossbar provided at 150 m from the threshold must fill in the gaps between the centre line and side
row lights.
9.7.3.6 The crossbar provided at 300 m from the threshold must extend on both sides of the centre line lights to a
distance of 15 m from the centre line.
9.7.3.7 If the centre line beyond a distance of 300 m from the threshold consists of lights as described in 9.7.3.11
(b), additional crossbars of lights must be provided at 450 m, 600 m and 750 m from the threshold.


9.7.3.8 Where the additional crossbars described in 9.7.3.7 are incorporated in the system, the outer ends of
these crossbars must lie on two straight lines that either are parallel to the centre line or converge to meet
the runway centre line 300 m from the threshold.
9.7.3.9 The system must lie as nearly as practicable in the horizontal plane passing through the threshold,
provided that:
(a) no object other than an ILS azimuth antenna must protrude through the plane of the approach lights within
a distance of 60 m from the centre line of the system; and
(b) no light other than a light located within the central part of a crossbar or a centre line barrette (not their
extremities) must be screened from an approaching aircraft. Any ILS azimuth antenna protruding through
the plane of the lights must be treated as an obstacle and marked and lighted accordingly.
Characteristics
9.7.3.10 The centre line of a precision approach category II and III lighting system for the first 300 m from the
threshold must consist of barrettes showing variable white, except that, where the threshold is displaced
300 m or more, the centre line may consist of single light sources showing variable white.
9.7.3.11 Beyond 300 m from the threshold each centre line light position must consist of either:
a) a barrette as used on the inner 300 m; or
b) two light sources in the central 300 m of the centre line and three light sources in the outer 300 m of the
centre line; all of which must show variable white.
9.7.3.12 The barrettes must be at least 4 m in length. When barrettes are composed of lights approximating to point
sources, the lights must be uniformly spaced at intervals of not more than 1.5 m.
9.7.3.13 If the centre line beyond 300 m from the threshold consists of barrettes as described in 9.7.3.11 (a), each
barrette beyond 300 m must be supplemented by a capacitor discharge light. Each capacitor discharge
light must be flashed twice a second in sequence, beginning with the outermost light and progressing
toward the threshold to the innermost light of the system. The design of the electrical circuit must be such
that these lights can be operated independently of the other lights of the approach lighting system.
9.7.3.14 The side row must consist of barrettes showing red. The length of a side row barrette and the spacing of
its lights must be equal to those of the touchdown zone light barrettes.


9.7.3.15 The lights forming the crossbars must be fixed lights showing variable white. The lights must be uniformly
spaced at intervals of not more than 2.7 m.
9.7.3.16 The intensity of the red lights must be compatible with the intensity of the white lights.
9.7.3.17 The lights must be in accordance with the specifications of Section 9.8, Figure 9.8-1 and Figure 9.8-2.
Note: ICAO Annex 14, Attachment A, Section 11 provides information on the flight path envelopes
used in the design of these lights.


Figure 9.7-2: Inner 300 m approach and runway lighting for precision approach runways categories II and III


Proposal MOS139-10: Runway end lights This change is intended to standardise

the runway end lighting pattern with
Chapter 9: Visual aids provided by aerodrome lighting ICAO recommendations for precision
Section 9.10: Runway lighting approach category III.
Amend the section 9.10.18 as follows:
9.10.18 Pattern of Runway End Lights

9.10.18.1 The pattern of runway end lights must consist of:
(a) at least 6 lights spaced at equal intervals between the rows of runway edge lights; or
(b) if the runway is provided with the alternative threshold light pattern, the threshold pattern.
9.10.18.2 For a precision approach runway category III, the spacing between runway end lights must not exceed
6 m.
Proposal MOS139-11: Runway centreline lights This proposal happens to coincide with
separate Notice of Proposed Change
Chapter 9: Visual aids provided by aerodrome lighting for MOS Part 172 which introduced the
Section 9.10: Runway lighting 400 m visibility requirement for take-off
9.10.24 Runway Centreline Lights operations. The intention of this
change from the original proposal is to
Amend section 9.10.24.1 and note as follows: standardise the centreline requirement
9.10.24.1 Runway centreline lights must be provided on a precision approach runway Category II or III, and a from both flight operations and
runway intended to be used for take-off in RVR conditions of less than 350 m with an operating minimum below an aerodrome infrastructure perspectives
RVR of the order of 400 m. around a revised 350 m value.
Note: Provision of Runway centreline lights should be provided on a precision approach runway Category I, and a
runway intended to be used for take-off in visibility conditions of 350 m with an operating minimum of an RVR of
the order of 400 m or higher, where the width between the runway edge lights is greater than 50 m is
recommended.


