Aerodrome Inspector's Handbook

GOVERNMENT OF INDIA
OFFICE OF DIRECTOR GENERAL OF CIVIL AVIATION

TECHNICAL CENTRE, OPP SAFDARJUNG AIRPORT
NEW DELHI
Aerodrome Inspector’s Handbook
This Manual is for the use by DGCA officials involved in

Aerodrome Inspections
March 2011
PREFACE
The Aerodrome Inspectors Hand book has been prepared for use and
guidance of DGCA Aerodrome Inspectors in the performance of their duties with
respect to the surveillance inspections of aerodromes in India. Primarily it is a
handbook of “What”, “Why”, and “How”, tailor made for now and capable of
evolution. It will be a primary reference document for all inspectors in Directorate
of Aerodrome Standards. It covers the regulatory objectives of the DOAS.
All subject matters pertaining to Surveillance Inspections conducted by

Aerodrome Inspectors of DGCA, their duties, responsibilities, accountabilities
and procedures have been covered to the extent possible and also current tools
and mechanisms to meet the objectives and policies. Officers are expected to
use good judgement while dealing with the matters where specific guidance is
not available.
The Hand book will be updated from time to time based on

suggestions/inputs received.
E K Bharat Bhushan
Director General of Civil Aviation
(Approved vide F. No. AV20011/13/08-AL dated 24th March 2011)
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Record of Revisions
Revision No. Date Affected pages Entered by

Rev 1. 08.11.2015 65, 80, 108-118 S K Singh
Rev2. 02.06.2017 12-13, 19-47, 43-57, S.P. Rai
109-115, 118-172
Rev. 3 30.10.2018 44-59, 110, 121-132, S K Singh
159-162, 177-180
Rev. 4 13/11/2018 11 S K Singh
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Aerodrome Inspectors Handbook
Content page
Sl.No. Contents Page No.
1. Definitions 1
2. Introduction 5
3. Purpose of the Handbook 8
4. Scope and structure of the handbook 8
5. Regulatory Objectives 8
6. Safety Regulatory Policy Statement 9
7. Inspectors’ Responsibilities and Accountabilities 10
8. Regulation activity/Safety Oversight with modified tools 12
9. Appendices (1 to 22) 17-172
9.1 Appendix 1 Revised Inspection Checklist 17-43
9.2 Appendix 2 Surveillance inspection checklist 44-59
9.3 Appendix 3 Examples of Audit Style Questions 60-74
9.4 Appendix 4 Outline of Inspection Techniques for 75-92

some Inspection Areas
9.5 Appendix 5 Suggested Format for Inspection 93-95

Report Form and Airports’ Action
Taken Reports.
9.6 Appendix 6 Minimal areas to be checked during a 96-106

complete cycle of initial to renewal
inspections
9.7 Appendix 7 Qualification, Experience, Skills, and 107-108
Attributes profile for technical staff
9.8 Appendix 8 Technical staff training syllabus, 109-110

including Aerodrome Inspector
9.9 Appendix 9 Types of Training Courses – module 111-117

numbers refer to the numbering in
Appendix 8
iii
9.10 Appendix 10 Inspection Notification Letter – Draft 118-120
9.11 Appendix 11 Checklist for acceptance of Aerodrome 121-132

Manual
9.12 Appendix 12 Aerodrome Licensing Process checklist 133-135
9.13 Appendix 13 Exemption process checklist 136-137
9.14 Appendix 14A Competency assessment for Operations 138-139

and maintenance personnel checklist
9.15 Appendix 14B Competency assessment for ARFF 140-141

personnel checklist
9.16 Appendix 15 Inspection of Operational procedure 142-143

checklist
9.17 Appendix 16 Checklist for inspection of ARFF 144-150
9.18 Appendix 17 Checklist for inspection of AEP 151-154
9.19 Appendix 18 Low Visibility Operations Checklist 155-158
9.20 Appendix 19 SMGCS inspection checklist 159-162
9.21 Appendix 20 Wildlife Hazard Plan assessment 163-168

checklist
9.22 Appendix 21 Obstacle lighting and Marking checklist 169-171
9.23 Appendix 22 Checklist for Electric System of Visual 172-175

aids
9.24 Appendix 23 Checklist for assessment of VDGS.
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Inspectors Handbook March / 2011
Definitions
Aerodrome Layout –in the context of Surface Movement Guidance and

Control Systems (SMGCS), from ICAO Doc 9830, Advanced Surface
Movement Guidance and Control System Manual (A-SMGCS).
Basic (B): An aerodrome with one runway, having one taxiway to one apron
area.
Simple (S): An aerodrome with one runway, having more than one taxiway to
one or more apron areas.
Complex (C): An aerodrome with more than one runway, having many
taxiways to one or more apron areas.
Compliance
The meeting of Civil Aviation Requirements (CAR), whether they are the
equivalent of ICAO Standards (shall) or Recommended Practices (should).
Compliance Checklist
A checklist, for which there is no specific DGCA form, to be developed by the

applicant/licensee, which shows if a specific CAR requirement is being met,
and if not the extent of non-compliance.
ICAO Critical Element
Elements of a State safety oversight system, the effective implementation of

which is an indication of a State’s capability for safety oversight
Hazard
A condition or an object with the potential to cause injuries to personnel,

damage to equipment or structures, loss of material, or reduction of ability to
perform a prescribed function (ICAO 9859, edition 2).
Hazard Log
A document containing:
 a description of each hazard, not only from change scenarios, but also
day-to-day activity;
 its consequences;
 the assessed likelihood and severity of the safety risks of the
consequences; and required safety risk controls, most usually mitigation
measures.
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The hazard log will form part of the database on aircraft safety related
occurrences, incidents and accidents, and therefore part of the data used to
pro-actively formulate safety interventions (examples of hazard logs can be
found in the appendices to Chapter 5 of ICAO Doc 9859). The hazard log
should be updated as new hazards are identified and proposals for further
safety risk controls (i.e. further mitigation measures) are introduced.
Inspection
As well as being an umbrella term, as is Inspector, as a job title in the DGCA,

inspection is a mechanism that generally takes a snapshot by measurement
or counting of a physical characteristic, such as runway strip width or the
number of RFF vehicles. It is the more traditional way of undertaking safety
oversight (before safety oversight was a commonly used term in this context).
Level of Safety
The degree of safety of a system. It is an emerging property of the system,

which represents the quality of the system, safety-wise. It is expressed
through safety indicators. An acceptable level of safety is the level that is
acceptable as a minimum and that must be assured by a system in actual
practice.
Risk Management; more specifically safety risk assessment
A generic term that encompasses the assessment, mitigation and continued

review of the safety risks of consequences of hazards that threaten the
capabilities of an organisation, to a level As Low As Reasonably Practicable
(ALARP). Safety risk management is a key component of the safety
management process.
Safety Audit
Like inspection, audit is also a specific mechanism, but one that looks deeper
at processes for how something is used, or how a document meets a
requirement, rather than just a physical inspection.
Safety Assurance Report
A structured argument, supported by a body of evidence that provides a

compelling, understandable and valid case that change in a system/sub-
system meets the service providers risk acceptability and change
management criteria for a given application in a given operating environment.
It is more than risk management, or even a safety assessment, as it includes
in its scope the outcomes of activities and assurances required by the change
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management process, such as testing prior to entry-into- service. Depending

on the nature of the application and operating environment a safety case may
meet the requirement for a safety assurance report.
Safety Performance Indicators and targets
Safety indicators are the parameters that characterise and/or typify the level
of safety of a system; safety indicator value is the quantification of a safety
indicator and safety targets are the concrete objectives of the level of safety.
Safety review
Is the DOAS process to review a submission on a significant change in a

service provider’s operation, such the deployment of new technologies,
change or implementation of procedures, or in situations of a structural
change in operations. The process is an evaluation of the application of the
related safety and change management activities by the service provider.
Severity
The possible consequences of an unsafe event or condition.
Surface Movement Guidance Control System (SMGCS)
An SMGCS consists of the provision of guidance to, and control or regulation

of, all aircraft, ground vehicles and people on the movement area of an
aerodrome. For a more detailed description see ICAO Docs 9476 and 9830.
Tolerability
The concept of tolerating a level of risk that is higher than the licensee’s
acceptable threshold, on the basis that:
 There are demonstrable benefits to travellers, users, and society, that

outweigh the safety risk level; providing that all of the following apply:
 There has been a rigorous assessment of the risk, and it has been
signed off by the Accountable Executive.
 The licensee can demonstrate that all mitigation measures have been
identified and implemented in order to reduce the safety risk level to
ALARP, at a cost that is reasonable and proportionate to the safety
risk.
 That the subject safety risk level and the threshold levels of what is
acceptable and not acceptable are kept constantly under review by the
licensee.
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 The safety risk will be declared to affected parties in an appropriate

document.
Traffic Density (from ICAO Doc 9476, SMGCS Manual)
Defined as Light, Medium or Heavy, as measured in the mean busy hour:
Light: Not greater than 15 movements per runway or typically less than 20
total aerodrome movements.
Medium: Of the order of 16 to 25 movements per runway or typically between

20 to 35 total aerodrome movements.
Heavy: Of the order of 26 or more movements per runway or typically more

than 35 total aerodrome movements.
Visibility Condition
One of three visibilities (four if operations in visibility insufficient for the pilot to
taxi by visual guidance only, normally taken as an RVR of 75metres or less)
under which the aerodrome operator plans to maintain operations; see ICAO
Doc 9476, SMGCS Manual and Doc 9830, Advanced SMGCS Manual for the
definitions of these visibilities.
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Introduction
As a member of ICAO, India has duties and responsibilities for regulating

aviation, including:
1. The effective and uniformly applied implementation and enforcement of

the safety-related Standards and Recommended Practices contained in
the Annexes to the Chicago Convention, as reflected in national
requirements.
2. The establishment of State acceptable levels of safety (ALoS).
3. Overseeing the performance of aviation safety within its own national

boundaries and for aviation services the output of which crosses into other
State boundaries, such as Indian registered airlines operating international
services.
Furthermore, the obligations on the State regulator requires the establishment of

comprehensive and effective regulatory activity, as part of a State Safety
Programme (SSP), in a similar way to service providers having obligations to
establish and implement an effective Safety Management System (SMS).
It is important to distinguish the responsibilities and roles that the regulator and
the service providers have in the area of operational safety. Day-to-day
management of operational safety and risks to safety is the responsibility of the
providers of the aviation services.
The State safety regulator has the responsibility for regulatory functions,
including “safety oversight”. ICAO has identified and defined the following critical
elements (CE) of a State’s safety oversight system:
CE-1. Primary aviation legislation. The provision of a comprehensive and

effective aviation law consistent with the environment and complexity of
the State’s aviation activity, and compliant with requirements contained
in The Convention on International Civil Aviation.
CE-2. Specific operating regulations. The provision of adequate

regulations to address, at a minimum, national requirements emanating
from the primary aviation legislation and providing for standardised
operational procedures, equipment, and infrastructures (including safety
management and training systems), in conformance with the Standards
and Recommended Practices (SARPs) contained in the Annexes to the
Convention on International Civil Aviation.
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The term “regulations” is used in a generic sense to include but is not

limited to instructions, rules, edicts, directives, set of laws, requirements,
policies, and orders.
CE-3. State civil aviation system and safety oversight functions. The
establishment of a Civil Aviation Authority (CAA) and/or other relevant
authorities or government agencies, headed by a Chief Executive
Officer, supported by the appropriate and adequate technical and non-
technical staff and provided with adequate financial resources. The CAA
must have stated safety regulatory functions, objectives and safety
policies.
The term “State civil aviation system” is used in a generic sense to

include all authorities with aviation safety oversight responsibility which
may be established by the State as separate entities, such as: CAA,
Airport Authorities, Air Traffic Service Authorities, Accident and Incident
Investigation Authority, and Meteorological Authority.
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CE-4. Technical personnel qualification and training. The establishment

of minimum knowledge and experience requirements for the technical
personnel performing safety oversight functions, and the provision of
appropriate training to maintain and enhance their competence at the
desired level. The training should include initial and recurrent (periodic)
training.
CE-5. Technical guidance, tools and the provision of safety critical

information. The provision of technical guidance (including processes
and procedures), tools (including facilities and equipment) and safety
critical information, as applicable, to the technical personnel to enable
them to perform their safety oversight functions in accordance with
established requirements and in a standardised manner. In addition, this
includes the provision of technical guidance by the oversight authority to
the aviation industry on the implementation of applicable regulations and
instructions.
CE-6. Licensing, certification, authorization and approval obligations.

The implementation of processes and procedures to ensure that
personnel and organisations performing an aviation activity meet the
established requirements before they are allowed to exercise the
privileges of a licence, certificate, authorisation and/or approval to
conduct the relevant aviation activity.
CE-7.Continued surveillance obligations. The implementation of

processes, such as inspections and audits, to proactively ensure that
aviation licence, certificate, authorisation and/or approval holders
continue to meet the established requirements and function at the level
of competency and safety required by the State to undertake an aviation-
related activity for which they have been licensed, certified, authorised
and/or approved to perform. This includes the surveillance of
designated personnel who perform safety oversight functions on behalf
of the CAA.
CE-8. Resolution of safety concerns. The implementation of processes

and procedures to resolve identified deficiencies impacting aviation
safety, which may have been residing in the aviation system and have
been detected by the regulatory authority or other appropriate bodies.
This would include the ability to analyse safety deficiencies, forward

recommendations, support the resolution of identified deficiencies, as
well as take enforcement action when appropriate.
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It is these (eight) critical elements that ICAO uses as an audit metric when
conducting its Safety Oversight Audit, including the formulation of its findings and
recommendations. The development of this handbook and the DGCA plan to
recruit more inspectors is in response to one of the findings of ICAO’s audit of
India.
Purpose of the Handbook
To meet the needs outlined in the introduction, but also to address future
development needs. In essence, it is a handbook of “what”, “why” and “how’;
tailor made for now, and capable of evolution.
Scope and structure of the handbook
This handbook covers the regulatory objectives of the Directorate of Aerodrome

Standards and are detailed in the next section.
After the sections on regulatory objectives, the DOAS safety policy statement
and inspectors responsibilities, there is a summary of current tools and
mechanisms to meet the objectives and policies.
Regulatory Objectives
To:
1. Assess airport service providers’ adherence to State guidance, and
compliance with national requirements.
2. Satisfy itself that airport service providers’ are:

a. Organizationally competent.
b. Implementing safety management systems to established plans.
c. Monitoring agreed safety performance targets and taking necessary
corrective actions.
3. Enforce licensing requirement, taking licensing action when necessary.
This is being achieved to the extent possible within the limitations of existing
tools by:
1. Ensuring that there is an appropriate legislative framework for airport

licensing and safety oversight/surveillance. This comprises a hierarchy of
legislative documents, starting with the Aircraft Act and Rules, expanded
upon in Civil Aviation Requirements (CARs) and supported by current and
future guidance in Advisory Circulars.
2. Establishing and implementing an effective and adequate system for:

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a. The aerodrome licensing function, including initial and recurrent

licensing for:
i. A new site.
ii. An existing airport.
b. The continued surveillance function, including:

i. periodic and ad-hoc inspections; and
ii. airport infrastructure project and major maintenance
evaluation.
3. Enforcement functions.
DOAS Safety Regulatory Policy Statement
1. Adopt a balanced approach to safety regulation and safety

oversight/surveillance, neither being passive and allowing service
providers to, in effect, self-regulate; nor dominating the service providers
and inhibiting their capability to meet their responsibilities (organisational
competence issue), including in the application of service providers’
SMSs. This should include the development of a policy on what DOAS
would be content to leave to the Licensee to resolve under their SMS.
2. Develop within the Directorate a positive safety and regulatory culture,

reflecting the expectations that the DGCA has of service providers, as
well as the expectations that ICAO has of the DGCA, as expressed in its
eight critical elements. DOAS will, therefore:
a. undertake an analysis of tasks and ensure that it has the

organisational capability and competence to carry out those tasks,
identifying and following-up on training and resource needs within
its functional area;
b. use its resources in the most effective and efficient way, in terms of
safety performance outcomes;
c. provide:
i. technical guidance within its scope of activity to internal staff
and to those it regulates; and
ii. a legislative framework that is fit-for-purpose in its scope,
format and content.
3. To apply the regulatory legislation and appropriate regulatory

mechanisms in the following way:
a. in a uniform and standardized manner, without fear or favour;

b. transparently and reasonably;
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c. with regulatory resolve where that is necessary in order to ensure

that safety is not compromised; and
d. whilst not allowing safety oversight activity to reduce, direct the
appropriate resource to the appropriate levels of safety risk.
4. To pursue, in collaboration with licensees1, its safety objective of

developing the safety environment and resolving safety-concerns at
Indian airports by:
a. Requiring full compliance for new, upgraded or

replacement/refurbishment infrastructure projects. For non-
compliances that are the subject of exemptions these should be
reviewed for potential correction when there are such infrastructure
projects or major maintenance programmes. Exemptions that are
the result of historical legacies will be considered, with appropriate
supporting documentation and evidence.
b. Capturing safety-critical occurrence data from world-wide, national
and service provider sources, in order to:
i. identify safety trends applicable to Indian aviation; and
ii. focus regulatory effort on the most significant safety concerns.
c. Regularly reviewing safety regulations and guidance to ensure that
they remain “fit for purpose”.
d. Driving continuous improvements in aviation safety by using
performance based, as well as administrative mechanisms.
DOAS Inspectors’ Responsibilities and Accountabilities2
1. To adhere to the DGCA policies, processes and procedures, including

those relating to:
a. the evaluation of License applications;
b. safety inspection and auditing (including documentation);
c. the identification and follow-up on safety concerns;
d. airport infrastructure and major maintenance programme
evaluation; and
e. enforcement.
2. To remind license applicants and holders of:
a. their obligations when necessary;
1
It is not possible for the regulator or the service providers to achieve this objective on their own, and
collaborating while maintaining regulatory distance should also build trust and encourage licensees to
regard the DGCA as a contributor to safety.
2
See Appendix 1 for Inspector experience, qualification and personal attribute profile.
10
b. advise them where and when non-compliance could lead to

enforcement action or delays in responding to license applications;
and
c. recommend enforcement action to senior management when
necessary.
3. Assisting licensees to the extent possible and appropriate, as part of
collaborative working, but avoiding undertaking tasks that are more
appropriately those of the licensee. For example, in relation to a non-
compliance observation, suggesting action for consideration but not going
further by offering absolute and worked-up solutions, as that is the
responsibility and task of a licensee. If the licensee is not able to
determine the necessary action themselves it may raise a question about
their organisational competence3.
4. To ensure that they maintain their personal competence, advising DOAS
management if recurrent or specialist training should be considered.
5. To bring to management’s notice any shortfall of the regulatory
mechanisms, with constructive suggestions for more effective working.
6. Subject to appropriate competence and training, undertake tasks set by
senior management.
7. To exercise due care for equipment and tools which they have been
issued by DOAS for their use in the office or on-site, and bring to
management’s attention any that are suspected of being inaccurate and in
need of certified calibration.
Inspectors’ authorities
1. Aerodrome Inspectors have the authority to inspect the aerodrome.