Proposal MOS139-12: Taxiway centreline lights This change aligns Australian

standards with ICAO Annex 14
Chapter 9: Visual aids provided by aerodrome lighting standards for taxiway centreline
Section 9.13: Taxiway lighting lighting.
9.13.11 Characteristics of Taxiway Centreline Lights
Amend section 9.13.11.2 as follows:
9.13.11.2 Taxiway centreline lights on exit taxiways, including rapid exit taxiways, must be inset, fixed lights:
(a) showing green and yellow alternately, from the point where they begin near the runway centre line to
the perimeter of the ILS or MLS critical and sensitive area or the lower edge of the inner transitional
surface, which ever is further from the runway; and
(b) showing green from that point onwards.
Proposal MOS139-13: Road-holding position light This change is intended to standardise

the ICAO requirements for control of
Chapter 9: Visual aids provided by aerodrome lighting vehicle access to runways in particular
Section 9.19: Other Lights on an Aerodrome low visibility conditions.
Add a new section as follows:

9.19.X Road-holding position light
9.19.X.1 A road-holding position light must be provided at each road-holding position serving a runway when it
is intended that the runway will be used in RVR conditions of less than 350 m.
9.19.X.2 A road-holding position light must conform to the standards specified in ICAO Annex 14 or
demonstrate an equivalent outcome.


Proposal MOS139-14: Classification of lighting outages This change implements the ICAO
Annex 14 standards for instrument
Chapter 9: Visual aids provided by aerodrome lighting approach runways category II and III;
Section 9.20: Monitoring, Maintenance and Serviceability of Aerodrome Lighting and take but reworded to fit in with
the rest of the section.
Amend section 9.20.2.5 as follows:
9.20.2.5 A lighting system is deemed to be on outage when:
(a) in the case of a lighting system comprising less than 4 lights (e.g. intermediate holding position lights
or runway threshold identification lights), any of the lights are on outage;
(b) in the case of a lighting system comprising 4 or 5 lights (e.g. wind direction indicator lights or runway
guard lights), more than 1 light is on outage;
(c) in the case of a lighting system comprising 6 to 13 lights (e.g. threshold lights or LAHSO lights), more
than 2 lights are on outage, or 2 adjacent lights are on outage;
(d) in the case of a precision approach runway category II or III:
(1) more than 5% of the lights are on outage in any of the following elements:
(A) precision approach category II and III lighting system, the inner 450 m;
(B) runway centre line lights;
(C) runway threshold lights; and
(D) runway edge lights;
(2) more than 10% of the lights are on outage in the touchdown zone lights;
(3) more than 15% of the lights are on outage in the approach lighting system beyond 450 m;
(4) in any case other than a barrette or a crossbar; 2 adjacent lights are on outage; or
(5) for a barrette or a crossbar; more than 2 adjacent lights are on outage;
(e) in the case of a runway meant for take-off in visibility conditions of less than 550 m:
(1) more than 5% of the lights are on outage in any of the following elements:


(A) runway centre line lights (where provided); and
(B) runway edge lights; or
(2) 2 adjacent lights are on outage;
(f) in the case of a taxiway intended for use in RVR conditions of less 350 m, 2 adjacent taxiway centre
line lights are on outage;
(d)(g) in the case of a any other lighting system comprising more than 13 lights, more than 15% of
the lights are on outage, or two adjacent lights are on outage.
Note: A lighting system here means lights used to illuminate a particular facility e.g.
all the lights used to mark a threshold or runway end, runway edge lights on a
runway, taxiway lights on a length of taxiway between intersections a TVASIS
or a PAPI system.
Proposal MOS139-15: Monitoring of lighting systems The 1st paragraph implements the
ICAO Annex 14 requirement to monitor
Chapter 9: Visual aids provided by aerodrome lighting automatically the serviceability of
Section 9.10: Monitoring, Maintenance and Serviceability of Aerodrome Lighting lighting systems such as Stop bar
lights.
Add 2 new paragraphs after existing 9.20.1.1 as follows:
9.20.1.1A Where lighting systems are used for aircraft control purposes, such systems must be monitored For the 2nd paragraph, CASA
automatically so as to provide an indication of any fault which may affect the control functions. This envisages a suitable system as
information shall be automatically relayed to the air traffic service unit. including an automatic monitoring
system or a system of preventative
9.20.1.1B For runways meant for use in visibility conditions of less than 550 m, a suitable system must be provided maintenance and inspection that
for warning ATC and maintenance crew when the serviceability level of the following lighting falls below provides an accurate indication of
the minimum serviceability levels: current serviceability of the relevant
(a) approach lighting system, aerodrome lighting.
(b) runway centre line,
(c) runway threshold,
(d) runway edge,


(e) touchdown zone,
(f) runway end,
(g) stop bars,
(h) essential taxiways.
Proposal MOS139-16: Aerodrome low visibility procedures This change establishes the distinction
of low visibility procedures as the
Chapter 10: Operating Standards for Certified Aerodromes activity conducted by ground services,
Section 10.17: Aerodrome Safety Procedures During Low Visibility Operations and low visibility operation as
something conducted by aircraft.
Amend the entire section as follows
The change in requirements for the
Section 10.17: Aerodrome safety procedures during Low Visibility Operations conditions of reduced visibility things an aerodrome operator must
and low cloud take into account when developing
10.17.1 Introduction LVPs are generally based on existing
practice, but provides more detail and
10.17.1.1 The operator of a controlled aerodrome must establish low visibility procedures (LVPs) if flight operations includes new requirements to
take place at that aerodrome when the visibility is 800 m or less. At an aerodrome where low visibility coordinate LVPs with ATC and to
operations are conducted the aerodrome operator must establish procedures for the management of protect ILS critical and sensitive areas
ground activities during low visibility. from aerodrome operator-responsible
Note: In Australia, ATC notify that low visibility operations are in progress at controlled activities.
aerodromes when the RVR is less than 800 m.
Note: Aircraft operations at aerodromes during reduced visibility or low cloud conditions present
additional hazards to the aircraft and to other aerodrome users. As visibility reduces, the ability of air traffic
service staff, pilots, vehicle drivers and other personnel to identify hazards and to take remedial action in a
timely manner becomes limited. In conditions of low cloud, the time available for the pilot of an
approaching aircraft to assess the aerodrome environment visually is reduced.
10.17.1.2 Aerodrome safety procedures must address the alerting procedure, and details of the ground operations
procedure involving people, vehicles, removal of unnecessary people from airside, physical check of


lighting installations and warning devices such as signage.
10.17.1.3 Where the visibility operations are determined by manual measurement of RVR, the aerodrome safety
procedures must include:
(a) methods for the measurement and timely reporting of RVR;
(b) location of the runway observing positions; and
(c) requirements and training of personnel selected for RVR observer duties.
10.17.2 Development of Low visibility procedures
10.17.2.2 The aerodrome operator must consult with all relevant parties, including ATC and aerodrome service
providers, in the development of an LVP. The LVP must take into account local conditions and, as a
minimum, address:
a. Aerodrome procedures and facilities for supporting the desired movement rate.
b. Training and authorisation for drivers and other personnel who will work airside during the operation of
low visibility procedures.
c. Control of airside operations by vehicles and personnel.
d. Withdrawal of non-essential vehicles and personnel.
e. Suspension of routine maintenance on visual and non-visual aids.
f. Securing access and preventing inadvertent entry.
g. Adequate provision for alerting airlines and other affected organisations.
h. Coordination of procedures and activities with air traffic services.
i. Physical checking of lighting installations and warning devices such as signage.
j. Protection of ILS critical and sensitive areas.
k. Emergency procedures.


Note: Further guidance on low visibility procedures and surface movement control under varying
conditions can be found in the ICAO Manual of Surface Movement Guidance and Control
Systems (SMGCS) [Doc 9476-AN/927].
10.17.3 Implementation of low visibility procedures
10.17.3.1 The aerodrome operator must implement LVPs when the visibility on any part of the aerodrome is
insufficient for ATC to exercise control over all traffic on the basis of visual surveillance; that is, visibility
condition 2 exists. However, this visibility value must not be less than 800 m.
10.17.3.2 The aerodrome operator must inform ATC when aerodrome operators component of the LVPs is fully in
place.
Notes:
1. The point at which restrictions on aerodrome operations should be progressively introduced as
the weather deteriorates will vary from aerodrome to aerodrome depending on local conditions.
This point should relate to a specific RVR/RV measurement in a worsening weather situation and
should be based on the rate of weather deterioration and the amount of lead time necessary to
implement extra measures.
2. In order to continue unrestricted operations for as long as possible whilst weather conditions
deteriorate, LVPs should be designed to implement most of the ground-based measures in good
time, and in certain circumstances before they are absolutely necessary. The final measures
should be implemented only when the weather conditions demand it. However, there is potential
for misunderstandings to occur as to the status of LVPs at the aerodrome. Procedures should
ensure that the potential for such misunderstandings is minimised and that there is a single point
from which definitive information about the current status of LVPs can be confirmed.
3. ATC will implement further measures to protect ILS critical and sensitive areas when the visibility
is below 550 m or the cloud ceiling is below 200 ft
4. ATC will declare to pilots that LVPs are in place when the visibility is less than 550 m (visibility
condition 3) or the cloud ceiling is less than 200 ft, but only after ATC has commenced
safeguarding the ILS protection areas and has verified from the aerodrome operator that all LVP
measures are in place.