2. After inspection, a report will be submitted to DGCA Headquarters and the
concerned aerodrome along with the observations, Non-compliances of
CAR regulations. The observations are to be briefed to the aerodrome
management for initiating corrective action.
3. The Level-1 findings is any significant non-compliance with the applicable
requirement which lowers the safety standard and hazards seriously the
flight safety shall be addressed immediately and intimated to the
respective DGCA office for follow up.
4. In case of seconded inspectors, in order to avoid conflict of interest, it shall
be ensured by the DoAS that seconded inspectors normally are not
assigned any regulatory activities in their parent organization. I the event if
such situation is unavoidable the inspectors shall be appropriately briefed
for conducting the activities in an impartial manner and such reports/
activities shall be monitored by the DoAS
3
An issue of appropriate roles and effective use of DGCA resource.
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Rev.4, 13.11.2018
Regulation activity/Safety Oversight with modified tools
The following are the protocols to follow for all regulatory inspections.
Inspection and Audit - As well as inspection being an umbrella term, it is the

process for a physical inspection, generally by counting, measuring and
observation confirming by checklist the existence of an aspect of the facility –
the “what”, whereas audit gets behind the “what” of these aspects to probe
the “how” – how they are used, how effective they are etc.
Both of these techniques will employ observation, not only of

equipment/facilities but also of activities and procedures. Observation is one
of the primary sources of evidence that an aerodrome is conforming, not only
to national rules/regulation, but also to company SOPs. Evidence is essential
in supporting a finding.
A risk assessment - A risk assessment, as part of risk management, is a

process to determine if a particular risk is within the limits of the service
provider’s acceptability or tolerability criteria. A Safety Assurance Report
includes a specific application of risk assessment and is defined at the
beginning of this document.
Inspection/Audit protocols:
1. Inspector behavior and regulatory approach:-
The expected attitude, approach and demeanor of DOAS Inspectors are

largely summed up in the sections on the DOAS Policy statement and the
Inspectors responsibilities and accountabilities.
2. Types and methodology of inspections
There are four types of aerodrome inspections mainly, aerodrome site

inspection, licensing inspection, surveillance inspection and renewal
inspection.
The checklist in Appendix 1 shows initial licensing inspection areas with

respect to compliance of the CAR standards. The Appendix 3 has been
created to assist the inspectors to ask the operators audit style questions.
The list of questions is not comprehensive and inspectors may add or
reduce the questions based on the conditions and type of operations at
the aerodromes. In addition, the specialized area check lists have also
been formulated for inspection of respective areas during the initial
licensing inspection. The details are as follows.
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a. Aerodrome Licensing Process (Appendix 12)

b. Exemption process (Appendix 13)
c. Competency assessment checklist ( Appendix 14-a/b)
d. Inspection of Operational procedure (Appendix 15)
e. ARFF (Appendix 16)
f. AEP (Appendix 17)
g. Low Visibility Operations (Appendix 18)
h. SMGCS (Appendix 19)
i. Wildlife Hazard Plan (Appendix 20)
j. Obstacle lighting and Marking. (Appendix 21)
k. Checklist for Electric System Visual aids (Appendix 22)
l. Checklist for VDGS (Appendix 23)
Similarly, for surveillance and renewal inspection of the licensed

aerodromes, the inspectors are advised to use the checklist placed at
Appendix 2.
For above inspections, it would normally be the case for all the areas to be
covered. For the annual surveillance the inspection areas should be
focused in the areas that:
 are at the time presenting the greatest hazards to safety, or that are
expected to present such hazards during the following year;
 have been the subject of new or revised requirements;
 are the subject of corrective action; and
 may need previous conclusions or evaluations to be re-validated
For the renewal inspection the expectation would be for all areas to be
covered, but not necessarily to the same degree, and with the emphasis
on the core areas and those not covered in the interim annual inspection.
Finally for a new site the checklist can be used to focus on areas that give
an overall picture of the feasibility for the site to be suitable for an airport.
3. Stages in the inspection process:
a. Pre-inspection preparation:-
i. Determine the inspection team and appoint a team leader.
ii. Tailor the inspection checklist for the team make-up and the
selected areas of inspection.
iii. Audits of documents, including:
 AM, including AEP and SMS.
 AIP entries, including exemptions and “Hot Spot” chart.
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 Pre-inspection documents from the airport, as required

by the Series F CAR and Attachment.
 Those relevant to the intended inspection areas.
iv. Following the document audit, determine suitable initial high-
level audit questions for the planned audit areas.
v. Pre-inspection DOAS notification to the airport (having first
revised the standard pre-inspection letter as necessary, in
order for the inspector to ask for additional documents to be
made available either before the inspection or for the
inspection). The letter should indicate:
 Any additional documentation that should be sent to
DOAS before the inspection, or to be made available
from the beginning of the inspection.
 The intended areas to be visited and indicative timings
for the inspection schedule, with the caveat that
depending on inspection observations other areas may
be included and some of the planned areas dropped.
 The people the inspector would like to meet.
 System elements that the inspector may require to be
demonstrated.
b. Pre-inspection on-site briefing:-
i. Framework and schedule for the inspection, covering issues
that may have arisen from the office-based document audit,
as well as pre-knowledge, e.g. non-adherence to a
corrective action plan.
ii. Confirmation of:
 the planned scope of the inspection, with the comment
that other areas may need to be included, depending on
observations;
 additional documents that will be required;
 the people the inspector would like to meet, with the
comment that other people may need to be included,
depending on observations; and
 areas of inspection where a demonstration or test of
facilities may be required, where operational demands
may need to taken into account, and some pre-
arrangement is required, e.g. a test of water hydrants or
RFF vehicle systems,
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iii. The intention to notify as soon as possible, either during the

pre-brief or during the inspection of:
 significant findings that require immediate action for
operations to continue;
 findings that will require an action plan for a specific
issue, such as a non-compliance; and
 additional people requested to be at the de-brief.
iv. Invitation to the applicant or licensee to:
 Advise the inspector of any non-compliances that have
been identified by the applicant or licensee and not
previously declared to the DGCA.
 Brief the inspector on new W.I. P areas and significant
changes in activity since the last inspection or stage in an
application for a license.
v. Expectations at the end of the inspection; this will include
corrective action plans for any findings requiring them, to be
proposed by the applicant or licensees and agreed by the
DGCA, within one week of receiving the inspection report.
The action plan will need to be signed by the Accountable
Executive, or a person authorized to sign on his behalf
(Accountable Executive still retains the accountability), as
well as the DGCA inspection team leader.
c. The on-site inspection, following the pre-brief:-
Basically the implementation of the inspection plan that developed
from the pre-inspection preparation, modified as necessary by the
outcome of the pre-inspection on-site briefing, and the observations
and findings as the inspection progresses.
During the interviews, and site-visits – be they physical inspection

or observation based (of an SOP, for example) - the inspectors
should look for evidence that what was said or written to be done is
actually done during the day-to-day operation, for example results
of the airport’s internal monitoring and auditing of SOPs. See also
Appendix 4, guidelines for inspection of specialized inspection
areas.
Before the post-inspection briefing the inspection team shall have

an internal meeting to agree and write-up the results, and to advise
the applicant or licensee of the people the inspection team would
like to be present at the de-brief.
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d. Post-inspection briefing:-
i. the observations and findings, together with supporting
evidence; and
ii. expectations by DGCA of action by the applicant or licensee;
iii. Any other relevant issue
e. Enforcement and Follow-up: -
i. Identify non-compliances with Rules or CARs, and request
(in the demand sense), and in accordance with the
procedures in the Enforcement Manual, a corrective action
plan, to be sent by the aerodrome operator.
ii. For a Licensee that does not accept i) above continued Non-
compliances with the Rules or CARs may attract action in
the form of warning, operational restrictions or licence
suspension. If action under the Enforcement Manual
provisions is initiated the Licensee will be given the
opportunity of a hearing, unless there is an immediate safety
concern or threat to safety, in which case inspectors should
contact the Director of Aerodrome Standards.
iii. Dependent on the outcome of the hearing action deemed
appropriate will be taken.
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Inspectors Handbook March/ 2011
Appendix1
Inspection Checklist and Report
AERODROME STANDARDS DIRECTORATE

INSPECTION CHECK LIST - TO BE USED FOR ALL INSPECTIONS, AS INDICATED IN THE PROTOCOLS
Notes:
1. Deficiencies are to be noted as a finding, quoting the legislative reference of CAR and/or guidance material.
The level of finding, Level I or Level II, shall be indicated for the each observation. Level 1 and 2 are defined
as4:
Level 1 – Any significant non-compliance with the applicable requirement which lowers the safety standard,
thus compromising flight safety.
Level 2 - Any non-compliance with the applicable requirement which could lower the safety standard, and
possibly compromises flight safety.
2. For audit Areas that the DGCA inspector cannot confirm without specialist information or knowledge, they
will need to be confirmed by the applicant, with supporting evidence as appropriate. For example:
 That the number of runways, and their orientation and length/width provisions meet/will the Operational
Objective for the aircraft and traffic level that they are intended to serve.
 The accuracy of promulgated data are to the accuracies required in CAR Series B.
4
Modified from the definitions in the DGCA Enforcement Circular 1/2009 to address the issue of the licensee challenging and wanting an objective assessment.
17
NAME OF AERODROME:
TRAFFIC
DENSITY
DECLARED TRAFFIC DENSITY, VISIBILITY
VISIBILITY
CONDITION AND AERODROME LAYOUT –
CONDITION
(Refer to ICAO Docs 9476, SMGCS and
9830, Advanced SMGCS) AERODROME
LAYOUT
DATE AND TYPE OF INSPECTION: DATE: TYPE:
18
Aerodrome Licensing Inspection Checklist
REF N
NO. ITEMS STANDARDS ANN. 14 C C N/A COMMENTS
1. 3.1 Runways RWY surfaces W/O irregularities 3.1.22
RWY, friction characteristics on wet 3.1.23
2.
pavement
3. 3.2 Runway No standard
4. Shoulders
3.3 Runway
5.
Turn Application for code D, E or F 3.3.1
6. Pads Runway turn pad - design 3.3.6
7. Surface of RWY turn pads 3.3.10
3.4 Runway General – RWY and stop way included
8. Strips in 3.4.1
runway strip
9. Length of rwy strip 3.4.2
10. Width of rwy strip 3.4.3
11. Objects on rwy strip 3.4.7
12. Junction rwy and other surfaces 3.4.10
General – mandatory depending on
3.5 Runway End runway 3.5.1
13.
Safety Area
(RESA) code
14. Dimensions, length 3.5.2
15. Dimensions, width 3.5.4
16. 3.6 Clearways No standard
3.7 Stop ways Width 3.7.1
17.
3.8 Radio
18.
Altimeter No standard
19. Operating Area
19
20. 3.9 Taxiways Clearances, design 3.9.4

21. Taxiways on bridge 3.9.20
3.10 Taxiway No standard
22.
shoulders
23. 3.11 TWY strips Twy included in a strip 3.11.1
3.12 Holding Establishment criteria rwy-holding
24.
bays, position 3.12.2
Establishment criteria rwy-holding
rwy-holding position 3.12.3
25. to protect navaids
positions,
intermediate
26.
holding Road-holding position - rwy 3.12.5
27. positions, road- Location of above signs 3.12.6
28. holding positions RWY holding position & ILS protection 3.12.9
29. 3.13 Apron No standard
3.14 Isolated Identification of an isolated aircraft
30. aircraft parking 3.14.1
parking position position
3.15 De-icing No standard
31.
facilities
32. 4.1 Obstacle Conical surface, description GSR 751
33. Limitation Surfaces Conical surface, characteristics GSR 751
34. Conical surface, slopes GSR 751
35. Inner horizontal Description GSR 751
36. surface Characteristics GSR 751
37. Height, method of measurement GSR 751
38. Approach surface Description GSR 751
39. Characteristics GSR 751
40. Elevation of inner edge GSR 751
41. Slope of approach surface GSR 751
42. Inner approach Description GSR 751
20
44. Transitional surface Description GSR 751

45. Characteristics GSR 751
46. Elevation GSR 751
47. Slopes GSR 751
48. Inner transitional Description GSR 751
51. Slopes GSR 751
52. Balked landing Description GSR 751
55. Slopes GSR 751
56. Take-off climb Description GSR 751
58. Elevationof inner edge GSR 751
59. Take-off flight path Measurement -A GSR 751
60. Measurement - B GSR 751
4.2 Obstacle Obstacle limitations depending on the GSR 751
61.
limitation type of surface GSR 751
requirements – No- Height and slope of various types of GSR 751
62. instrument GSR 751
runways surface
New objects or extension of existing GSR 751
63.
objects GSR 751
Obstacle limitation Obstacle limitations depending on the GSR 751
64.
requirements- non- type of surface GSR 751
65. precision approach Height and slope of surfaces – A GSR 751
66. runway Height and slope of surfaces - B GSR 751
67. New objects or extension of existing GSR 751
68. Obstacle limitation Types of surfaces. CAT I GSR 751
69. requirements – Types of surfaces. CAT II and III GSR 751
70. precision approach Height & slope of surfaces – A GSR 751
21
71. runway Height & slopes of surfaces – B GSR 751

72. Fixed objects above surfaces GSR 751
73.
objects GSR 751
74. Runways meant for Type of obstacle limitation surface GSR 751
75. take-off Dimensions of surfaces GSR 751
76.
objects
5.1 –Indicators and
77.
signalling devices
78. Wind direction Availability 5.1.1.1
79. indicator Location 5.1.1.2
80. Landing direction Availability 5.1.2.1
81. indicator Location 5.1.2.3
82. Signalling lamp Application 5.1.3.1
Signal panels & Characteristics of signal area 5.1.4.2
83.
signal area
84. 5.2 Markings
Generals General, interruption of runway 5.2.1.1
85.
marking
86. Interruption intersection rwy and twy 5.2.1.3
87. Color and conspicuity RWY marking - White 5.2.1.4
88. TWY and other marking - Yellow 5.2.1.5
89. Apron safety lines - conspicuous 5.2.1.6
90. Runway designation Marking at threshold 5.2.2.1
91. marking Location of marking 5.2.2.3
92. Characteristics 5.2.2.4
93. Marking parallel runways 5.2.2.5
94. Proportions numbers and letters 5.2.2.6
95. Runway center line Application 5.2.3.1
96. marking Location 5.2.3.2
98. Width of stripes 5.2.3.4
22
99. Threshold marking Application 5.2.4.1

100. Location 5.2.4.4
102. Surface to be covered 5.2.4.6
103. Transverse stripe Stripe width 5.2.4.8
104. Arrows Permanently displaced threshold 5.2.4.9
105. Temporarily displaced threshold 5.2.4.10
106. Aiming point marking Application 5.2.5.1
107. Use according with runway code 5.2.5.2
108. Location 5.2.5.4
110. Touchdown zone Application 5.2.6.1
111. marking Location and Characteristics 5.2.6.3
112. Configuration A et B 5.2.6.4
Runway side stripe Application 5.2.7.1
113.
marking
114. Taxiway centre line Application 5.2.8.1
115. marking Standard taxi-route marking 5.2.8.3
116. Enhanced taxiway centre line marking 5.2.8.5
117. Location, enhanced marking 5.2.8.9
118. Characteristics – enhanced marking 5.2.8.10
119. Characteristics – figure 5-7 5.2.8.11
120. Runway turn pad Application 5.2.9.1
121. marking Characteristics 5.2.9.7
122. Runway-holding Application and Location 5.2.10.1
123. position marking Characteristics 5.2.10.2
124. Holding point Cat I, II and III 5.2.10.3
125. Runway-holding position, pattern A 5.2.10.4
Runway-holding position, runway 5.2.10.7
126.
intersection, pattern A
127. Intermediate holding Intersection – 2 taxiways 5.2.11.3
position marking Distance between holding position 5.2.11.4
128.
marking & de-icing facilities
23

130. VOR Airport Application 5.2.12.1
131. checkpoint marking Site Selection 5.2.12.2
132. Location 5.2.12.3
134. Aircraft stand mark No standard
135. Apron safety line Location 5.2.14.2
136. Road-holding position Application 5.2.15.1
137. marking Location 5.2.15.2
138. Characteristics local traffic regulation 5.2.15.3
139. Mandatory instruction Application 5.2.16.1
140. marking Location, code letter A, B, C and D 5.2.16.3
141. Location, code letter E and F 5.2.16.4
142. Characteristics – No entry. 5.2.16.6
143. Characteristics – No entry, colors 5.2.16.7
144. Characteristics – Conspicuity 5.2.16.8
145. Information marking Application 5.2.17.1
147. Conspicuity 5.2.17.7
148. 5.3 Lights
General Lights which may endanger safety of 5.3.1.1
149.
aircraft
150. Elevated approach Frangibility 5.3.1.4
lights 5.3.1.4 applicable after January 1, 5.3.1.5
151.
2005
152. Marking for conspicuity 5.3.1.6
Elevated lights Frangibility and clearance for 5.3.1.7
153.
propellers
154. Surface lights Design 5.3.1.8
155. Light intensity and Intensity for visibility 5.3.1.10
156. control Intensity control 5.3.1.11
157. Intensity maximum A 5.3.1.12
158. Intensity maximum B 5.3.1.13
24
159. Emergency lighting No standard