10.17.5 Review of Low Visibility Procedures
10.17.5.1 Aerodrome operators, in co-operation with local ATC and other persons or organisations involved in LVP
operations, must regularly review the LVPs to ensure their relevance and effectiveness.
Proposal MOS139-17: Runway visibility assessments by ground personnel This new section establishes the
standards for ground personnel
Chapter 10: Operating Standards for Certified Aerodromes conducting runway visibility
assessments. The standards are
Insert a new section in Chapter 10 as follows: based on Canadian practice of the
same name.
Section 10.X Runway visibility assessments by ground personnel
10.X.1 Application Runway visibility assessments replace
the original practice of ground
10.X.1.1 An aerodrome operator may appoint a person in writing to conduct runway visibility (RV) assessments at personnel providing runway visual
the aerodrome in accordance with this section (the appointed RV assessor). range assessments.
10.X.1.2 The appointed RVA assessor must:
CASA proposes that RVR only refers
(a) satisfy each of the requirements mentioned in clause 10.X.3; and to assessments by electronic means.
(b) follow the procedures set out in subsection 10.X.4 However, this change is not intended
to prevent a pilot from making the final
10.X.1.3 The appointed RV assessor must not conduct runway visibility assessments at the aerodrome until CASA assessment as to whether required
has acknowledged in writing receipt of the operators notice of appointment of the person. visibility exists or does not exist.
10.X.1.4 For paragraph 120 (1) (b) of the Civil Aviation Regulations 1988, the appointed RV assessor is approved
by CASA for an operator or pilot-in-command of an aircraft to use the persons RV assessment to
determine if the required visual reference for a landing, or the minimum take-off visibility, is likely to exist.
Note: Under regulation 120 of the Civil Aviation Regulations 1988, among other things, the operator or
pilot-in-command of an aircraft must not use a weather report of actual meteorological conditions
in the planning, conduct and control of a flight if the meteorological observations or reports were
not made with the authority of the Director of Meteorology or a person approved for the purpose
by CASA.,
10.X.2 Facilities and procedures
10.X.2.1 The aerodrome operator must:


(a) establish a system for using visibility markers or counting of runway lights (or both) for assessing
runway visibility;
(b) establish and mark fixed locations from which assessments are to be conducted;
Note: These locations should be near the threshold or midpoint of the runway, such as the taxiway
holding position for the taxiway adjoining the runway threshold, or at a point adjacent to the
runway threshold, from which the distance to visibility markers is known.
(c) if runway markers are to be used:
(1) locate visibility markers as to be representative of the runway conditions;
(2) locate visibility markers within 10 degrees of the runway centre line; and
(3) provide visibility markers that:
(A) consist of dark objects of suitable dimension or lights of moderate intensity; and
(B) meet the standards of MOS Part 139 section 8.6.5 for structural strength and frangibility.
(d) produce a visibility markers chart that includes:
(1) the visibility markers used to assess runway visibility, showing their distances in m, and bearings
from the point of observation;
(2) the identification of the day and night visibility markers in their proper positions by means of the
designated symbols listed on the chart; and
(3) the clear identification of the point of observation.
(e) if assessments are made by counting runway lights, produce a conversion chart based on the actual
spacing of the runway lights; and
(f) include the aerodrome manual
(1) The specific procedures for the conduct of runway visibility assessments at the aerodrome; and
(2) the names of persons authorised to conduct runway visibility assessments.
10.X.3 Appointed persons conducting runway visibility assessments
10.X.3.1 An appointed RV assessor must:


(a) have a distant visual acuity of 6/12 or better in each eye separately and 6/9 or better binocular (with or
without correcting lenses);
(b) hold a certificate of proficiency in aeronautical radio telephony;
(c) be competent to operate on the manoeuvring area of the aerodrome;
(d) have demonstrated competence in the following:
(1) identifying the location of each point of observation;
(2) identifying the visibility markers for each point of observation;
(3) identifying the relevant runway edge lights for making a runway visibility assessment;
(4) using the conversion table and the visibility markers chart; and
(5) reporting a runway visibility assessment.
10.X.4 Procedures for conducting a runway visibility assessment
10.X.4.1 Runway visibility assessments must be conducted without using any optical devices to enhance normal
distance vision.
10.X.4.2 The person conducting the assessment must:
(a) make the visibility assessment from a nominated observation point; and
(b) carry out the observation by:
(1) establishing the farthest visible runway edge lights or visibility markers that can be seen and
identified; and
(2) from the assessment, determining the distance, in m to the nearest 50-metre increment, using the
conversion table or the visibility markers chart; and
(3) immediately reporting to the ATS facility that serves the aerodrome, if available, or to the person
who requested the report, the runway visibility along the specified runway in the following format:
RUNWAY VISIBILITY, RUNWAY [runway number], THRESHOLD [distance assessed] m, {if
applicable: MIDPOINT [distance assessed] m}, ASSESSED AT [time] UTC, to the nearest 50 m
increment;
(4) if the runway visibility varies during the assessment, report the lowest value observed.