160. Aeronautical beacons If operationally required 5.3.3.1
Requirements for establishing 5.3.3.2
161.
necessity
162. Airport beacons Conditions to have a beacon 5.3.3.3
163. Location 5.3.3.4
165. Visibility angles 5.3.3.7
166. Identification beacon Application 5.3.3.8
167. Location 5.3.3.9
169. Colour of flashing lights 5.3.3.12
Identification Morse code 5.3.3.13
170.
characters
171. Approach lighting Application, non-instrument RWY 5.3.4.1
system Application , non-precision approach 5.3.4.1
172.
runway
Application, Precision approach 5.3.4.1
173.
runway CAT I
Application, Precision approach 5.3.4.1
174.
runway CAT II and III
175. Simple approach Location 5.3.4.2
176. lighting system Position of lights on crossbar 5.3.4.3
177. Centre line lights 5.3.4.4
178. Position of the system – plane to thld 5.3.4.6
180. Precision approach Location 5.3.4.10
181. CAT I lighting system Position – runway centre line 5.3.4.11
182. Centre line – space between lights 5.3.4.12
Position of the system – horizontal 5.3.4.13
183.
plane through the threshold.
Characteristics – fixed lights showing 5.3.4.14
184.
variable white
25
185. Serviceability level 5.3.4.15

186. Barrettes – light spacing 5.3.4.16
Number of flashes per second. 5.3.4.18
187.
Independent operation
188. Additional lights on crossbar. 5.3.4.19
189. Position of additional lights 5.3.4.20
Lights conform to Appendix 2, Figure 5.3.4.21
190.
A2-1
Precision approach Location – distance in the extended 5.3.4.22
191.
CAT II and III lighting center line
192. system Location longitudinal intervals 5.3.4.23
193. Location – on barrettes 5.3.4.24
194. Crossbar at 150 meters 5.3.4.25
195. Crossbar at 300 meters 5.3.4.26
196. Additional crossbars 5.3.4.27
Position of lights on additional 5.3.4.28
197.
crossbars
198. Position horizontal plan 5.3.4.29
199. Characteristics – for the first 300 m. 5.3.4.30
200. Characteristics – over 300 meters 5.3.4.31
201. Characteristics – Others 5.3.4.32
202. Characteristics – Length of barrettes 5.3.4.33
Characteristics – Flash per second 5.3.4.35
203.
and independent control
204. Characteristics – Side row, color red 5.3.4.36
Characteristics – Fixed lights, variable 5.3.4.37
205.
white
Characteristics – Compatibility 5.3.4.38
206.
between red and white lights
Characteristics – Lights as per App 2, 5.3.4.39
207.
fig A2-1 & A2-2
Visual Approach Application – Conditions for 5.3.5.1
208.
Slope Indicator establishment
26
209. System Application – Standards, VASIS, PAPI 5.3.5.2

210. Application – Criteria for installation 5.3.5.3
211. Application – Criteria for installation 5.3.5.4
212. T-VASIS & AT-VASIS, description 5.3.5.6
215. T-VASIS & AT-VASIS - Location 5.3.5.9
T-VASIS & AT-VASIS – caract. of the 5.3.5.10
216.
light units
217.
light units
218.
light units
219.
light units
220.
light units
221.
light units
222.
light units
223.
light units
Approach slope and Approach slope appropriate for 5.3.5.18
224.
elevation settings of aircraft using the approach
light beams Visual approach slope conform 5.3.5.19
225.
between ILS and visual aids
226. Same setting, both end of runway 5.3.5.20
227. Slope to clear all objects 5.3.5.21
228. Adjustment of azimuth 5.3.5.22
229. PAPI et APAPI Description: PAPI 5.3.5.23
230. Description: APAPI 5.3.5.24
27
Description: PAPI position of red and 5.3.5.25

231.
white lights
Description: APAPI position of red 5.3.5.26
232.
and white lights
233. Location: figure 5-18 5.3.5.27
Characteristics: day and night 5.3.5.28
234.
operation
235. Characteristics: others 5.3.5.29
236.
237. Characteristics: others 5.3.5.30
Distribution light intensity, App. 2, 5.3.5.31
238.
Figure A2-23
239. Intensity control 5.3.5.32
240. Adjustment in elevation - limits 5.3.5.33
241. Design to avoid accumulation of FOD 5.3.5.34
242. Approach slope, figure 5-19 5.3.5.35
243. Compatibility with ILS slope 5.3.5.36
244. Slope angle to clear all objects. 5.3.5.37
245. Same for APAPI 5.3.5.38
246. Azimuth spread of the light beam 5.3.5.39
247. Same setting at both end of rwy 5.3.5.40
Establishment of an obstacle 5.3.5.41
248.
protection surface
Characteristic of the protection 5.3.5.42
249.
surface, Tableau 5-3 et fig. 5-20
New objects or extension of existing 5.3.5.43
250.
objects
Removal of objects above obstacle 5.3.5.44
251.
protection surface
252. Mitigation measures 5.3.5.45
RWY lead-in lighting No standard
253.
systems
28
254. RWY threshold Location 5.3.8.2

255. identification lights Visible in the approach direction 5.3.8.4
Runway edge lights Application criteria, night operation or 5.3.9.1
256.
day and night for precision approach
Location, 2 parallel row equidistant 5.3.9.3
257.
from the rwy centre line
Location less than 3 metres from the 5.3.9.4
258.
edge of the rwy
Distance between lights, 60 or 100 5.3.9.6
259.
meters
Characteristics: fix, white, variable 5.3.9.7
260.
intensity
261. Characteristics : visible all angles 5.3.9.8
Characteristics: 15 degrees above 5.3.9.9
262.
the horizon
Characteristics: precision approach, 5.3.9.10
263.
App 2, fig A2-9 and A2-10
264. Runway threshold Application – RWY THLD Lights 5.3.10.1
265. and wing bar lights Location of lights at rwy end 5.3.10.2
266. Location THLD lights, displaced thld 5.3.10.3
267. Threshold: number of lights 5.3.10.4
268. Wing bar thld lights, displaced thld 5.3.10.7
269. Location of wing bar lights 5.3.10.8
Characteristics: green, 5.3.10.9
270.
unidirectional and fix
Thld light, precision approach App. 2, 5.3.10.10
271.
Fig. A2-3
Thld wing bar light with precision 5.3.10.11
272.
Approach App 2, Fig. A2-4
Runway end lights Mandatory for rwy equipped with edge 5.3.11.1
273.
lights
274. Location 5.3.11.2
29
Characteristics: fix, unidirectional., red 5.3.11.4

275.
direction rwy
Rwy end with precision approach, 5.3.11.5
276.
App 2, Fig. A2-8
Runway Center Line Mandatory for precision approach 5.3.12.1
277.
Lights CAT II and III
Mandatory for T/Off with RVR less 5.3.12.3
278.
than 400 m.
279. Location of lights 5.3.12.5
Characteristics: fix, white, variable 5.3.12.7
280.
intensity, etc.
Characteristics: accordance with 5.3.12.8
281.
App. 2, Fig. A2-6 and A2-7
Runway touchdown Mandatory for precision approach Cat 5.3.13.1
282.
zone lights II et III
283. Location 5.3.13.2
Characteristics: number of lights per 5.3.13.3
284.
barrette and spacing
Characteristics: fix, unidirectional, 5.3.13.5
285.
white, variable
Accordance with spec. App 2, Fig. A2- 5.3.13.6
286.
5
Rapid exit taxiway Not to be on if pattern is not as fig 5- 5.3.14.2
287.
indicator lights 24, in full.
Located same side of the CL as the 5.3.14.3
288.
TWY, configur. Fig 5-23
289. No overlapping when displayed 5.3.14.4
Light yellow, unidirectional fix, 5.3.14.5
290.
visible direction approach.
Conform spéc. 'App. 2, Fig. A2-6 or 5.3.14.6
291.
A2-7
292. Stop way lights Application: lighted if used at night 5.3.15.1
30
293. Location 5.3.15.2

Taxiway centre line Mandatory is use with RVR less than 5.3.16.1
295.
lights 350 m.
TWY lights on RWY if used as a 5.3.16.4
296.
standard taxi route
Characteristics: green with reduced 5.3.16.6
297.
beam dimensions
TWY lights on RWY exit shall be 5.3.16.7
298.
alternatively green & yellow, etc.
299. Conform Appendix 2, various figures 5.3.16.8
Taxiway edge lights Installed on rwy turn pas, holding bay 5.3.17.1
300.
and apron, etc. if used at night
301. Installed on rwy is part of taxi-route. 5.3.17.2
Characteristics: blue, fix, visible 30 5.3.17.7
302.
degrees above the horizon
303. Runway turn pad Application 5.3.18.1
304. lights Light fix, unidirectional, green 5.3.18.6
Conform spec. Appendices 2, Fig. A2- 5.3.18.7
305.
13, 14 ou 15
Stop bars Mandatory if rwy use RVR les than 5.3.19.1
306.
350 m, etc.
Mandatory if rwy use with RVR 5.3.19.2
307.
between 350 and 550 m.
308. Location 5.3.19.5
Characteristics: Light red, spacing 3 5.3.19.6
309.
m. etc
Characteristics: Rwy-holding position, 5.3.19.7
310. unidirectional, red, visible when
approaching rwy
311. Additional lights as spec. 5.3.19.4 5.3.19.8
312. Selectively switchable stop bars 5.3.19.9
31
Intensity of red lights & beam spread, 5.3.19.10

313.
App. 2,Fig.: Q2-12 to16
314. Electrical circuit: design 5.3.19.13
315. Intermediate holding Conditions for installation 5.3.20.1
316. position lights Location 5.3.20.3
318. De-icing/anti-icing Location 5.3.21.2
319. facility exit lights Characteristics 5.3.21.3
320. Runway Guard Lights Application 5.3.22.1
321. Location configuration A 5.3.22.4
322. Location configuration B 5.3.22.5
323. Characteristics configuration A 5.3.22.6
324. Characteristics configuration B 5.3.22.8
325. Light beam definition 5.3.22.9
326. Lighting sequence light, confi. A 5.3.22.16
327. Lighting sequence light Config. B, 5.3.22.17
328. Cycle 30 à 60 cycles per minute 5.3.22.18
Apron floodlighting Spectral distribution of apron 5.3.23.3
329.
floodlight
330. Visual docking Application 5.3.24.1
331. guidance system Application after 01 January 2005 5.3.24.2
333. Functioning under all conditions 5.3.24.4
334. Indication for malfunctioning 5.3.24.5
335. Location of the system 5.3.24.6
336. Accuracy adapted to each bridge 5.3.24.7
337. Identification of the selected aircraft 5.3.24.9
338. Azimuth guidance unit location 5.3.24.10
339. Guidance information 5.3.24.12
340. Guidance color, green and red 5.3.24.13
341. Stopping position Location 5.3.24.14
342. indicator Visible from the left seat 5.3.24.15
343. Characteristics: to take into account 5.3.24.17
32
the variable angle of view for pilot

344. Indication closing speed 5.3.24.18
345. Green to go ahead, red to stop 5.3.24.20
346. Advanced visual Color red, fix, unidirectional 5.3.25.5
347. docking guidance Guidance information 5.3.25.6
348. system Info available for all aft taxi speed 5.3.25.7
Time of display not to allow 5.3.25.8
349.
displacement of more than 1 meter
350. Symbols & graphics to be intuitive 5.3.25.10
Time for communicating lateral 5.3.25.11
351.
displacement
Closure distance and closure rate, 15 5.3.25.12
352.
meter prior to stop position
353. Emergency stop device 5.3.25.14
354. Emergency stop for operating staff 5.3.25.15
355. Aircraft stand Location 5.3.26.2
356. manoeuvring Characteristics: colors 5.3.26.3
357. guidance lights Stop position : fix, unidirectional, red 5.3.26.5
358. Road-holding position Mandatory if RVR less than 350 m 5.3.27.1
359. light Location 5.3.27.3
360. Characteristic : composition 5.3.27.4
Unidirectional, visible when approach 5.3.27.5
361.
holding position
362. Intensity of the light beam 5.3.27.6
Flash frequency, between 30 & 60 per 5.3.27.7
363.
minute
5.4 Signs Application : mandatory instructions, 5.4.1.1
364.
info on location Etc.
Characteristics : Frangible, low, 5.4.1.3
365.
dimension & height, Tableau 5-5
366. Rectangular signs, Fig. 5-29& 5-30 5.4.1.4
Red for mandatory instruction sign 5.4.1.5
367.
only
33
368. Inscription conform Appendix 4 5.4.1.6

369. Illuminated signs, see conditions 5.4.1.7
Retro reflective code 1 et 2, non- 5.4.1.8
370.
instrument rwy
Panel variable message, white when 5.4.1.9
371.
not used
Panel variable message, no 5.4.1.10
372.
message if out of service
373. Mandatory instruction Authorization to go ahead 5.4.2.1
374. sign Content of mandatory instruction sign 5.4.2.2
Intersection rwy/twy & rwy/rwy.Pattern 5.4.2.3
375.
A
Rwy holding position for Cat I, II or III. 5.4.2.4
376.
Pattern B
377. Sign to be installed with marking, 5.4.2.5
378. No Entry sign 5.4.2.7
379. Location 5.4.2.8
380. Location – other 5.4.2.9
381. Location – other 5.4.2.10
382. Location - other 5.4.2.11
Characteristics: mandatory = white on 5.4.2.12
383.
red background
384. Characteristics. : runway designation 5.4.2.14
Characteristics: designation Cat I, II 5.4.2.15
385.
et III
Characteristics: No Entry sign, Fig. 5- 5.4.2.16
386.
29
Characteristics."rwy holding sign,twy 5.4.2.17
387.
design and a number’’
388. Characteristics: symbols 5.4.2.18
389. Information signs Application 5.4.3.1
390. Information signs to include : 5.4.3.2
34
391. RWY exit signs 5.4.3.3

392. Runway vacated sign 5.4.3.4
393. Sign at intersection TWY 5.4.3.7
394. Direction sign intersection twy/twy 5.4.3.8
395. Location sign with rwy designation 5.4.3.10
396. Location sign with direction sign 5.4.3.11
397. Location : left side of Twy, see except. 5.4.3.14
398. Location: information sign 5.4.3.15
Location: Rwy exit sign same side as 5.4.3.16
399.
twy
Location : Rwy exit sign, 60 m before 5.4.3.17
400.
tangency point
401. Location: Rwy vacated sign 5.4.3.18
Location: combined sign, vacated rwy 5.4.3.19
402.
& twy location
403. Location: intersection take-off sign 5.4.3.20
Positioning : Sign twy location with 5.4.3.21
404.
rwy designation
Information sign colourcoted with 5.4.3.23
405.
mandatory sign
Characteristics (C): information sign , 5.4.3.25
406. black on yellow background except for
location sign
Location sign= yellow on black 5.4.3.26
407.
background
C: Rwy exit = twy designator + arrow 5.4.3.27
408.
for direction
C : Content rwy vacated sign, fig. 5- 5.4.3.28
409.
29, A
410. C: Take-off sign 5.4.3.29
411. C: Inscription on destination sign 5.4.3.30
412. C: Inscription on direction panel 5.4.3.31
35
413. C: Inscription on location sign 5.4.3.32

C: Location & direction panels co- 5.4.3.34
414.
located
C: Identification of twy: letter with 5.4.3.35
415.
number
C: Number only on manoeuvring area 5.4.3.37
416.
= for rwy designation
VOR Aerodrome If VOR checkpoint is established, it 5.4.4.1
417.
Checkpoint Sign must be indicated with marking
418. Location 5.4.4.2
419. Colour 5.4.4.3
Airport IdentificationName of the aerodrome 5.4.5.3
420.
sign
421. Road-holding position Installed everywhere road lead to rwy 5.4.7.1
422. sign Location 5.4.7.2
423. White on red background 5.4.7.3
424. National language 5.4.7.4
425. Illuminated if use at night 5.4.7.5
426. 5.5 Markers Frangible and low 5.5.1
427. Stop way edge marker different from 5.5.3.2
428. rwy edge marker
429. Twy edge marker = retro reflective 5.5.5.3
430. blue
431. Twy edge marker = frangible & low 5.5.5.5
432. Twy centre line marker = 5.5.6.5
433. retro reflective green
434. Twy centre line marker, designed to 5.5.6.7
435. support aircraft weight
436. Boundary markers used when there is 5.5.8.1
437. no rwy
438. Location 5.5.8.2
439. 6.1 Objects to be Fixe object +3000 m, approach or 6.1.3
36
marked and/or transitional surface shall be marked or

lighted lighted
Fixe object above obstacle protection 6.1.5
440.
surface = marked or lighted
441. Marks for vehicles 6.1.6
Mark for elevated aeronautical ground 6.1.7
442.
lights
Obstacles, Ref. distance table 3-1, 6.1.8
443.
shall be marked or lighted
444. 6.2 Marking of Fixe objects to be colored or marked 6.2.1
445. objects Mobile objects colored or flags 6.2.2
446. Use of markers 6.2.7
447. Use of flags 6.2.11
448. Design of flags for fix objects 6.2.12
449. Design of flags for mobile objects 6.2.14
450. 6.3 Lighting of Low, medium or high intensity 6.3.1
objects Obstacle light for vehicles & mobile 6.3.4
451.
objects = Type C
Obstacle light for «FOLLOW ME » 6.3.5
452.
vehicle = type D
453. Obstacle light at top of obstacle 6.3.11
454. Special cases, pylons etc. 6.3.13
Special cases, extensive or closely 6.3.14
455.
spaced objects
Special cases, + 105 metres above 6.3.16
456.
surrounding ground
457. Idem, more than 45 metres 6.3.17
458. Idem 6.3.18
459. Special cases : to see 6.3.19
Special case, height, type of lights 6.3.20
460.
etc.
461. From every angle in azimuth 6.3.22
37
Light on fix object = fix red light, 6.3.23

462.
tableau
Obstacle light low
463. intens, type A & B, 6.3.24
spec table 6-3
Obstacle light on emergency vehicle = 6.3.25
464.
flashing blue
Obstacle light on FOLLOW ME = 6.3.26
465.
flashing yellow
Obstacle light low intens, type C and 6.3.27
466.
D, table 6-3
467. Obstacles light on bridge = fix red 6.3.28
Obstacle light on object with limited 6.3.29
468.
mobility conform type A, table 6-3
Obstacle light, definition type A et B 6.3.30
469.
et C: couleurs
470. Obstacle light types A, B, C table 6-3 6.3.31
Obstacle light, medium intens, type A 6.3.32
471.
& B = flashing simultaneously
HI Obstacle light
472. types A & B = 6.3.33
flashing white
Obstacle light HI,
473. types A & B 6.3.34
conform table 6-3
Obstacle light HI,
474. type A on object = 6.3.35
flash simultaneously
6.4 Wind Turbines Wind turbines shall be marked and/or 6.4.1
475.
lighted if it constitutes an obstacle
476. 7.1 Closed runways Application 7.1.1
477. and taxiways, or Location 7.1.3
38
478. parts thereof Characteristics 7.1.4

Permanently closes, removal of 7.1.5
479.
marks and markings
480. If rwy closed, lighting should be U/S. 7.1.6
Additional marking at intersection of a 7.1.7
481.
closed area
7.2 No-load bearing Application. Side strip marking for 7.2.1
482.
surfaces delineating low bearing surfaces
7.3 Pre-threshold No standard
483.
area
7.4 Unserviceable Marker on apron etc, if area can be by 7.4.1
484.
areas passed safely.
485. Markers - intervals 7.4.2
Characteristics– unserviceability 7.4.3
486. markers = flags, cones, marker
boards
Characteristics light for 7.4.4
487.
unserviceability area = red fixed light
8.1 Electrical
power Adequate primary power supply shall 8.1.1
488. supply for air be available for safe functioning of
navigation
facilities navaids
Visual Aids no false indication if 8.1.2
489.
power failure
490. Switch-over time, table 8-1 8.1.5
Visual Aids: secondary source of 8.1.6
491.
power, switch-over table 8-1
492. Requirement for take-off rwy 8.1.7
System design : if failure, no wrong 8.2.1
493.
indications
494. Separate circuits 8.2.2
39
Interlocking of rwy and twy when use 8.2.3

495.
as taxi-route
Monitoring : lighting system used for 8.3.2
496. aircraft control = to be monitored by
ATS
497. 9.1 Airport Availability of the emergency plan 9.1.1
Emergency Emergency planning = coordination of 9.1.2
498.
Planning actions
Emergency planning = coordination of 9.1.3
499.
agencies
500. To observe human factor principles 9.1.6
501. Emergency exercises 9.1.12
502. Type and frequency of exercises 9.1.13
Specialized services for difficult 9.1.14
503.
conditions
504. 9.2 Rescue and fire Application 9.2.1
fighting Equipment for water body, swamp, 9.2.2
505.
etc.
Level of protection according to 9.2.3
506.
Category, ref article 9.2.5 & 9.2.6.
507. Airport category table 9-1 9.2.5
508. Higher category 9.2.6
509. Reduced activity – lower category 9.2.7
510. Quantity of water and foam 9.2.11
511. Mix of water and foam 9.2.13
512. Discharge rate, table 9-2 9.2.17
513. Complementary agent ISO standards 9.2.18
514. Response time 9.2.23
515. Response time other vehicles 9.2.27
516. Formation du personnel 9.2.38
‘’Training must include human 9.2.39
517.
performance and team coordination’’
518. ‘’Protective clothing and respiratory 9.2.42
40
Equipment’’.
519.
9.3 Disabled
520. aircraft No standard
removal
521. 9.4 Wildlife strike Risk evaluation 9.4.1
522. hazard reduction Bird strike to be reported to ICAO 9.4.2
523. Mitigation measures 9.4.3
524. Elimination of garbage disposal site 9.4.4
9.5 Apron Apron management service shall be 9.5.3
525. Management provided with radiotelephony
Service communication facilities
526. Restriction for low-visibility procedure 9.5.4
527. Priority to emergency vehicles 9.5.5
528. Various priorities on apron 9.5.6
529. Visual monitoring of aircraft stand 9.5.7
530. 9.6 Ground Availability of fire extinguishers 9.6.1
531. servicing of aircraft Refuelling with passengers on board. 9.6.2
532. 9.7 Airport vehicle Authorization to drive airside 9.7.1
533. operations Compliance with directives, signs etc. 9.7.2
Compliance with mandatory 9.7.3
534.
instructions conveyed by light
535. Training for drivers 9.7.4
536. Two-way communication means 9.7.5
537. 9.8 Surface Application 9.8.1
movement
guidance Switching of stop bars and twy centre 9.8.6
538.
and control
systems line lights
539. 9.9 Siting of No objects on rwy strip, RESA etc. 9.9.1
equipment and If objects on strip, RESA, or stop way 9.9.2
540.
installations on = frangible
541. operational area Above applies as of 01 Jan 2010 9.9.3
41
542. Location equipment, Cat I, II, III 9.9.5

543. Distances for Cat I, II et III 9.9.6
544. Above applies as of 01 Jan 2010 9.9.7
545. Fencing Fence for animals 9.10.1
546. Fence for persons 9.10.2
547. Fence for Navaids 9.10.3
548. Location of fence 9.10.4
549. 10.2 Pavement Inspection, maintenance 10.2.1
550. No harmful irregularities 10.2.2
Characteristics measurement of 10.2.3
551.
friction
Corrective maintenance for improving 10.2.4
552.
friction
553. Removal of contaminants 10.2.8
554. Use of harmful chemical 10.2.13
10.3 Runway Longitudinal slope of the temporary 10.3.1
555.
pavement overlays ramp
Temporary centre line marking, same 10.3.4
556.
for threshold
10.4 Visual Aids Light shall be U/S if average beam 10.4.1
557.
intensity is less than 50%
Preventive maintenance system for 10.4.2
558.
visual aids
Preventive maintenance for Cat I, II et 10.4.7
559.
III. % in service
Operation standard, stop bars, RVR 10.4.8
560.
<350 metres
Centre line lights, not to allowed 2 10.4.9
561.
consecutive lights U/S
Cat I, 85% of lights shall be 10.4.10
562.
serviceable
563. Take-off rwy, % of lights in service 10.4.11
42
Take-off rwy, RVR>550 m % in 10.4.12

564.
service
Location and characteristics of both
565.
Drainage natural and dynamic drainage. Att-A 8.1.1
43
Appendix 2
Surveillance Inspection Checklist:

SURVEILLANCE INSPECTION CHECK LIST
Checklist broadly covers all areas of aerodrome operation, procedures & facilities.
Effort should be made to cover areas depending on the time allocated for the inspection and
deficiencies to be reflected quoting the legislative reference of CAR/ guidance material.
The level of findings (Level I or Level II) defined in the DGCA surveillance manual should be indicated
for the each observations.
NAME OF AERODROME :
DATE OF INSPECTION :
PHYSICAL CHARACTERISTICS: CAR,SEC-4, Ser. OBSERVATIONS Level

B, Pt I / ICAO Ref.
A RUNWAY : 3.1
A.1 ORIENTATION OF ALL 3.1.1

RUNWAY(S)
A.2 SURFACE CONDITION 3.1.21

(DEPRESSION, POT HOLE,
44
RUTTING):
A.3 PROCESS TO NOTIFY FLIGHT CAR para 2.9.5
CREW, A DESCRIPTION OF THE
RUNWAY SURFACE
CONDITIONS USING THE
FOLLOWING TERMS: DAMP,
WET AND STANDING WATER.
A.4 PROCESS TO NOTIFY CAR para 2.9.6
INFORMATION THAT A
RUNWAY OR PORTION
THEREOF MAY BE SLIPPERY
WHEN WET TO AIS? HAS THIS
PROCESS BEEN INCLUDED IN
AERODROME MANUAL?
A.5 SURFACE FRICTION/RUBBER 5.1.23,Doc 9137
DEPOSIT/ DATE OF LAST
pt-8- chapter 7
FRICTION TEST WITH
COEFFICIENT VALUE:
A.6 RUNWAY SLOPES: 3.1.12
A.7 VISUAL MARKINGS ( TDZ, 5.2

AIMING POINT, THR,C/L,SIDE
STRIP , DESIGNATION, RET/
TWY LINKS ETC ) :
A.8 BASIC STRIP ( FLUSHING , 3.4,3.4.6,3.4.8
GRADING , OBSTACLE):
A.9 LIGHTINGS ( THR, END, TDZ,C/L 5.3.8,5.3.11,5.3.13,
, RETIL):
5.3.12,5.3.14
A.10 SIGNAGES (INFORMATIVE / 5.4

MANDATORY) :
45
A.11 APPROACH LIGHTS ( SIMPLE/ 5.3.14

CAT-I/II/III)
A.12 PAPI (DATE OF LAST SURVEY): 5.3.24
A.13 RESA : 3.5
A.14 ANY OTHER OBSERVATION :
B APRON : 3.13
B.1 SURFACE CONDITION 3.13.1

(DEPRESSION, POT HOLE,
RUTTING):
B.2 VISUAL MARKINGS ( BREAK 5.2, 5.2.14,
AWAY POINT,EDGE
,VEHICULAR LANE , TAXI LANE
,SAFETY LINE , EQPT PARKING
AREA ETC) :
B.3 LIGHTS : EDGE , FLOOD LIGTS 5.3.23
ETC.:
B.4 ILLUMINATION LEVEL ON 5.3.1.10
APRON ( IN LUX):
B.5 SIGNAGES (INFORMATIVE / 5.4.2,5.4.3
MANDATORY) :
B.6 PARKING STAND 5.2.13, 5.2.14
IDENTIFICATION /
COORDINATES/DOCKING
SYSTEM ( PAPA AGNIS / VDGIS
) / AEROBRIDGE ETC. :
B.7 EQUIPMENT PARKING AREA : Doc 9137 pt-8-
46
10.6.1.1
B.8 FOD COLLECTION SYSTEM : Doc 9137 pt-8-

10.6.3
B.9 ANY OTHER OBSERVATION :
C OPERATIONAL AREA :
C.1 BOUNDARY WALL : 9.10
C.2 NORMAL AND EMERGENCY 9.2.26-28

ACCESS ROUTES :
C.3 SIGNAL SQUARE .WIND 5.1
DIRECTION INDICATOR:
C.4 COOLING OFF PIT : BCAS requirement
C.5 ISOLATION PARKING STAND : 3.14
C.6 OBS. LIGHTS OF 6.1.1

OBSTRUCTIONS / OBSTACLES :
C.7 ARP & ITS MAINTENANCE : 9.5
C.8 DRAINAGE : Doc 9137 pt-9-

chapter 5
C.9 HOLDING POSITION MARKING 5.2.10

(TWY , ROAD ETC):
C.10 DEMARCATION OF LOCALIZER CAR/9/E/I--3.8.2©
& GLIDE PATH SENSITIVE /
CRITICAL AREAS :
47
C.11 ANY OTHER OBSERVATION :
D TAXIWAYS : 3.9
D.1 MARKINGS ( C/L , EDGE , ITH ): 5.2.8, 5.2.11
D.2 LIGHTS: EDGE, CENTER LINE 5.3.17,5.3.16

(IF AVBL.) ETC :
D.3 IS RUNWAY BEING USED AS CAR para 8.2.3
PART OF A STANDARD TAXI –
ROUTE; IF SO, IS RUNWAY
PROVIDED WITH RUNWAY
LIGHTS AS WELL AS TAXIWAY
LIGHTS?
D.4 IS THE LIGHTING SYSTEM CAR para 8.2.3

INTERLOCKED TO PRECLUDE
THE POSSIBILITY OF
SIMULTANEOUS OPERATION
OF RUNWAY AND TAXIWAY
LIGHTING ON SUCH RUNWAYS.
D.5 SURFACE CONDITION : 3.9.13,3.9.14
D.6 STRIP : 3.11
D.7 SIGNAGES ( INFORMATIVE / 5.2.17,5.2.16

MANDATORY)
D.8 ARE STOP BARS PROVIDED AT CAR para 5.3.20.1-
THE AERODROME, ARE THEY
5.3.20.12
CONTROLLED BY AIR TRAFFIC
SERVICES
48
D.9 ARE THE STOP BARS CAR para 5.3.20.1-

SPECIFIED AS COMPONENTS 5.3.20.12
OF AN ADVANCED SURFACE
MOVEMENT GUIDANCE AND
CONTROL SYSTEM AT
AIRPORT
D.10 ARE STOP BAR PROVIDED AT CAR para 5.3.20.1-

EVERY RUNWAY - HOLDING
5.3.20.12
POSITION SERVING A RUNWAY
WHEN IT IS INTENDED THAT
THE RUNWAY WILL BE USED IN
RUNWAY VISUAL RANGE LESS
THAN A VALUE OF 550 M
D.11 IF NOT, HAS THE AERODROME CAR para 5.3.20.1-
OPERATOR HAS ENSURED 5.3.20.12
APPROPRIATE AIDS,
PROCEDURES FOR
PREVENTING INADVERTENT
INCURSIONS OR LIMITATION
ON NUMBER OF AIRCRAFT /
VEHICLES IN MANEUVERING
AREA
D.12 DOES THE LIGHTING CIRCUIT CAR para 5.3.20.1-

DESIGNED SO THAT STOP 5.3.20.12
BARS LOCATED ACROSS
ENTRANCE TAXIWAYS ARE
SELECTIVELY SWITCHABLE;
I.E. INTERLOCKED WITH THE
TAXIWAY CENTER LINE LIGHTS
SO THAT WHEN THE CENTER
LINE LIGHTS BEYOND THE
STOP BAR ARE ILLUMINATED
THE STOP BAR IS
49
EXTINGUISHED AND VICE

VERSA.
D.13 ANY OTHER OBSERVATION : 5.2.13,5.2.14
E ARFF : 9
E.1 CATEGORY : 9.2.5,9.2.6
E.2 EQUIPMENTS OF RESCUE & 9.2.20,9.2.38,

FIRE FIGHTING :
Doc 9137 pt-8-
17.1.2©
E.3 EXTINGUISHING AGENTS : 9.2.8
E.4 SOPS : AD AC-1
E.5 TRAININGS/ DRILL ( FULL 9.2.34,9.2.35,Doc

SCALE & TABLE TOP
9137 pt-7-13.2
EMERGENCY EXERCISE ) :
E.6 DOES THE ARFF MEET THE CAR para 5.3.20
RESPONSE TIME OF 2 MIN ON
ANY POINT OF EACH
OPERATIONAL RUNWAY AND 3
MIN ON ANY OTHER PART OF
MOVEMENT AREA?
E.7 DO THE RESPONSE CHECKS CAR para 5.3.20

ARE CARRIED OUT ON
REGULAR BASIS, WHAT IS THE
PERIODICITY AND DOES ARFF
MAINTAIN SUCH RECORDS
ALONG WITH CONDITIONS OF
50
SUCH RESPONSE CHECKS?

E.8 COMMUNICATION SYSTEMS : 9.2.31,9.2.32
E.9 RESCUE RESOURCES , 9.2.19,9.2.20/

EXTINGUISHING AGENTS,
9.2.8/
WATER STORAGE :
9.2.14,9.2.15
E.10 HYDRANT SYSTEM : Doc 9137 pt-8-

17.7.2
E.11 MAINTENANCE OF RECORDS( Aerodrome

LOG BOOKS, VEHICLE, DRILL
Manual
ETC) :
E.12 ANY OTHER OBSERVATION : 9.2.38
F AERODROME INFORMATION
(AD 2) :
F.1 DATE OF PUBLICATION : Doc 9137 pt-8-
Chapter 2
F.2 ADEQUACY OF INFORMATION : Doc 9137 pt-8-

Chapter 2
F.3 CURRENT NOTAM’S : Doc 9137 pt-8-

Chapter 2
F.4 OPERATIONAL RESTRICTIONS, AIP

IF ANY :
F.5 ANY OTHER OBSERVATION :
51
G AERODROME OPERATIONS :
G.1 AERODROME MANUAL : 1.4.4
G.1.1 IS AERODROME MANUAL Doc 9774

ASSESSED FOR
3B.2, 3C
COMPLETENESS, SUITABILITY
AND ACCURACY TO Sect. C
ASCERTAIN THE
ORGANIZATIONAL
COMPETENCE?
G.1.2 DOES AERODROME OPERATOR GM
REVIEWS AERODROME MANUALS
PERIODICALLY TO CHECK THEIR Doc 9774
AMENDMENT REQUIREMENT. 3.2, 3C.4,
App. 1
G.2 SOPS FOR OPERATIONS AND Aerodrome
MAINTENANCE :
Manual
G.3 AIRPORT EMERGENCY PLAN : 9.1,Doc 9137 pt-7
G.4 ANTIHIJACKING PLAN : Doc 9137 pt-7
G.5 BOMB THREAT CONTINGENCY Doc 9137 pt-7

PLAN :
G.6 OBSTACLE REGULATION & GSR 751, Doc 9137
CONTROL PROCEDURES :
pt-6, pt-8-chapter
12
G.7 COORDINATION BETWEEN 2.13, Doc 9137 pt-

ATM & AERODROME
8-1.4
OPERATIONS :
52
G.8 WILD LIFE CONTROL 9.4,Doc 9137 pt-8-

MECHANISM :
chapter 9
G.9 AEMC MEETING & ACTION AD AC-1

ITEMS :
G.10 CONSTRUCTION/ Doc 9137,pt 8-
DEVELOPMENT ACTIVITIES :
chapter 8
G.11 A CLOSED MARKING SHALL CAR para 7.1.1 -

BE DISPLAYED ON A
7.1.8
RUNWAY OR TAXIWAY, OR
PORTION THEREOF, WHICH IS
PERMANENTLY OR
TEMPORARILY CLOSED TO THE
USE OF ALL AIRCRAFT. HAS
THE AERODROME OPERATOR
DEVELOPED PROCEDURE FOR
OBLITERATION OF MARKING,
NON-USABILITY OF AGL AND
USAGE OF UNSERVICEABILITY
LIGHTS?
G.12 OBSTACLE CONTROL Doc 9137,pt6
PROCEDURE :
Chapter 4
G.13 CONTROL & COMPLIANCE OF Doc 9137 pt 8-