(c) not report any weather phenomena that are reducing the runway visibility unless the person is an
authorised meteorological observer.
Notes:
1. The term optical devices does not include spectacles or contact lenses that the person
usually wears for normal distance vision.
2. It is preferable that observations not be made through a window, especially at night.
(d) limit reports to the following range of values:
(1) Lowest limit: 350 m; and
(2) Upper limit: 2000 m; and
Notes
1. Where the runway visibility is below 350 m, the runway visibility should be reported as
less than 350 m.
2. Where the runway visibility is above 2000 m feet, it is reported that the runway visibility is
greater than 2000 m.
10.X.4.3 A runway visibility assessment must only be provided to a pilot if the assessment was conducted within the
previous 20 minutes.


Proposal MOS139-18: Siting of equipment and installations on operational areas This amendment adopts the relevant
ICAO standards (see Annex 14 section
Chapter 11: Standards for other aerodrome facilities 9.9) for the siting of equipment and
Section 11.1: General installations.
Add a new section in Chapter 11 as follows:
11.1.x Siting of equipment and installations on operational areas

11.1.x.1 Unless its function requires it to be there for air navigation purposes, equipment or installation must not be
located:
(a) on a runway strip, a runway end safety area, a taxiway strip, if it would endanger an aircraft; or
(b) within the area specified in Table 6.3-5 as the minimum separation distance between the centre line of
a taxiway (including an apron taxiway); and a building, structure, vehicle, wall, plant, equipment,
parked aeroplane or road, if it would endanger an aircraft; or
(c) on a clearway if it would endanger an aircraft in the air.
11.1.x.2 Any equipment or installation required for air navigation purposes which is located:
(a) on that portion of a runway strip within:
(1) 75 m of the runway centre line where the code number is 3 or 4; or
(2) 45 m of the runway centre line where the code number is 1 or 2; or
(b) on a runway end safety area, a taxiway strip or within the distances specified in Table 6.3-5; or
(c) on a clearway and which would endanger an aircraft in the air;
must be frangible and mounted as low as possible.
11.1.x.3 Unless its function requires it to be there for air navigation purposes, equipment or installation must not be
located within 240 m from the end of the strip and within:
(a) 60 m of the extended centre line where the code number is 3 or 4; or
(b) 45 m of the extended centre line where the code number is 1 or 2;
of a precision approach runway category I, II or III.


11.1.x.4 Any equipment or installation required for air navigation purposes which is located on or near a strip of a
precision approach runway category I, II or III and which:
(a) is situated on that portion of the strip within 77.5 m of the runway centre line where the code number is
4 and the code letter is F; or
(b) is situated within 240 m from the end of the strip and within:
(1) 60 m of the extended runway centre line where the code number is 3 or 4; or
(2) 45 m of the extended runway centre line where the code number is 1 or 2; or
(c) penetrates the inner approach surface, the inner transitional surface or the balked landing surface;
must be frangible and mounted as low as possible.
Proposal MOS139-19: ILS installations on aerodromes
Chapter 11: Standards for other aerodrome facilities

Section 11.1: General
Replace sections 11.1.8 through 11.1.10 with the following:
11.1.8 General
11.1.8.1 The ILS has the following basic components:
(a) VHF localizer equipment,
(b) UHF glide path equipment,
(c) VHF marker beacons or distance measuring equipment (DME), and
(d) monitor systems, remote control and indicator equipment;
11.1.8.2 The component facilities perform specific functions and are separately located on the approach path to
and alongside the runway they serve. Different siting requirements and restrictions to access and
movement apply to each site.
11.1.9 Protection of ILS installations
11.1.9.1 Aerodrome operators must consult with the relevant aeronautical telecommunications service and radio-


navigation service provider to establish adequate arrangements for ensuring that ILS installations are not
adversely affected by:
(a) electromagnetic interference; or
(b) the presence or construction of buildings; or
(c) the presence of temporary or permanent structures.
Notes:
1. Electromagnetic interference (EMI) can be produced by a variety of sources including power lines,
substations and industrial-scientific-medical equipment.
2. Buildings and other structures can reflect ILS signals in unwanted directions, distorting the
information provided to aircraft.
3. For aerodrome planning, aerodrome operators should consult relevant aeronautical

telecommunications service and radio-navigation service provider to ensure adequate provision is
made for ILS installations and associated critical and sensitive areas.
11.1.10 Critical and sensitive areas