OBSTRUCTIONS, DATE OF
chapter 12
LAST SURVEY CARRIED :
G.14 AERODROME CHARTS : Doc 9137,pt 7-
GRID MAP , ZONING MAP, TYPE chapter 7,
A & B, DATE OF PUBLICATION,: Doc 9137,pt 8-
12.6,15.5
53
G.15 LICENCING COMPLIANCE AD AC No.2

SYSTEM & AVAILABILITY OF
EQUIPMENTS FOR
STNDARDISATION :
G.16 STAND BY POWER SUPPLY Doc 9137,pt9-3.3.8
FOR ESSENTIAL SERVICES :
G.17 FOLLOW ME / OPS. JEEP : Doc 9137,pt-8-2.2-
3.2
G.18 DOES THE PROCESS FOR 9.7.1 to para 9.7.5
VEHICULAR CONTROL AND
DRIVER’S TRAINING
REQUIREMENT MEETS THE
PROVISIONS OF CAR.?
G.19 ANY OTHER OBSERVATION :
H SAFETY MANAGEMENT 1.5

SYSTEM :
H.1 SAFETY MANAGEMENT Doc 9859
MANUAL :
H.2 SAFETY MANAGER AND Doc 9859-8.6,10.1-
SYSTEMS FOR
10.6
IMPLEMENTATION :
H.3 STATUS OF IMPLEMENTATION : Doc 9859-chapter
10
H.4 COMPLIANCE OF SMS : Doc 9859-chapter

8&9
H.5 ANY OTHER OBSERVATION :
54
I AVAILABILITY & ADEQUACY

OF TRAINED MANPOWER FOR
AERODROME OPERATIONS :
I.1 AERODROME OPERATIONS : Doc 7192-

AN/857,part E-2
I.2 ARFF : 9.2.36,Doc 9137

pt-8-17.6
I.3 MAINTENANCE : Doc 9137 pt 9-

1.5.7
I.4 ANY OTHER OBSERVATION :
J ATC :
J.1 SERVICES PROVIDED / UNIT : CAR/9/E/I-3.2
J.2 COMMUNICATION FACILITIES : Doc 9137 pt 7-

VHF, TELEPHONE, DSC , FIRE 12.2.3, CAR/9/E/I--
ALARM , ALDEIS LAMP, ETC. :
6.2
J.3 AVAILABILITY OF RELEVANT CAR/9/E/I- chapter

ICAO DOCS, ATS CIRCULARS,
7
AICS, NOTAMS, DGCA- CARS :
J.4 DISPLAY OF LANDING, Doc 9426
INSTRUMENT APPROACH ,
AERODROME CHARTS, GRID
MAP ETC. :
J.5 AVAILABILITY OF UPDATED Doc 9426
DOCS REGARDING : AEP ,
55
BOMB THREAT, SEARCH &

RESCUE, AIR SAFETY
CIRCULARS TO DEAL WITH THE
SITUATION IN THE EVENT OF
AIRCRAFT INCIDENT /
ACCIDENT ETC. :
J.6 DISPLAY OF THE LIST OF Doc 9426
MEDICAL PRECTIONERS, WHO
SHOULD BE AVAILABLE IN
CASE OF AN EMERGENCY,
TOGETHER WITH THEIR
ADDRESSES & TELEPHONE
NUMBERS IN THE CONTROL
TOWER :
J.7 RWY LIGHTING AND REMOTE Doc 9426
STATUS INDICATOR OF NAV.
AIDS :
J.8 ANY OTHER OBSERVATION :
K COMMUNICATION/NAVIGATION
FACILITIES :
K.1 NAV FACILITIES Sec 4,Series -X,
(NDB/DVOR/MSSR/ILS)
part 1
K.2 SERVICEABILITY / RELIABILITY Sec 4,Series -X,
STATUS OF NAVIGATIONAL
part 1
AIDS:
K.3 SERVICEABILITY / RELIABILITY Sec 4,Series -X,
STATUS OF AIR GROUND
part 1
COMMUNICATION FACILITIES (
VHF,HF ETC ), INTER UNIT
COMMUNICATION :
56
K.4 GROUND / AIR CALIBRATION Sec 4,Series -X,

STATUS OF NAVIGATION AID
part 1
DVOR , ILS, SMR , ASMGCS :
K.5 CHECK QUALITY OF CAR/9/E/I-6.2-6.4
RECORDING :
K.6 ANY OTHER OBSERVATION :
L METEOROLOGY :
L.1 FACILITIES – CLASS I/ II/III : CAR/9/M/I--

chapter 2
L.2 SERVICES PROVIDED AND CAR/9/M/I--

THEIR ADEQUACY :
chapter 2
L.3 MET REPORTS : CAR/9/M/I--

chapter 4
L.4 TIMELY DISSEMINATION : CAR/9/M/I--

chapter 4
L.5 ANY OTHER OBSERVATION :
M PASSENGER FACILITATION :
M.1 CAPACITY & ADEQUACY OF Doc 9137,pt 9-

TERMINAL BUILDING :
chapter 9
M.2 DRINKING WATER : Doc 9137,pt 9-
chapter 9
M.3 COMMUNICATION/PA SYSTEM : Doc 9137,pt 9-
chapter 9
57
M.4 AIR CONDITION/VENTILATION : Doc 9137,pt 9-

chapter 9
M.5 GRIEVANCES REDRESSAL Aerodrome
MECHANISM : manual
M.6 AVAILABILITY & ADEQUACY OF Doc 9137,pt7, Doc
TRAINED MANPOWER :
9137,pt 8-17.6
M.7 FACILITIES FOR PHYSICALLY Sec3, Series M, pt

CHALLENGED PERSON :
1
M.8 AVAILABILITY OF FIRE Doc 9137,pt 9-

FIGHTING SYSTEM /
9.1.4
EQUIPMENTS:
M.9 MEDICAL FIRST AID FACILITIES: Doc 9137,pt 7-
Appendix 3
M.10 CHECK IN COUNTERS/ Aerodrome
WEIGHING SCALE Manual
M.11 BAGGAGE MAKE UP/BREAK UP Doc 9137,pt 9-9.7
AREA
M.12 ANY OTHER OBSERVATION :
N LICENSING CONDITIONS:
N.1 PROGRESS AS PER ACTION CAR/4/F/I para 6.3

PLAN ON LICENSING
CONDITIONS
N.2 STATUS OF EXEMPTIONS CAR/4/F/I para 6.4
GRANTED TO AERODROME.
58
REMARKS :
LIST OF OBSERVATION :
SIGNATURE OF INSPECTING OFFICER :
59
Appendix 3
Examples of Audit Style Questions
Inspection Area:
References from Inspection Example audit style questions Notable points
Checklist.
A.1 Aerodrome information
and data
I How do you ensure that the aeronautical information that you
provide for promulgation in the AIP and elsewhere meets the
required accuracies?
A.2 Procedures
I a. When was the last time such information was revised?
b. Did it meet the accuracy requirements?
Ii a. Where are the procedures for allowing appropriate access
airside?
b. How do you measure the procedure for effectiveness in
controlling access?
Iii a. How do you measure runway precipitation on your runways?
b. What do you do if there is more than 25% of the runway
covered with water over 3mm in depth?
c. What do you do if instead of 25% it is 50% coverage?
d. When was the last time you measured runway precipitation
and what were the results?
e. What did you do with the results? Did that follow an SOP?
f. With the monsoon season imminent what are your procedures
for runway care and status promulgation
g. What was the date for the last scheduled check on the PAPIs?
h. Was that undertaken?
i. If so, what were the results?
60
Show me please.
iv a. Is this maintenance being implemented to a programme?
b. If not, why not?
c. If yes, is the programme being met?
d. When was the last and the next scheduled activity?
v a. How and Where is this procedure spelt out?
b. How is it coordinated with users and other stakeholders?
vi a. When was the last survey undertaken?
b. Did it show any changed or additional obstructions in the Type
B chart area that penetrated the performance surface?
c. If so, when was the Chart revised?
d. What does the organisation do if there is a penetration of the
obstacle control surfaces?
e. Can you show me the procedure please?
vii a. How effective is/was the procedure during the most recent
period of low visibility conditions?
b. How do you measure that effectiveness?
viii a. What mechanism do you use to ensure that there is adequate
scope and timeliness for coordinating activity with the ATS
provider?
b. Please show me the last time it was applied, and what was the
outcome?
iv a. What is the greatest safety concern on the apron?
b. How are you trying to resolve that by Apron Management and
apron operating procedures?
c. How effective is it?
d. Are the outcomes consistent with the agreed safety targets?
x a. What organisation has the responsibility for overall control of
vehicles on the apron?
61
b. How is the control exercised?

c. How do you determine if it is effective enough?
d. If not considered effective enough, what action is being
undertaken?
xi What are the procedures for:
a. coordinating with ATC?
b. AOCC operations during an AEP exercise or actual
emergency?
xii a. What is the greatest risk to safety in this context?
b. How do you know that (result of a wildlife survey?).
c. If not from a wildlife survey or extensive pre-knowledge how
have you made that judgement?
d. Are things changing?
e. How do you know that?
xiii a. When was the plan last tested?
b. If not in recent times, how do you know if it is still adequate?
xiv a. What personnel are trained in handling hazardous materials?
b. Do you have training records for them?
i. If not, a finding.
ii. If yes, show me please.
c. When was the last refresher training conducted?
d. Do any other staff members get involved with hazardous
materials? If yes, have they had training, and if not why not?
xv a. Do you know what the effect would be on an aircraft using the
aid if the critical or sensitive areas were infringed?
b. How do you ensure that these areas are not infringed?
c. To what extent are the mechanisms effective?
d. How do you know that?
xvi a. What processes do you have for occurrence reporting?
b. What do you do with the reports?
c. Are the reportees being advised of the follow-up?
62
d. If not, why not?

xvii a. Is there a “Hot Spot” chart for your airport?
b. If yes, is it published for the use of stakeholders, and where?
c. If no, when will you comply with the requirement to produce
one?
xviii a. Are there other airport SOPs for specific operations?
b. If so, may I see them please.
A.3 Safety Management
Manual
i a. Were there any significant gaps found from the system
description in the scope of the SMS?
b. Were there any significant gaps found in the defences against
hazards?
c. If no, then can you show me the risk assessments for the non-
compliances and the Hot Spot chart please?
ii How does the organisation determine and maintain the adequacy
of its staff establishment and its organisational capability?
iii Does the Accountable Executive at the airport have the authorities
and decision making powers specified in the CAR?
iv a. How is your SMS implementation progressing compared to your
implementation plan?
b. If not on-plan, why not?
c. If your SMS strategy is not currently predictive, do you plan to
make it so? If so, when?
vi a. How effective is the SMS?
b. How do you measure that effectiveness
vi a. When was the change management process last applied?
b. Was it documented?
Show me please.
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c. Does your change management process cover changes in

areas other than physical Characteristics?
d. If no, a finding
e. If yes, please can we see the process?
f. How do you know if you have sufficient resources to adequately
implement the SMS?
g. What is the turn-over rate for staff; if considered high why is
that?
vii What are the current safety promotion activities?
viii How compliant are you with your SMS processes?
A.4 Aerodrome Emergency
Plan
i a. Who chairs your Emergency Committee and when did it last
meet?
b. What actions were agreed at that last meeting?
c. Have they been carried out in the due time?
ii a. When was the last exercise?
b. Have any subsequent corrective actions been undertaken?
c. If yes, were they actioned in due time?
d. If no, why not?
iii a. Who is the nominated as the on-scene commander?
b. Is that person/post on-duty today?
iv What is the plan for communication within the AEP?
v a. How do you evaluate the outcomes from exercises?
b. How is the output communicated to interested parties?
A.5 Safety Committees and
Safety Teams
i a. What are the Terms of Reference for the Airport Safety
Committee?
b. Is the membership and role in line with the AD AC guidance?
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ii Who chairs the two internal safety boards?

iii What has been the output from the AEMC in the last year?
iv What outputs are currently being actioned from the Runway
Safety team?
v What outputs are currently being actioned from the Apron Safety
team?
B Runway and Environs
i a. What is the runway inspection regime?
b. What was the last maintenance action undertaken on the
runway?
c. What preventative maintenance do you undertake?
d. How do you stabilise the surface of the shoulders, in order to
minimize the risk of engine ingestion damage?
ii a. Are the runway slopes in compliance with the CARs?
b. If not, do you have an exemption from the CAR?
c. Do you ask for operational feed-back from aircraft operators on
the runway condition?
d. If so, how do you do this?
iii a. During heavy rains do the runways become flooded
(aviation/aircraft performance definition) or suffer from standing
water/water patches?
b. If not, how do you determine this?
c. If yes, what action do you take, and is there a programme for
corrective action?
iv If we go out to inspect the runway strips will they be fully

compliant, with no exposed ducts, spoil heaps, uneven ground or
areas of sub standard bearing strength?
v Are the runway separation distances compatible with the way the
runways are being used?
65
vi How have you determined that your RESAs are sufficient in size?
vii How do you ensure that the ILS critical and sensitive areas are
not infringed?
viii a. Do the runways meet the orientation requirements of the CAR?
b. Can you provide evidence of that?
C Taxiways and
Interfaces
i a. What is the taxiway inspection regime?
taxiways?
ii a. Do you have any taxiway movements by aircraft of a higher
Code than designed for?
b. If so, have you undertaken an assessment of the risks?
iii a. Are the taxiway separation standards compatible with the
aircraft codes using the runway?
b. If not, what risk control measures do you have in place?
iv How do you stabilise the surface of the strips, in order to minimise
the risk of engine ingestion damage?
v a. If any of the taxiway slopes are non-compliant, are they
considered to be a hazard?
b. How did you make this judgement?
vi a. Do you have any taxiways that have standing water on the
surfaces during heavy or prolonged rainfall?
b. If so, has the drainage been assessed for adequacy?
vii a. Have you had any occurrences reported, verbally or in writing,
involving the Apron to Runway route designations?
b. If so, what action is being taken
viii Does your “Hot Spot” chart reflect any issue raised in vii above?
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D Apron Areas
i a. What is the apron surface inspection regime?
apron?
ii a. Is the presence of FOD on the apron getting better or worse?
b. How do you know?
iii a. When were the apron markings last repainted?
b. Are they adequate at present?
c. Do you have plans to repaint the markings?
iv Does the apron lighting create any distraction to ATC or pilots on
the manoeuvring area?
v a. Have you had any occurrences reported, verbally or in writing,
involving these equipments?
b. If so, what action is being taken
vi a. Does the airport have a problem with equipment being parked
outside the designated areas?
b. If yes, what action is being taken?
c. If no, can we go to the apron areas now please?
vii a. Are there mandatory or information signs associated with the
apron area of at the taxiway/apron interface?
b. If no, should there be?
c. If yes, are they fully compliant?
viii a. Are the stand clearances compliant?
b. Are the clearances being adhered to?
c. How have you determined that?
ix a. Which organisation has the overall coordination role on the
apron?
b. How is that coordination applied in order that close liaison is
achieved between ATS, the airlines and the airport?
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E Visual Navigation Aids

i a. When were the PAPI units last checked?
b. How is this done?
c. Is that in accordance with the maker’s maintenance schedule?
d. What was the result?
e. Can you show me the record of maintenance and any corrective
actions?
ii a. When was the last flight check of the visual navigation aids last
undertaken?
b. What did it show?
c. If needed, was corrective action taken?
d. If so, please show me the reports?
iii a. Do the runway and approach lighting systems meet the
photometric and serviceability requirements?
b. If yes, how is this measured?
iv a. When were the runway markings last repainted?
b. Are they adequate at present?
c. Do you have plans to repaint the markings?
v Are there any superfluous obstruction lights that maybe be
contributing to light pollution and distraction to ATC or pilots?
vi a. What is the policy and method of lighting unserviceable areas?
b. Is it effective?
c. How do you measure that?
vii Are there any superfluous or poorly positioned lights that maybe
be contributing to distraction to ATC or pilots?
F. 1 Manoeuvring Area The following audit Qs can be adapted and extended for all of the
Surface Movement areas in F.1:
Guidance and Control a. Does your SMGCS meet the guidance in ICAO Doc 9476, the
System (SMGCS), SMGCS Manual, and 9830 A-SMGCS, as appropriate?
68
aircraft and vehicular b. If not, what action is being taken?

use c. If none, do any of the non-adherence feature in the identified
“Hot Spots”?
i a. What is your process for confirming that the removal of or
repainting of movement area markings have been undertaken to
plan?
b. In relation to aircraft movements when is this confirmed?
c. Can you demonstrate that that was done for the last
removal/repainting?
ii a. Do you have a drawing showing information markings?
b. How often do you review the appropriateness of information
markings?
iii How have the sign mountings and plinths been designed and
constructed to reduce damage to an aircraft leaving a taxiway or
runway?
iv a. Please show me drawing showing informative, as well as
mandatory signs.
b. How often do you review the appropriateness of information
signs?
v a. How do you measure light output to ensure that the air/ground
lighting meets specifications?
b. What design features are there to prevent all of the lighting
failing?
vi How do you ensure that procedures are appropriate during
changes SMGCS requirements?
vii How do you ensure that obstruction /obstacle lighting is still

appropriate and does not contribute to confusion to ATC or pilots?
F. 2 Manoeuvring Area
Surface Movement
69
Guidance and Control

System (SMGCS),
vehicular use only
i The following audit Qs can be adapted and extended for all of the
ii areas in F.2:
iii a. Does your SMGCS for vehicular use meet the guidance in ICAO
iv Doc 9476, the SMGCS Manual, or 9830 A-SMGCS, as
appropriate?
b. If not, what action is being taken?
c. If none, has there been an exercise conducted to determine the
areas that present the greatest risk of collision by a vehicle with
an aircraft, of a runway incursion by a vehicle?
G Obstacle Environment
i Is the Type B chart in line with the current object environment?
ii a. Has there been a full survey undertaken?
b. If so, has the data shown been compared with the proposed
runway coding, orientation, and landing aid category?
c. If so, would the site be compliant in terms of the object
environment and Obstacle limitation Surfaces?
d. Are there any obstacles that infringe the Obstacle Clearance
Surfaces?
e. If so, are they the subject on agreed non-compliances, and are
there operational restrictions or other mitigation measures in
place?
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H Other Operational
Areas/Features
i a. How secure is the boundary wall/fence?
b. Can you give evidence of this?
ii How are the signals kept up-to-date with the current operating
mode?
iii a. What are the clearances from operational areas and
visual/electronic navigation aids?
b. How is fitness for purpose determined?
iv Has this been tested and found effective?
I Wildlife Management
i How would you detect a change in bird flight paths on the airport?
ii How do you measure the effectiveness of methods used to control
and manage wildlife hazards?
iii a. How do you know if you have enough manpower and other
resources for wildlife management?
b. If using a contractor, have you audited their procedures,
manpower and resource provision, and verified effectiveness of
controls
J Rescue and Fire-
Fighting
i Does the RFF category meet the requirement for the class of
aircraft using the airport, in terms of fuselage length and
movement numbers?
ii a. How many vehicles are on-line today?
b. Is that in compliance?
iii a. How do you ensure that the agents remain effective as
intended?
b. Where are they stored, and how do you ensure that that storage
71
facility is acceptable?
iv Have the SOPs been tested in terms of the application of Human
Factors principles?
v a. Do you have full watch cover?
b. Can you give evidence of that please?
vi a. Does the training of the officers match the tasks they are
scheduled for today?
b. Can you show me evidence of that by training records please?
vii a. Are all of the firefighters trained and certificated to international
standards in radio telephony>
b. If not, when will they be?
c. If yes, please show me the training and certification records
viii What is the system for meeting the water requirement for
extinguishing fires, both for initial and sustained response?
ix a. Show me the plan of the airside water hydrants please
b. When was (a hydrant selected by the inspector) last tested?
During the airside inspection ask for that one to be opened,
subject to an operational hazard assessment by the inspector.
x Please show me the grid map/chart
a. When was it last updated?
b. Does it still accurately reflect the airside infrastructure and
layout?
c. Are all of the crash gates and RVPs correctly shown?
xi a. Is the access to all of the crash gates kept clear?
b. Are the locks regularly checked, and what is the
policy/procedure on access by the outside services?
xii a. When was the last test of response times carried out, and what
was the result.
b. If the required time was not met what action is being taken?
xiii a. To what schedule programme are the fire vehicles maintained?
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Show me the records for the vehicle or selected equipment that is

on line for this watch please.
xiv Where are the records kept for exercises, testing and drills?
K Maintenance
i How are Human Factors principles taken account of in the design
and application of the maintenance programmes?
ii What is the policy for corrective action when a portion of the
runway shows coefficient of friction characteristics lower than the
specified minimum?
iii How are the orientation, outputs and beam spread of the light
units of the visual aids measured, in order to determine
serviceability status?
L Electrical Power
Systems
i a. Do the switch-over times from primary to secondary power meet
the requirements?
b. When was this tested and what were the results?
Show me the records please.
ii a. For a runway meant for use in RVRs of less than 550 metres
what system is used to ensure that pilots will not be left without
adequate visual guidance should there be a failure of ground
power equipment?
iii a. Are the lighting systems used for aircraft control, e.g. stop-bars?
b. If so, what is the automatic system for monitoring and relaying
the actual lighting configuration airside to ATC?
73
M Organisational a. How does the organisation evaluate/determine if it is

Competence organisationally competent?
b. How is it determined if this method is effective?
N ATS Interface Areas
i What process do you have for ensuring that the SMS Manuals can
be applied in a harmonized manner in the areas that interface with
ATS?
ii What are the coordination procedures for:
i. W.I.P areas?
ii. LVO – prior, during, and post?
iii. Daily inspection activity?
iii a. How have you conducted a comprehensive obstacle survey
conducted of the site and appropriate area surrounding the
site, and how have the results been used?
b. What type of survey has been conducted of adjacent/nearby
wildlife food sources that may have an impact on the wildlife
hazard at the site?
c. What type of weather hazards may be presented to aircraft
using the new airport?
O Impressions of overall
condition and
operation
i
ii
iii
iv
P Any other area
observations
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Inspectors Handbook March 2011
Appendix 4
Outline of Inspection/Audit Techniques for some selected Inspection Areas
1. Night Inspection
Purpose:
As well as to be satisfied that the facility provision meets the safety

requirements for night time operations, to assess if the licensee or
applicant has effective processes in place to:
a. monitor the adequacy and performance of the facility for night-time

and LVP conditions; and
b. determine if night-time and LVP conditions present specific or
additional and unidentified areas of risk.
Salient points/issues/areas to inspect and for audit questions:
a. Viewing the overall airside facility from the ATC visual control room
can be a very effective way of seeing the system as a whole and
system interfaces. A visit there before a field inspection may
indicate areas to be inspected, such as a new W.I.P area that does
not look secure from an incursion by an aircraft. A visit after a field
inspection may confirm a non-compliance finding as being
significant, or not. It is also an opportunity to seek another
view/opinion on adequacy.
b. Be familiar with what ATC personnel and pilots need to see in

terms of patterns of lights, e.g. the minimum number of runway
centerline lights for an ILS approach.
c. Look for:
i. “black holes” that may present a hazard in the context of
runway incursion outcomes; or
ii. potential situations, particularly involving temporary layouts

due W.I.P, that may have introduced a confusing or
ambiguous situation that could suck a pilot or ATC officer
into a wrong interpretation of marking, signage or lighting, or
a combination of those individual elements, with the potential
for putting an aircraft into a position other than that intended.
75
d. Whilst you may be seeing the situation in good or average visual

conditions during an inspection, try to picture it in the minimal
conditions that would be permitted in terms of visibility,
precipitation, wind conditions and cloud cover.
Conclusions:
Findings from this area of inspection maybe more about the effectiveness
of the facility, rather than mere compliance.
2. AEP and RFF
Purpose:
As well as to be satisfied about basic compliance with requirements, the

inspector needs to be satisfied about:
a. RFF - That the system of the vehicles, extinguishing agents,

firefighters, procedures, management and training is “fit for
purpose”. This must take account of the particular operational
environment and traffic mix. For example, does each watch have
sufficient firefighters trained in all the tasks that could be expected
to have to be performed during that watch, in normal and abnormal
situations?
b. AEP – Consider those areas where potential latent weaknesses
may emerge if one of the lines of defences fails; procedures and
equipment for communication can be one of these.
Salient points issues/areas to inspect and for audit questions:
a. More obvious audit style questions that arise from the above others
may need to be formulated to test any statements or assertions
given about “fitness for purpose”. Often these are not immediately
obvious until the audit has started. For example, on finding out that
some of the firefighters are on standby at home or undertaking
other secondary tasks, questions about response capability arise
b. Think whole system and not just measurable or countable
elements.
c. Be prepared to ask the “what if” questions, for example, what if the
hand held radio of a key player in the communication/coordination
plan fails during an emergency situation?
76
Conclusions:
The inspector has to be satisfied about the match between the provision of
staff and “things” and the demands that may be placed on the system
provision, during normal operations as well as abnormal operations. In
particular, with the prevailing traffic density and mix, as well as airport
environment, including “visibility condition”.
3. Apron and Apron Services
Purpose:
To be satisfied that the licensee ensures through compliant facility

provision and process/procedural means, that the apron areas, including
any cargo apron, are operated in a disciplined way, in accordance with
company and stakeholder SOPs, and that they:
a. have processes in place to monitor all activities; and

b. are able to take corrective action when necessary.
a. Overall system compliance with CARs.

b. Confirm that any W.I.P/ unserviceable areas are correctly marked,
lit and promulgated, and that clearances comply with CARs and
company SOPs/policies.
c. That there are SOPs for all vehicular movements and that
stakeholders, particularly the aircraft operators adhere to them – do
this by observing a turnaround, after having studied the SOPs.
d. Any examples of hazardous vehicle movements, including the
boxing in of fuel bowsers (no escape route away from the apron).
Conclusions:
As well as seeking assurances about system compliance, the inspector

will be keen to see evidence of coordinated and disciplined activity on the
stands during preparation for and during aircraft turnarounds.
4. Wildlife Management
Purpose:
To address the high-profile safety concern caused by the potential of

wildlife to generate a catastrophic outcome to an aircraft on take-off or
landing.
77
a. Applicant/Licensee’s processes to collect, analyse and act on data.

b. Applicant/Licensee’s knowledge of the strike threats (have they had
a professional survey/evaluation of the threat, including off-airport
wildlife attractants?).
c. Applicant/Licensee’s wildlife management programme to contain
threats, including:
i. Ensuring security of the airport boundary wall or fences.
ii. Coordination with stakeholders.
iii. Bird-strike control methods, including:
1. grass maintenance programme;
2. the continual review and provision of adequate
resources;
3. monitoring processes for adherence to procedures
and follow-up/corrective actions;
4. management of garbage areas;
5. activity of the AEMC; and
6. recording and analyse of strikes and promulgation of
data.
Conclusions:
As with wildlife management, the inspector needs to be satisfied about the

threat at the system level, as well as the individual element level.
5. SMGCS
Purpose:
To confirm through physical inspection, audit and observation techniques

that the airport has, maintains and operates as planned, a system that
meets the needs of (aircraft) operational objectives, e.g. Cat IIIB landing
and take-off in <400m RVR. That system comprises a number of
elements, that include hardware (equipment), software (procedures,
training) and life-ware (people), as described in the context of Human
Factors (SHEL diagram5).
5
For more on this see ICAO Doc 9859, Edition 2 Safety Management Manual – Chapter 2.6
78
Inspectors Handbook March /2011
a. Does the system meet the guidance in the ICAO SMGCS Manuals for:
i. Equipment – ground lighting and signage (bear in mind the need for coordination with ATM in this
area).
ii. Other guidance provision – markings.
iii. Procedures.
b. Specialist driver and operative training for those permitted airside during LVO.
c. Specialist equipment for vehicles permitted to operate on the movement area during LVO.
Conclusions:
The inspector needs to have planned the inspection of this area with attention to all the elements of the system
including procedures and operative training, as well as physical provision.
6. Aerodrome ATM Interfaces
Purpose:
Apron management service is a service provided to regulate the activities and the movement of aircraft and
vehicles on an apron. Depending upon volume of traffic and operating conditions, an appropriate apron
management service is provided by an ATS unit, aerodrome operating authority or by a cooperative combination
of these.
When the aerodrome control tower partially participate in the apron management service, inspector is obligated to
see that procedures are established and followed to facilitate the orderly transition of functions between the apron
management unit and the aerodrome control tower.
79
Salient points issues/areas to inspect and for audit questions

a) Arrangements between air traffic control and the apron management unit;
b) Clear bifurcation of scope of work for the ATC and Apron management.
c) Arrangements for allocating aircraft parking positions;
d) Arrangements for initiating engine start and ensuring clearance of aircraft push-back;
e) Marshalling service,
f) Arrangement for Follow me services.
g) Arrangement expeditious movement of vehicles,
h) Arrangement for the highly coordinated two way communications between the aircraft, vehicle, apron
control unit and the ATC.
i) Where conditions warrant, provision of separate communication channels including procedures for use of
visual signals.
j) System and procedure for aircraft and vehicle control in low-visibility operating conditions.
k) Arrangement for integrated system of surveillance, control and guidance, and communication with the
use of technology applications. (ASMGCS) in these areas.
l) Procedure for reporting of incidents/ accidents.
Conclusions:
The inspector needs to have planned the inspection of this area with attention to all the elements of the system
including responsibilities, operating procedures, reporting and communication and training as well as seeking
assurances about system compliance, the inspector will be keen to see evidence of coordinated and disciplined
activity on the maneuvering area during normal and low visibility operations.
7. Risk Assessment Reviews
Introduction
This guide is aimed primarily at reviewing risk assessments as part of the risk management process of an SMS. The
guidance addresses qualitative risk assessments or quantitative assessments when built on a foundation of analysis of a
small database. A reminder at the start; risk assessments are a valuable tool to assist in decision-making, but cannot
offer guarantees. Wrongly used or abused and the following proposition could reflect reality:
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“Risk assessment is like a political prisoner: if you torture it long enough, it may give you the answer you want”.
Also, bear in mind that sometimes hazard identification, together with mitigating actions, might be sufficient for a particular
set of circumstances. Before the regulator receives the assessment the owner should have had it validated within their
company, in line with the arrangements in their Safety Management System (SMS). The licence holder has the
responsibility to assess and manage the operational risks at their airport, not the regulator. The risk assessment is for the
licence holder to undertake; if they are unable to do this then it could be argued that there is a competence issue.
The role of the regulator and the purpose of their safety review are to be satisfied about the licence holders’ management
of safety, including the licence holders’ assessment of risks, as part of licence holder’s SMS.
A review cannot be effectively undertaken unless the regulator and the industry know what the regulator is seeking and
what industry’s expectations are when they send the regulator an assessment. It may not be necessary for the regulator
to review all of a license holder’s risk assessments; which ones and when is a matter for the judgment of the regulator
taking into account the maturity of the license holder’s safety management system and regulatory resource. Above all
else the regulator must be satisfied that any risk assessment or simple, but rigorous, hazard identification, together with
accompanying mitigations, has produced a valid and acceptable answer.
However, in some cases it may be difficult to evaluate the answer to that question directly, but indirect evaluation by
posing audit style questions such as the following may assist. Although the following use the term risk assessment, much
of it is equally applicable to hazard identification, which is the first step in the risk assessment process:
1. Is the company’s risk assessment process likely to enable and encourage a valid, complete and correct assessment to
be made?
2. If so, has that process been applied adequately and would the conclusions be defendable, in a court of inquiry for
example?
81
In simple language, have the significant risks to aircraft safety been identified and sufficient mitigating actions taken to
manage them? In even more simplistic terms, has the producer of the assessment identified what could go wrong, as well
as what could fail, and demonstrated that what they are doing, or are preparing to do about it good enough?
Discussion
Industry should not use the risk assessment process as a way around or out of a regulatory requirement because they do
not like the requirement, or it is considered difficult to implement. Just being difficult is not the same as insurmountable;
the latter may be a justifiable reason for seeking DGCA acceptance for a non-compliance, and the use of risk
management to identify appropriate mitigating measures, but not the former.
The risk assessment process should be undertaken for safety significant changes or circumstances that include:
1. New and significant, equipment, infrastructure, traffic levels or even organisational changes that are to be introduced.
2 The licensee/applicant cannot meet a specific regulatory requirement for a reason that has been indicated to be
considered by the regulator as valid and in line with the provisions of National Requirements.
3. The regulatory requirements/guidance do not cover a specific situation, or the requirement/guidance may not go far
enough for a specific set of circumstances.
4. The requirement is written in an objective (goal based), rather than prescriptive, style that allows more than one-way
of compliance.
In the event of an accident, or even incident, the safety or risk assessment could be under scrutiny by parties such as the
relevant accident investigation authority, the courts and insurers. Without overplaying that issue the regulator has to be
satisfied about fundamental safety assurances before accepting a risk assessment received from those it regulates.
It must be remembered that the regulator’s safety review can be valid only for the situation covered by the risk
assessment; if the assessment does not cover changes in levels or type of traffic for example then the review and
conclusions would not be valid for those changes.
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The continued validity of the scope of a risk assessment underlines the need for assessments to be continually reviewed
to determine if there have been any changes to the situation originally assessed. The owners of risk assessments should
be encouraged to review their assessments on a regular basis, for example annually, in order to verify their validity and to
get into the habit of review.
How does the regulator respond to a challenge to the credentials of staff undertaking safety reviews of industry risk
assessments? Staff members need to feel confident and comfortable about this; an answer could be that the regulator is
doing no less than they may have in the past, as a sensible regulator and as a long stop for those regulated. However,
that is not quite enough. The regulator expects those that it regulates to present robust material using a rigorous process.
It is reasonable to expect the regulator to practice what it preaches; a regulator’s opinion, particularly one that leads to a
non-acceptance or non-approval, must be able to stand up to challenge. As part of this, regulatory staff members need to
be sufficiently confident and competent in risk assessment in order to be able to evaluate and accept assessment-based
safety assurances from industry.
The regulator must be meticulous in recording conclusions and use all of the expertise it has within its ranks, particularly
where specialist discipline expertise is required and that discipline is not represented in the aerodrome department of the
regulator, or ATS department for the aerodrome/ATS interface areas.
An ultimate test of satisfaction about the validity of a risk assessment received from those regulated would be for the
regulator to be satisfied that the owner of the risk assessment could robustly defend that risk assessment as being
complete, objective, reasonable, correct and in accordance with the company SMS.
Additionally, that any mitigating measures and actions are commensurate with the level of risk and effective as risk
reduction mechanisms. If the regulator cannot be confident and satisfied about that then they would have difficulty
defending their evaluation and acceptance of the assessment. If the regulator cannot pass this test after challenge by a
court of law for example, then they will lose credibility. The regulator must also be able to demonstrate that it applies a
standard approach.
The Review Process
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Risk Assessment
Applying the above, the regulator needs to determine if they are comfortable about the following issues, by asking
questions such as those in italics (answers should be Yes, or Y):
1. The claim being made by the licence holder and the objective he is seeking to meet – are they stated up front in the
risk assessment?
Y/N
2. The levels of ownership of the assessment – is there sufficient evidence that the assessment has been assessed,
challenged, accepted and signed off by the people in the company with the relevant and overall safety
accountabilities, before being presented to the regulator?
Y/N
3. Uncertainty and its treatment in order to reduce uncertainty as much as practicable and in proportionate to the risk
– has the licence holder undertaken a sensitivity test as a means of giving more credibility in any areas of
uncertainty that are inherent in any qualitative (and even quantitative) assessment process, rather than just
accepting a “first pass” that give results that seem acceptable? This might be demonstrated by evidence of
reiteration in the risk assessment process.
Y/N
4. The scope of the assessment – does it cover all the likely hazards, including human factors and any new hazards
introduced by mitigation measures for original risks? Y/N
5. Priority of aircraft safety compared to commercial and other interests:
a. Has the licence holder stated their safety policy and criteria for acceptability?
Y/N
b. Has the licence holder complied with their own policy in relation to the priority given to safety?
Y/N
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6. The degree of objectivity employed – what evidence is there that the assessment has been undertaken in an
objective way and not to produce a pre-determined or desired outcome, irrespective of the actual risk? For
example:
a. Are there terms of Reference for the risk assessment team: if so could they have constrained the team
towards a desired outcome, either directly or by implication?
Y/N
b. Were the impact and hazards of all aspects of a particular change included in the assessment; for example,
the impact on operations, equipment and procedures?
Y/N
c. Has the licence holder come to a conclusion and formulated an action plan, including a review process for
the assessment?
Y/N
7. The degree and usage of a constructive culture of challenge as part of the overall process, within the company
safety culture, but without incurring unnecessary external consultant costs. This is important when the assessment
has been done for the licence holder by a third party, be it a consultant or member of the Corporate body that owns
the aerodrome, or aerodromes if group ownership.
a. Is there a “peer review” (an independent team of peers), or similar mechanism in the process?
Y/N
b. Did the team that undertook the hazard identification and the evaluation of the risk acceptability include an
objective challenger acting in a non-partisan and independent manner?
Y/N
i. If there is, as the regulator would expect, is there evidence at the appropriate level, not necessarily
detailed, to show that their input was heeded and acted on and has the action been recorded?
Y/N
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The above are examples only; there can be others, as well as those that cascade from initial questions. The following are
some additional points and questions to consider in the detailed evaluation, having used the above process as a
preliminary action:
 Check the make-up of the hazard identification team. Does it include all the necessary disciplines?
 Have all the hazards been identified (they may have been, but then rejected of course), or are there perceived gaps;
for example, the rejected take-off around V1 for RESA assessment or the safety implications of an environmental
imperative in a new ATS procedure?
 Are the language, risk matrix and process used appropriate to aircraft safety risks? Is the risk matrix part of the SMS
procedures? Whilst the process addressing occupational safety can be similar to for aircraft operational safety, in
terms of the basic steps and risk matrix, the concept language, definitions and sub-processes will need to be different.
This is an issue for those licence holders who want a detailed process applicable to all risks.
With respect to sensitivity testing, has the licence holder asked the question – is my judgement of severity or probability
too optimistic and what would be the result if I made either or both more pessimistic? For example, where there is
uncertainty about the level of risk, did the licence holder do a reiteration, moving along one or both axes in the risk matrix
to see if the result would be different and, if it was, to determine what the mitigation measures might be for that reiteration
(it can be valid in the other direction of course). In essence, have they gone through the what if reasoning?
 Has the licence holder relied too much on historic data and experience, particularly where there is a limited database?
Put another way, have the future trends been adequately identified and taken into account?
 Beware of thin and unjustified assessments of, or changes to, probability or severity in order to bring the level of risk
into the acceptable range, and invalid application of the As Low As Reasonably Practicable (ALARP) philosophy.
 Mitigation measures must be action items, included in a plan with timescales and delivery dates, not statements of
intent such as “review”.
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 Is there a commitment to regular reviews of assessments, including prior to the introduction of significant changes, for
example, a change in the type of traffic?
If the regulator cannot be satisfied about the answers to these and other questions it will be for the evaluation team to
seek guidance from their management. The management team should produce guidance on the make-up of evaluation
teams and signing off requirements for the Directorate.
If mathematical expressions of probability are used they should be in a form that will be appropriate to the circumstance.
Probabilities per flight hour, which derive from aircraft operations, maybe appropriate for ATS purposes, but are not
normally appropriate or very useful for airports, whereas probabilities in terms of events per 10,100 or 1000s of years
could be. However, even the latter measure has limitations; a specific frequency might be acceptable at airport x, with
particular types of aircraft and activity, but not at another with different levels of activity and aircraft types.
Additional aspects to be covered when reviewing safety assurance documentation, be it a Safety Assurance
Report, Safety Assessment or Safety Case
Such documentation is a fundamental component of the management of change, and is a process for developing a
structured argument, supported by a body of evidence that provides a compelling, understandable and valid case that a
system meets the service providers risk acceptability criteria for a given application in a given operating environment.
This process would be applied to a significant change event, such as any pre-determined major change in:
 equipment or infrastructure;
 traffic type, mix or volume;
 operating environment;
 staff levels, organisational structure or business model, including contractors’ services.
The purpose is to provide satisfactory safety assurance internally, as well as to the DGCA, operational partners and
users, all in the context of the specific change event, all in the form of an explicit and comprehensive document.
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It must present adequate rationales and evidence that the safety of the aerodrome and its systems are adequate to
support the roles demanded of them. Before presentation to the DGCA for their safety review it has to be signed off by
the highest level of management, expected to be the “Accountable Executive (AE)”. As well as an introduction, it will
comprise the following, and inspectors should be satisfied about the content as they for the outcome of a risk assessment:
a) For the area of safety performance and management – statements:
a. Of who is accountable, including the post of “Accountable Executive”, and responsible for what within the
licensee’s organisation, as well as other partners and stakeholders’ organisations.
b. On what safety standards apply where, with specific targets stated, where applicable.
c. About any assumptions made, and the communications with and outcomes of the ATS provider and users.
b) A description of how the system operates:

a. stemming from the operational objectives;
b. the associated operational and functional requirements of the key functional areas of the overall facility,
technical systems within the facility, human resources, communication and documentation/records;
c. in normal and abnormal modes, particularly at the interfaces; and
d. with equipment and system dependencies identified, including training.
In essence a comprehensive technical specification, whilst being proportional to the level of complexity of the
subject area.
c) Statements of what can go wrong, where and with what potential outcomes. An explanation of the procedures
used for this process of risk assessment.
d) Statements of the process used to determine the acceptability, or otherwise, of these identified risks. This will
include what has or will be done and by when in order to reduce risk, in accordance with the licensee’s safety risk
tolerability criteria and that will maintain or improve upon the safety performance criteria set by the licensee and
agreed with the DGCA.
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e) Time programming for a change, together with the plan for testing or validation, with operational trials where
appropriate, before transition or introduction into service; in essence, the project plan.
f) The arrangements that will be in place to monitor the system against safety performance expectations, and to
prevent deviations from expected performance. In the event that such deviations cannot be prevented,
promulgated mechanisms for stopping operations in a timely way; include the identification of the post or person
responsible and accountable for making these decisions.
g) How findings from this event will be used as an input to inform the licensee about the readiness and acceptability of
any systems or sub systems needed in the longer-term and how to maintain or improve safety.
h) Evidence that is available to support the validity, scope and acceptability of all the above.
8. For a new aerodrome site
Purpose:
To be satisfied that the new site will be practical for a new airport, taking account of such issues as required non-
DGCA clearances, CARs, and the ground and airspace environment, noting any potential hazards, such as
weather.
a. Pre- site inspection (office preparation)

i. Location of the site, in relation to other aviation activity, including airspace considerations – have
appropriate aviation and other maps and charts available.
ii. Operational objectives, including the intended aircraft codes and operational categories.
iii. The plan for the applicant to monitor progress to plan during construction, employing an independent
engineer/auditor to furnish appropriately certified safety assurances and compliance statements at
the planned milestones, to the DGCA as well as to the applicant (Series F).
iv. Any feasibility reports/master Plans that are in existence.
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v. Any HAZLOG that has been prepared.

vi. Identify the specific areas you wish to examine on site, people to interview/meet, and audit questions
to ask.
vii. Prepare documentation to take and pre-request any to be available on-site.
viii. Ensure availability of the necessary inspection tools, and that they are serviceable.
b. For site-visit
i. As well as assessing general compliance, evaluate:
ii. Soil condition, for example, would it be susceptible to water-logging, or encouraging wildlife,
particularly birds.
iii. Potential for obstructions such as trees to become a problem in years to come through growth.
iv. Confirm or otherwise, intial satisfaction or concerns from the office-based document audit/study.
c. For safety oversight during construction

i. Ensure that the applicant’s independent engineer/auditor supplies the required safety assurances and
compliance statements.
Conclusion:
The inspector has to be satisfied about the locational advantages/ disadvantages of the site vis-à-vis operational
objectives and that the construction process is meeting the regulatory compliance and quality assurance.
9. SMS
Purpose:
To be satisfied that the facility provision not only meets the safety requirements, in accordance with the CARs, but
that the minimum requirements are exceeded where found to be necessary, and that the Licensee has rigorous
SMS processes in place in order to ensure that:
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 adequate risk management mitigation/control measures are identified, adhered to and reviewed on a regular
basis, in order to ensure that they remain “fit-for purpose”; and
 coordination and collaborative working between the relevant stakeholders addresses the particular risks to
safety that have given the airport the “critical” designation.
Salient points/issues/areas to inspect and for audit questions include:
a. Scope and rigour of the hazard identification and risk management process, including evidence of its
application.
b. Matching the overall provision to any specific weather hazard that has contributed to the “critical”
designation, for example wind-shear warning systems if appropriate.
c. Consider the adequacy of system, rather than specific elements in isolation, for example:
i. The SMGCS:
 Does the overall system provision reflect the guidance on SMGCS in ICAO Docs 9426 and
9830?
 Viewing the overall airside facility from the ATC visual control room can be a very effective way
of seeing the system as a whole and system interfaces.
 Look for Black holes that may present a hazard in the context of runway incursion outcomes.
ii. The areas surrounding the runway, not only the basic land and distance provisions, but surface, slope
and suitability for purpose requirements.
 Are all of the “essential for navigation” equipments in the strip mounted on surface flush and
de-lethalised plinths, as well as being frangibly mounted?
 Are all electrical ducts properly covered and maintained?
 Is the cleared and graded area really cleared and graded and what about the area beyond;
should that be cleared and graded if excursions are more probable, for whatever reason.
iii. Runway – not only meeting slope and strength requirements, but if runway length and minimum
provision of RESA is a reason for “critical” designation, that the following are the focus of rigorous
provision, maintenance and performance monitoring (in relation to SOPs):
 Runway safety team.
 Runway safety equipment, e.g. dedicated surface friction measuring devices.
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 Runway design in relation to water run-off and friction.

 Removal of contaminants and FOD.
 Visual navigation aids – lighting, signage and markings.
 Measuring and timely reporting of precipitation, taking account of the impact on aircraft
performance of “water patches” and “flooded” runway, as defined.
Ask on what basis any minimum RESA has been considered sufficient, or has the minimum been
provided just because it complies with the minimum requirement?
iv. Wildlife management – is the system as good as it should be to contribute to the avoidance of other
risks to safety?
v. Obstacle surveying and control - is the system as good as it should be to contribute to the overall
avoidance of other risks to safety?
vi. Promulgation of safety critical information - is the system as good as it should be to contribute to the
overall avoidance of other risks to safety.
vii. SOPs for inspection and corrective action – do they exist and is there evidence of scrupulous
adherence?
viii. Are there SOPs for operational restrictions as mitigation measures to reduce probabilities of an
undesirable outcome, for example if there are no additional risks (just a commercial penalty), a
restriction on tailwind landings/take-offs on a wet length critical runway, or where there is minimum
RESA, or both?
d. The focus and effectiveness of the Airport Safety Committee.
e. The provision and effectiveness of safety promotion processes. Whilst you may be seeing the situation in
good or average visual conditions during an inspection, try to picture it in the minimal conditions that would
be permitted in terms of visibility, precipitation, wind conditions and cloud cover.
Conclusions:
Findings from this area of inspection maybe more about the effectiveness of the facility, and safety risk control
measures, rather than mere compliance.
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Appendix 5
Format for Inspection Report Form and airports’ Action Taken Reports
The following is an illustration of the use of the Inspection Checklist as an Inspection Report, with imaginary
findings, 2 in number.
NAME OF AERODROME:
TRAFFIC
DENSITY
DECLARED TRAFFIC DENSITY, VISIBILITY
VISIBILITY
CONDITION AND AERODROME LAYOUT –
CONDITION
(Refer to ICAO Docs 9476, SMGCS and
9830, Advanced SMGCS) AERODROME
LAYOUT
DATE AND TYPE OF INSPECTION: DATE: TYPE:
A.4 AERODROME EMERGENCY PLAN

(AEP)
i Establishment of an aerodrome Rule 81 and AD AC No evidence of an Emergency 1
emergency committee. N# 1 2006 Committee
Good practice – Meeting
ICAO Doc 9774
Paragraph 4.3
C TAXIWAYS AND INTERFACES
viii Hot Spots CAR, Section 4, No Hot Spot Chart 1
Series X, Part IV, 8
e)
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DOCUMENTS REVIEWED
In the DGCA Office At the Airport
1. The Aerodrome Manual 1. xxx

2. zzz 2. yyy
AIRPORT STAFF SPOKEN TO OR INTERVIEWED, WITH JOB TITLES,
By telephone during office preparation or at the pre During the on-site inspection/audit
and post briefs
1. XXX 1. WWWW
2. YYY 2. ZZZZ
POST INSPECTION REPORT AND ACTION PLAN
FINDING
Inspectio Brief Description AGREED

PERSON
n DATE TO
AGREED ACTION BY THE RESPONSIBLE
checklist BE
LICENSEE/APPLICANT FOR COMPLETING
referenc COMPLET
THE ACTION
e & Level ED
of
Finding
A.4. i No Meeting of the To re-establish the Emergency 1 month’s COO (name)
Emergency Committee Committee, set a meeting, agree an time
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action plan (to be monitored), and (specify

advise DGCA in the next month. date)
C. viii No Hot Spot Chart To develop and promulgate the Hot Spot 2 Month’s COO (name)
chart within the next two months time
(specify
date)
Other comments by DGCA inspection team: Nil
SIGNATURE OF AIRPORT ACCOUNTABLE EXECUTIVE SIGNATURE OF INSPECTION TEAM LEADER:

OR PERSON TO SIGN OF BEHALF OF TTTTTTTT
(ACCOUNTABLE EXECUTIVE STILL RETAINS THE
ACCOUNTABILITY): WWWWWW
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Inspectors Handbook March/2011
Appendix 6
Minimal areas to be checked during a complete cycle of initial to renewal

inspections
For all areas the following:

 Confirmation of full compliance with the CARs, including their
characteristics and location, as well as application; this includes frangibility
requirements where applicable.
 For any area of non-compliance to be acceptable to the DGCA,
satisfaction that adequate safety-risk control measures are in place. This
will require an assessments of the risks to be undertaken by the
applicant/licensee before acceptance by the DGCA.
This confirmation and satisfaction can be achieved by a mixture of physical

inspection, i.e. measuring, counting and observing, and audit style inspection.
In addition to the above the minimum scope and depth for an inspection, either
by physical or audit style inspection, including observation of day-to-day
operations (of SOPs for example), will be as listed below. The areas match
those in the inspection checklist.
Aerodrome management systems, manuals and procedures as part of the

Aerodrome Manual;
An accepted aerodrome manual provides basis for the suitability of the

aerodrome for the aircraft operations initially and for on-going surveillance of
aerodromes and aerodrome operators by the Aerodrome Inspectors.
A checklist has been developed and provided in Appendix 11 for acceptance of a

submitted aerodrome manual. Parts of the Aerodrome Manual assessment would
be done by the inspector during the visit to the aerodrome. The Director General
has authority to accept, reject or require modification to the submitted aerodrome
manual
The following would be expected content:
Aerodrome information and data:
 Evidence of an implemented quality management system.

 Data defined and presented in the appropriate format, including that
required by the AIP.
 Processes/procedures for:
 validating data as being correct and meeting the accuracy/integrity
requirements;
 coordination of data with ATM and AIS;
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 data transmission; and

 modification of published data, for example following construction
works.
SOPs, including charts and plans:
Access to movement area:
 An up-to-date plan clearly showing all the access points to the movement
area.
 A procedure describing the access checks.
 A procedure describing the fence checks if required.
Inspection of movement area:
 Coordination with ATM services for the inspections of the movement area.
 Description of the scope and periodicity of the inspections, and the
reporting, transmission and filing.
 Actions to be taken and their monitoring.
 Assessing the state of the runway, i.e. flooded, water patches, wet or
contaminated, and describing who orders the measures, who does them
and how, and how the ATM services are informed of the results.
Maintenance of the movement area:
 A procedure for measuring periodically the runway friction characteristics

and for assessing their adequacy and any action required.
 A maintenance schedule, including the measures of the runway friction
characteristics, the monitoring of the pavements, visual aids, drainage
systems.
Snow and ice control, and other meteorological hazardous conditions:
 A snow and ice control plan, including the means and procedures used as
well as the responsibilities and criteria for closing and reopening the
runway.
 Coordination for snow and ice removal between the aerodrome operator
and the ATM services.
 Plans to deal with other meteorological hazardous situations that may
occur on the aerodrome, such as strong winds.
 Procedures describing the actions that have to be taken, and defining the
responsibilities and criteria for closing and reopening the runway.
 Coordination with the weather services in order to be advised of any
significant weather phenomenon.
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Visual aids and aerodrome electrical systems:
 maintenance of the visual aids and the electrical systems, describing:
 Routine and emergency tasks, including power supply

maintenance.
 inspection frequency.
 Reporting, transmission and the filing of the reports.
 Monitoring of the subsequent actions.
 Coordination with the ATM services on the maintenance of visual
aids.
 Where the aerodrome licensee has contracted out this
maintenance, how the licensee ensures that the contracted
organisation undertakes their tasks as contracted, and meets the
licensee’s safety requirements.
Safety during construction/W.I.P:
Describing:
 notification to the different stakeholders;

 the management of risks;
 safety monitoring;
 coordination and interfacing with ATM services and other stakeholders
and contractors, including the enforcement of safety measures during the
works; and
 the reopening of facilities, if applicable.
Obstacles control:
 The production of appropriate obstacle charts.