11.1.10.1 An aerodrome operator must consult with the relevant aeronautical telecommunications service and radio-
navigation service provider to establish and define appropriate:
(a) critical areas for each ILS installation; and
(b) sensitive areas for Category II and III ILS installations.
Notes:
1. An ILS critical area is an area of defined dimensions about the localizer and glide path antennas


where vehicles and aircraft are excluded during all ILS operations. The critical area is protected
because the presence of vehicles and/or aircraft inside its boundaries will cause unacceptable
disturbance to the ILS signal-in-space.
2. An ILS sensitive area is an area extending beyond the critical area where the parking and/or
movement of vehicles and aircraft is controlled to prevent the possibility of unacceptable
interference to the ILS signal during ILS operations. The sensitive area is protected against
interference caused by large moving objects outside the critical area but still normally within the
airfield boundary.
3. The size and shape of a critical or sensitive area depends on the characteristics of the particular
ILS system and the configuration of the particular environment.
4. A critical area may separately be established for vehicles and aircraft of particular sizes.
11.1.10.2 An aerodrome operator must ensure that the boundaries of each critical area are marked using a
suitable method.
Note: Suitable methods include:
(a) Using weed killer along the perimeter of the critical area to burn a line in the grass.
(b) Using road paint on any paved surface that crosses the critical area perimeter.
11.1.10.3 An aerodrome operator must place signs at each road access point to an ILS critical area to warn drivers
and pedestrians against entering the critical area without authority.
11.1.10.4 An aerodrome operator must not permit
(a) vehicles and plant to enter and remain in an ILS critical area whilst the ILS is in use.
(b) construction or variation to access is permitted within the critical or sensitive areas without the prior
coordination with the relevant aeronautical telecommunications service and radio-navigation service
provider.


11.1.10.5 Where access to the critical area is required for a particular purpose (for example for grass cutting), an
aerodrome operator must arrange for the ILS to be temporarily removed from service and NOTAM issued
to so inform pilots. Subsequent access to the critical area must be under ATC control.
11.1.10.6 An aerodrome operator must not permit vehicles and plant to enter and remain in an ILS sensitive area at
any time that low visibility procedures are in effect.
11.1.11 ILS Site preparation
11.1.11.1 An ILS critical area must be prepared to have a lateral gradient of not greater than 1%, longitudinal
gradient of not grater than 1% and shall be graded smooth to within 75 mm of design.
11.1.12 Obstructions around Marker Beacons
11.1.12.1 Obstructions. Buildings, power or telephone lines, or clumps of trees should not extend above an
elevation angle of 30 degrees from a point 1.5 m above ground level at the location of the marker beacon
antenna.
11.1.1312 Locator Beacons
11.1.1312.1 All requirements as for non-directional beacons below.
Renumber subsequent paragraphs
Proposal MOS172-1: ATC Low visibility procedures and protection of ILS critical and sensitive areas These new sections establish the
requirements for protecting ILS critical
Chapter 10: Operating Standards for Certified Aerodromes and sensitive areas and informing
Section 10.3: Circuits and runways aircraft when these areas are not
protected.
Insert a new subsection in Chapter 10 Section 10.3 as follows
10.3.3 Declaration of low visibility procedures in force ICAO standards and recommended
practices require protection of ILS
10.3.3.1 ATC must inform pilots that low visibility procedures (LVP) are in force when flight operations are critical areas at all times that an ILS is
conducted at an aerodrome when the visibility is less than 550 m (visibility condition 3) or the cloud ceiling in use. Unfortunately, the configuration
is less than 200 ft, but only once ATC has: of many of the ILS installations in
(a) verified that all LVP measures at an aerodrome are in place, and Australia has prevented adoption of
the ICAO standards because doing so
(b) for aerodromes at which ILS approaches will be conducted, procedures are in place to safeguard would severely affect traffic movement
ILS protection areas in accordance with section 10.3.4 (c). rates, particularly in good weather


conditions.
10.3.4 Protecting ILS critical and sensitive areas
10.3.4.1 When the cloud ceiling is at or above 800 ft or visibility is 3 000 m or more, ATC is not required to provide Instead, Australia adopted US
ILS critical or sensitive area protection. standards for ILS protection. The US
standards only require protection when
10.3.4.2 When the cloud ceiling is below 800 ft, but not less than 200 ft; or visibility less than 3 000 m, but not less
the cloud ceiling or visibility is less than
than 550 m, ATC must safeguard ILS protection areas as follows:
defined values. The standards also
(a) ILS localiser critical area: Once an arriving aircraft is inside the ILS outer marker (OM) or, if the permit momentary intrusion of the ILS
OM is not available, within 4 NM of the landing runway threshold, ATC must not permit vehicle or protection areas by aircraft landing or
aircraft operations in or over an ILS localiser critical area, other than preceding aircraft that land, taking off. The US standards maximise
exit a runway, depart or miss approach. operational benefits of the good
weather conditions generally prevalent
(b) ILS glidepath critical area: Once an arriving aircraft is inside the ILS outer marker (OM) or, if the
in Australia, whereas the ICAO
OM is not available, within 4 NM of the landing runway threshold, ATC must not permit vehicle or standards are based on European
aircraft operations in or over an ILS glidepath critical area, unless the arriving aircraft has reported weather conditions.
the aerodrome in sight and is circling or side stepping to land on a runway other than the ILS
runway.
However, for reasons not clearly
(c) ILS sensitive areas: No ILS sensitive area protection is required. apparent, the US standards were only
partially adopted and there are
10.3.4.3 When the cloud ceiling is below 200 FT or the visibility is less than 550 m (low visibility operations):
significant differences between
(a) ILS critical areas: Once an arriving aircraft is inside the ILS outer marker (OM) or, if the OM is not Australian and US practice. It has also
available, within 4 NM of the landing runway threshold, ATC must not permit aircraft or vehicles not been possible to find evidence of a
within the ILS localiser or glidepath critical areas. safety assessment to validate the
differences. This situation is not
(b) ILS sensitive areas: Once an arriving aircraft is within 2 NM of the landing runway threshold, ATC acceptable from a safety viewpoint.
must not permit aircraft or vehicles within the ILS sensitive areas.
(c) Guided take-offs: If notified by a pilot of an intention to conduct a guided take-off, ATC must not For the sake of international
allow aircraft or vehicles within the applicable ILS localiser critical and sensitive areas during the harmonisation, CASA intends to adopt
conduct of the take-off. the ICAO standards in the longer term
but after appropriate assessment. In
the interim, CASA proposes to more
closely align the Australian practices
for ILS protection with the US practice.
This will involve raising the thresholds
for ILS protection as follows:


Cloud ceiling: 600 ft to 800 ft, and
Visibility: 2000 m to 3000 m.
The proposal also involves some small

technical changes to the specifics of
the ILS protection standards.
10.3.5 Informing pilots when critical and sensitive areas are not protected
10.3.5.1 If an aircraft advises that a "CAT III", "autoland", coupled, guided take-off or similar type operation will
be conducted, ATC must inform an aircraft that the relevant ILS critical or sensitive area is not being
protected if:
(a) ATC is not required to protect an ILS critical or sensitive area according to paragraph 10.3.4.3, or
(b) ATC is not able to provide ILS critical or sensitive area according to sub-paragraphs 10.3.4.3 (a) to
(c) in other circumstances.

LIST OF PROPOSED AMENDMENTS MANUAL OF STANDARDS (MOS) PART 173 INSTRUMENT FLIGHT
PROCEDURE DESIGN
Proposal MOS173-1: Minimum values for instrument approach minima The new table adds visibility minimum
values for precision approach category
Chapter 8: Design Standards II and III.
Replace the existing table in section 8.1.6.2 with a new table as follows:
8.1.6.2 Minimum Values. The following are the minimum visibility values approved for straight-in procedures.
Table 8-1: Minimum visibility
Approach type Lowest MDH/DH Minimum Aerodrome Capability
(feet) visibility
VIS/RVRa
(metres)
NPA - 1500/1500b Instrument runway
Instrument runway
300 1800/1800
No HIAL
Instrument runway
>250 1200/1000 Short HIAL (< 740 m)
HIRL
Category I Precision
approach runway
250 800/800
Short HIAL (< 900 m -
APV (including
740 m)
RNP)
>250 1200/1000 Category I Precision
approach runway
250 800/
900 m HIAL
approach runway
250 550 RVR 900 m HIAL
At least TDZ RVR
sensors
PRECISION CAT I
>250 1500/1500 Instrument runway

PROCEDURE DESIGN

No HIAL
approach runway
>250 1200/1000
Short HIAL (< 740 M)
HIRL
approach runway
200-250 800/800
Short HIAL (< 900 m -
740 m)
>250 1200/1000
approach runway
200-250 800/- 900 m HIAL
approach runway
900 m HIAL
200-250 550 RVR
At least TDZ RVR
sensors
ADC in operation
Category II Precision
approach runway
Category II/III HIAL
THR RVR sensor and
at least 1 RVR sensor
100 350 RVR
at either the MID or
END zone.
PRECISION CAT II Airport equipped for
surface movement in
RVR 350 m
Category III Precision
approach runway
100 300 RVR Category II/III HIAL
THR RVR sensor and
at least 1 RVR sensor

PROCEDURE DESIGN

at either the MID or
END zone.
Airport equipped for
surface movement in
RVR < 350 m
Category III Precision
PRECISION
0 175 RVR approach runway
CAT IIIA
Category II/III HIAL
RVR sensors at all
zones
PRECISION
0 75 RVR Airport equipped for
CAT IIIB
surface movement in
RVR < 350 m
PRECISION
Not considered for the Australian environment
CAT IIIC
a. RVR values may only be used if electronic RVR information is provided.
b. No credit allowed for approach light system.
Proposal MOS173-2: State minimum for precision approach category II operations Adds a state minimum Decision
Altitude (DA) for precision approach
Chapter 8: Design Standards category II.
Amend the existing section 8.1.7.2 as follows
8.1.7.2 DA/MDA. The State DA/MDA must not be less than:
(a) the OCA determined in accordance with ICAO PANS-OPS Vol II and paragraph 8.1.5.
(b) the visual segment limitations contained in paragraph 8.1.4 above.
(c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or
local conditions.

PROCEDURE DESIGN

(d) threshold elevation plus 200 ft for precision approach category I operations.
(e) threshold elevation plus 100 ft for precision approach category II operations.
Proposal MOS173-3: Confirmation of aerodrome capability This requirement is intended to ensure

that a procedure does not permit
Chapter 8: Design Standards operations in visibility conditions less
Section 8.1: General than the minimum for which the
aerodrome is equipped.
Add a new section as follows:
8.1.X Confirmation of aerodrome capability
8.1.X.1 Prior to the effective publication date of a procedure, the certified designer must have written confirmation
from the aerodrome operator that the aerodrome meets all the relevant CASR Part 139 requirements and
standards for operations at the minimum visibility specified for the procedure, including and not limited to:
(a) runway physical characteristics, markings, lighting and obstacle limitation surfaces
(b) taxiway physical characteristics, markings, lighting and obstacle limitation surfaces,
(c) if relevant, ILS protection surfaces, and
(d) for procedures with a visibility minimum of less than 550 m or with minima less than Category I,
provision of:
(1) aerodrome control services
(2) aerodrome low visibility procedures

INTENTIONALLY LEFT BLANK

Nprm0906as Annexb

Încărcat de

Informații document

Descriere originală:

Titlu original

Drepturi de autor

Formate disponibile

Partajați acest document

Partajați sau inserați document

Opțiuni de partajare

Vi se pare util acest document?

Este necorespunzător acest conținut?

Drepturi de autor:

Formate disponibile

Nprm0906as Annexb

Încărcat de

Drepturi de autor:

Formate disponibile

IFR minima and low visibility

Notice of Proposed Rule Making operations

Covering legislative arrangements and advisory

Document NPRM 0906AS Page B1

INTENTIONALLY LEFT BLANK

Document NPRM 0906AS Page B2

Document NPRM 0906AS Page B3

CASA anticipates no significant

Document NPRM 0906AS Page B4

Document NPRM 0906AS Page B5

Note: Visibility condition 3 marks the onset of low visibility operations

Document NPRM 0906AS Page B6

4.4 Standard take-off Minima

The proposed minima differ from the

Document NPRM 0906AS Page B7

Document NPRM 0906AS Page B8

The change is intended to maintain

Document NPRM 0906AS Page B9

Document NPRM 0906AS Page B10

Document NPRM 0906AS Page B11

IFR Day - visual approach requirements.

IFR Night - VMC from LSALT within 3NM.

Document NPRM 0906AS Page B12

Document NPRM 0906AS Page B13

Document NPRM 0906AS Page B14

a. visibility 1.5KM is required when HIAL is not available; and

b. visibility 1.2KM is required unless:

(3) high intensity runway edge lighting is available.

9. CATEGORY II/III MINIMA

Document NPRM 0906AS Page B15

INTERIM SYSTEM FOR APPROVING LOW VISIBILITY OPERATIONS

Proposal FLTOPS4: Approach ban covering air transport operations

135.405 Commencement and continuation of approach

Document NPRM 0906AS Page B16

INTERIM SYSTEM FOR APPROVING LOW VISIBILITY OPERATIONS

This proposal is intended to give

Document NPRM 0906AS Page B17

INTERIM SYSTEM FOR APPROVING LOW VISIBILITY OPERATIONS

Document NPRM 0906AS Page B18

Document NPRM 0906AS Page B19

LIST OF PROPOSED AMENDMENTS MANUAL OF STANDARDS (MOS) PART 139 AERODROMES

Document NPRM 0906AS Page B20

LIST OF PROPOSED AMENDMENTS MANUAL OF STANDARDS (MOS) PART 139 AERODROMES

Document NPRM 0906AS Page B21

LIST OF PROPOSED AMENDMENTS MANUAL OF STANDARDS (MOS) PART 139 AERODROMES

AD 2.22 FLIGHT PROCEDURES

Phase Visibility (m)

Implementation Below 2 000 m

Declaration Below 550 m

Suspension 2 000 m or better

Runway 26L Alpha 3 or Mike 3;

Runway 08R Juliet 3, Juliet 4, Juliet 7 and Hotel 3.

Document NPRM 0906AS Page B22

LIST OF PROPOSED AMENDMENTS MANUAL OF STANDARDS (MOS) PART 139 AERODROMES

RVR (m) Expected Landing Rate

Greater than 1000 24

Between 1000 and 600 20

Between 550 and 350 15

Less than 300 12 or less

Document NPRM 0906AS Page B23

LIST OF PROPOSED AMENDMENTS MANUAL OF STANDARDS (MOS) PART 139 AERODROMES

Document NPRM 0906AS Page B24