 Obstacle monitoring, describing the checks, their frequency, filing and
follow-ups.
 Survey updating, data revision, quality checking and promulgation.
Low visibility operations:
 For coordination between the aerodrome operator and the ATM services,
including awareness on LVP status, and on deterioration of visual aids
status.
 To describe the actions to be taken when LVP are in process, including
vehicle control, visual range measurement and the protection of navigation
aids.
 Actions to take in the event of failure or infringement of an element in the
LVP system requirement.
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Coordination between ATM and airport operations:
 During LVPs, including awareness on LVP status, and on deterioration of

visual aids status.
 For the inspections of the movement area;
 Measurement of runway friction characteristics describing who orders the
measures, who does them and how, and how ATM services are informed
of the results.
 During the maintenance of visual aids.
 During construction activity that could affect aircraft operations.
 During apron operations and management.
 During wildlife management activity.
 During grass cutting and other activity within the runway strip.
 Handling of aircraft operational data.
 For any change of RFF service provision.
Apron management, including safety management:
 For coordination with the ATM services.

 Ensuring that stands are used by suitable aircraft.
 For ensuring clean, FOD free and appropriately marked and lit stands.
 For the collection of the FOD bins and appropriate disposal of the
contents.
 Coordination with other parties accessing the apron such as fuelling
companies, de-icing companies and other ground handling companies.
 For adherence to apron safety rules and procedures, including those for
over and under-wing operations, as well as the arrival and departure of
aircraft.
Airside vehicle control:
 For formal and adequate driver training including continuous and specialist
training, and awareness education.
 To ensure that:
 vehicles on the movement area are adequately maintained and
equipped;
 all drivers have undertaken the formal training plan;
 vehicle operations are adequately monitored.
Procedures associated with an AOCC:
 Real time display updates of stands, with associated limitations and any
restrictions that apply.
 Allocation of stands, in coordination with ATC and aircraft operator.
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 Monitoring and reporting of non-adherence to Apron SOPs or any

occurrence that has the potential to cause harm to people or damage to
aircraft.
 Handling of abnormal situations.
 For validating display information when it is suspected there is an error or
fault.
DOAS to integrate into the checklist and audit question list.
Wildlife hazard management:
 Describing the actions taken for discouraging the presence of wildlife, who
is in charge of those actions and their required competence requirements.
 How and when these actions are carried out, including the reporting and
filing of these actions.
 To record and analyse the incidents involving animals.
 To collect the animals’ remains and take follow-up action.
 To monitor corrective actions.
 To report incidents involving animals, as required.
 For coordination with the ATM services during wildlife management
activity.
Disabled aircraft Removal:
Disabled aircraft plan describing the tasks of the aerodrome operator and the
means available – or that can be made available.
Handling of hazardous materials:
 Describing the method to be followed for delivery, storage, dispensing and

handling of hazardous materials.
 The details of the special areas for the storage of hazardous materials
(and special approvals).
 For assurances about aircraft fuel quality.
Protection of navigational aids:
 Describing the arrangements for ground maintenance in the vicinity of

these facilities, including the grass mowing criteria and the coordination
with ATM services.
 Measures to prevent the non-intentional entrance into the protected area
associated with the facilities.
Reporting of occurrences and data analysis and usage:
 Reporting of occurrences, in a standard format.
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 On ward transmission to the appropriate part of the organisation for action.

 Evaluation of and action on the report.
 Analysis.
 follow-up action, including ensuring that the reportee is advised of the
analysis outcome, e.g. technical/corrective action to be taken.
 For ensuring confidentiality.
Promulgating safety-critical information, including that for the AIP, such as “Hot
Spots” and Notams:
 For the collection and evaluation of data and other source material, in
order to identify “Hot Spots”.
 For the production and promulgation of the “Hot Spot” chart.
SMS Manual:
 That the description of the aerodrome (could be a summary in the SMS

Manual) is comprehensive and matches the facility, its interfaces,
environment, and intended operational objectives.
 Evidence of a gap analysis and SMS planning.
 A Safety Policy reflecting the organization’s commitments regarding
safety, signed off by the “Accountable Executive
 The operator’s structure to show an “Accountable Executive” with the
authorities and decision making powers required in the CARs, as well as
the safety manager in a position independent from any operational line
task regarding aerodrome safety.
 Definition of responsibilities and accountabilities of appropriate members
of staff regarding safety as well as the reporting lines
Criteria for assessing the operator’s SMS structure should be tailored to

the size of the operator and complexity of the operation.
 Evidence of the documentation of SMS, including an implementation plan,

with a record of achievement against that plan, and inputs and outputs of
the SMS processes.
 Process to identify and analyse hazards to the safe operations of aircraft,
to put in place suitable mitigating measures to avoid or reduce levels of
safety risk, and to assess risks against company risk acceptability levels.
 A continually reviewed hazard log.
 An occurrence reporting process, and supporting educational facilities to
encourage the reporting of occurrences by staff, users and contractors.
 Processes to analyse occurrences, and subsequent action taken,
including dissemination, whilst giving confidence about identities of
reportees.
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 Safety performance monitoring and measurement. The existence of

processes to set, record and monitor safety performance metrics, and take
corrective action in the event that performance is not meeting the targets,
and as part of an objective to improve the SMS and safety performance.
 Process for the management of change.
 An internal safety monitoring and auditing programme, including training
programme for those involved.
 A formal training programme, with effectiveness measures, and follow-up
actions.
 A process for promoting and communicating safety-related information,
including reasons for specific safety interventions.
AEP:
 An up-to-date aerodrome emergency plan, describing:

 its purpose, scope and tasks;
 the type and frequency of drills and exercises;
 the involvement of other agencies and rescue services; and
 procedures, including:
 communications and coordination between the stakeholders
and participants/agencies;
 that for moving from normal operation to abnormal operations
and back to normal operations.
 Evidence of regular exercises in relation to that plan.
 Communication plan, involving all of.
Safety Committees and Apron and Runway Safety Teams:
 Appropriate Terms of Reference and stated functions.

 Appropriate Committee/Safety Team membership.
 Schedule of meetings and evidence that meetings happen.
 Availability and distribution of meeting minutes.
 Evidence of actions being agreed and followed up with stated deadlines
and responsible person.
Runways and environs:
 The physical characteristics of the runway, shoulders, strips and RESAs

must reflect the aerodrome reference code, determined by the
characteristics of the aircraft being accepted by the aerodrome.
 The surface condition of the runway must meet the operational needs of
the aircraft it serves, including runway friction requirements.
 The runway declared distances must be capable of being demonstrably
accurate by validated survey data and evidence of confirmatory
102
measurement by the applicant/licensee. Sampling of distances should

also be undertaken during a physical inspection.
Taxiways and interface areas:
 The physical characteristics must reflect the aerodrome reference code,

determined by the characteristics of the aircraft being accepted by the
aerodrome. As well as the basic taxiways, this includes:
 shoulders;
 strips;
 slopes;
 RETs;
 curves radii; and
 holding bays and holding positions, including road holding
positions;
Apron areas:
 Adequate illumination that is fit for purpose, but does not create a
distraction for pilots or Air Traffic Controllers.
 Sufficient equipment parking areas for the amount of apron equipment.
 Clear markings.
 Evidence of the stands being used by the type of aircraft for which the
stand and its clearances are designed.
 Fuel shut off switches at the Head of stands if there is a fuel hydrant
system.
 A clean and FOD/litter-free apron surface.
 Baggage trolleys having a means of securing bags during transit on and
around the apron.
 Clear exit routes for fuel bowsers.
Visual navigation aids (other than SMGCS):
 Overall appearance of the runway lighting as seen from the ATC Control
tower if possible, if not from the most appropriate positions on the runway
and undershoot/overshoot areas (taking account of potential hazards to
inspectors).
 There should be a system for assessing/measuring light output and the
procedures for corrective action.
 Are there policies on action to be taken in the event of consecutive lights
outages that could be more significant than single light outages?
 PAPI maintenance; an impression of the rigour of the maintenance level
can be ascertained form a general visual assessment of the PAPI units,
their mountings and the surrounding area s, and by using the “PAPI”
dance. Ask about the PAPI checks and, if necessary ask for a
demonstration of how a ground check is carried out.
103
SMGCS:
 The Licensee should be aware of the significance of traffic density,

visibility condition and airport complexity, in relation to the level of SMGC
that should be included in an overall system.
 The system provided should reflect the elements listed in ICAO guidance
– see Doc 9476, SMGCS Manual, Table 2-2 and 2-3, and Doc 9830,
Advanced SMGCS Appendix A. This includes airport operational
regulations, procedures and document revision, as well as equipment and
other “hardware” provision.
 The required working conditions of the different lighting systems and
power supply must be specified in relation to the different types of
approaches as well as the operating minima.
 The SMGCS lighting of closed areas must not be illuminated, nor must
ground markings lead into the closed areas.
Obstacle limitation surfaces:
 Any obstacles that do penetrate the OLS have been the subject of the
necessary risk management, are marked, lit, marked on appropriate
charts, and are the subject of any operational restrictions, as appropriate.
 Obstacle free zone surfaces to be defined in compliance with the
regulation when
 required, with no object infringements.
 Objects on the areas near the runway or the taxiways to be recorded and
to meet the requirements (Runway strips, clearway, stop way, runway end
safety area, taxiway strips, radio altimeter operating area, pre-threshold
area).
Rescue and fire-fighting services:
 A process/procedure that ensures the level of RFF service provision

matches the level and type of air traffic.
 That the numbers of rescue and fire fighting personnel on the operational
run are available in times consistent with the response time requirements.
 That the level of qualification of the fire-fighters on each watch is
consistent with the tasks expected of them.
 That there is a formal and recorded training programme for all operational
staff.
 That there are SOPs with the necessary scope for the RFF service
declared.
 The rescue and fire fighting service must be provided with an up-to-date
map of its response area, including the access roads and showing the
positions of the RVPs and crash gates.
104
 As well as meeting the response times there must be evidence of this

being tested on a regular basis in different operational and environmental
conditions by all those personnel that have driving responsibilities, and in
a ”fully operationally- ready state”.
 The communication and alerting systems between the fire station, the
control tower and the rescue and fire fighting vehicles must also be tested
and revised where appropriate.
 The rescue and fire fighting service must have a procedure describing the
maintenance of the rescue and fire-fighting vehicles and its monitoring and
recording.
Other operational areas:
 Fencing or other secure means of preventing unauthorised entry to the

airside area, including wildlife, such as dogs.
 Wind direction indicator s provided in operationally effective locations and
effectively illuminated at an aerodrome intended for use at night;
Wildlife management:
 An adequate evaluation of the wildlife hazard.

 Management of food/putrescable waste.
 Existence of monitored actions to be subsequently taken to discourage
wildlife and their monitoring.
 Provision of adequate trained, motivated and experienced manpower as
well as equipment.
 Boundary security, including around any water courses and
channels/ducts.
Aerodrome maintenance:
 The programme for visual navigation aids and the SMGCS equipment,
and actions that are taken when faults are found, particularly if those faults
could compromise the visual navigation aids or SMGCS appropriate to the
operating conditions at the time.
 Systems for real-time monitoring and feed-back of service provision
systems that are operationally critical, including communication systems.
 General and pavement maintenance systems – observation of an element
of such maintenance should be included during the 2 year cycle; periods
of temporary runway closure for painting or other maintenance work are
particularly useful for a mixture of physical inspection and audit.
Electrical power services:
 Be properly approved/certified.
105
 Availability of adequate primary power supply.

 The switch-over time adequately monitored and any shortfall followed up.
 The feedback system for the status of the ground aids when required.
 Other areas of ATM, as agreed between DOAS and the ATM Directorate,
so as to ensure the interfaces between the ATM services and the
aerodrome operator are sufficiently coordinated.
Organizational competence:
 The process for the License uses to determine organisational

competence, and for follow-up to findings from that process.
ATS Interface areas:
 Coordination between ATC and the airport:

 Military aircraft and other non-scheduled movements.
 During Work-in Progress.
 For abnormal operations and during AEP exercises.
 Declaring and monitoring during Low Visibility Operations.
 When airside system demand exceeds supply.
 Promulgation of safety-critical data.
 CNS/SMGCS equipment status display.
 Assessment of Obstacle Clearance Surfcaes on a periodic basis (in
addition to professional surveys).
106
Appendix 7
Qualification, Experience, Skills, and Attributes profile for technical staff in

DOAS, including those for inspector duties
Technical backgrounds may vary, but all individuals must possess a skill-set
covering the following areas and, ideally the collective experience should cover
all technical disciplines. The degree to which each staff member is expected to
meet the expectations will be dependent on their role in DOAS:
 Communication.
 Technical and safety professional competence in the areas regulated.
 Interviewing techniques.
 Auditing techniques.
 The principles of project management.
 Airport Management systems.
 Drafting in clear concise and unambiguous style regulatory documents,
including inspection and other reports.
 Competence to evaluate aerodrome infrastructure project and licensing
application documents, as submitted by applicants and licensees.
 Competence to explain/justify, at the pre and post audit briefs, the line of
enquiry.
 Competence to extract information/facts from a reluctant interviewee.
 Competence to record findings (partly as subsequent evidence).
 Use of probing/open questions rather than just tick boxes, including “What
If” questions, and those that go beyond just checking compliance of
hardware, infrastructure and facilities.
And personal attributes:
 Knowledgeable, authoritative and confident.

 Willing to look outside own technical discipline, in order to cover the
interface areas.
 Analytical.
 Regulates in a transparent and consistent manner without fear or favour
 Objective.
 Polite and patient.
 Fair and operates with integrity.
 Team player, able to work on own initiative within the team.
 Able to take on the role of long-stop or mentor when appropriate.
 Applies regulatory resolve when appropriate – firmness without arrogance.
107
Specific Qualifications and experience:
1. Qualifications
A professional level qualification in one of the technical disciplines

employed by airport service providers or their primary users:
a. Engineering in an aviation setting – civil, electrical, air traffic, or

mechanical;
b. air traffic management;
c. airport operations;
d. aircraft operations;
e. rescue and fire-fighting
f. safety and quality management in an aviation setting; or
g. project management in an aviation setting.
In the absence of an appropriate qualification being available to obtain,

such as airport operations then an appropriate higher level and scope of
experience can be accepted as an alternative.
2. Experience
a. On entry - 7 years experience, preferably in at least 1 operational

position and showing a progressive increase in operational
responsibilities and accountabilities. Where an increased level of
experience is being considered in lieu of a professional
qualification, the minimum should be 10 years, including a middle
level post in an operational position and preferably one that has
included inspection/auditing/safety performance monitoring.
b. On internal transfer - 10 years experience, preferably in at least 1

operational position and showing a progressive increase in
responsibilities and accountabilities, including
inspection/auditing/safety performance monitoring. Where an
increased level of experience is being considered in lieu of a
professional qualification, the minimum should be 15 years,
including a senior operational position.
108
Appendix 8
DOAS technical staff training syllabus, including Aerodrome Inspectors
DOAS technical staff must be trained both initially recurrently for their specified
role in DOAS. That includes the lead inspector role, as well as for any required
specialisation, all appropriate to the specific operating environment and to
facilitate/produce a balanced multi-disciplined safety-oversight team.
Initial training must include on-the -Job Training (OJT) with appropriate
supervision. For inspectors, an observed and assessed inspection completed
must be completed before being cleared to operate without supervision.
Assessment must be performance oriented with a minimum performance
expectation. OJT will complement the theoretical training and offer opportunities
to reinforce that training. Once cleared to operate without supervision a staff
member must be thoroughly briefed on the issues at the airports with which he
will be involved. All technical staff must also be trained in the process and
procedures used to coordinate with other elements of the DGCA and agencies
within the State structure, particularly at the interface areas.
The following syllabus content list is arranged in numbered stand-alone modules,

each of which should have associated learning outcomes; these must be
developed by DOAS. These modules are then specified, as appropriate, for the
induction, initial, recurrent and specialised training courses. It should be noted
that for all the modules the desired level of knowledge of and familiarity with the
regulatory and guidance documents needs to be built into the module content
and delivery
To ensure that Aero-Stds officers maintain proficiency and keep current on

aerodromes, facilities, procedures, new aircraft and new developments in their
related areas of expertise, it is essential that they receive periodic recurrent
training. The Recurrent Training course focuses on changes from year to year in
regulations, guidance material as well as significant events occurring in the
industry and the local environment from time to time.
For officers to upgrade their knowledge at par with international standards and
for efficient functioning, DGCA periodically develops programmes under special
training programmes/schemes in association with international organizations like
EU - India Co-operation Project, India -US ACP program, COSCAP, ENAC
France, ICAO FPP China, SAA etc. The purpose of specialized training is to
upgrade the knowledge and competency of DGCA officers at par with
international standards and for efficient functioning.
Course duration and format and other considerations:
109
1. The format and duration for the courses will be dictated by the scope of
the content. However, for the inspection role, the initial course after basic
DGCA/DOAS induction should be a minimum of 8 weeks. That should
include OJT, participating at an increasing level of involvement, in at least
3 inspections plus an assessed inspection before being cleared to operate
without supervision. All courses should include a pass/fail written and oral
examination.
2. It is very important that those who are regulated by DGCA have

confidence in the DGCA inspectors, therefore the assessment inspection
must be performance oriented with a minimum performance expectation.
If that expectation is not met then additional training should be undertaken
until DOAS is satisfied or termination/transfer procedures are to be
considered.
3. During all of the training sessions employ best teaching/training practice

using recognized ways of effective training such as:
a. using only suitably qualified and experienced trainers;
b. the use of suitable audio-visual material;
c. “guest” experts from specific disciplines to supplement DGCA
trainers;
d. workshops and case studies;
e. existing material that has been tested and tried, for example the
ICAO SMS/SSP course case studies/exercises.
110
Appendix 9
Types of Training Courses – module numbers refer to the numbering in

Appendix 8. Each training session is for 90 min.
Induction - Module 1
Sl. No. Name of the course Duration Trainer

Phase I
1. Overview of DGCA INDIA
❖ Vision
❖ Functions 2 sessions DGCA Officers
❖ History
❖ MoCA, Attached organization and PSUs.
❖ Organization structure
❖ Role
❖ Directorates
❖ Regional Offices / Sub-regional offices
2. Overview of International Civil Aviation

Organization 2 sessions DGCA Officers
❖ Chicago Convention
❖ ICAO
❖ Contracting States
❖ ICAO SARPS & Annex management
3. General Information on Act, Rules & 2 sessions DGCA Officers

Regulations
❖ Aircraft Act, Aircraft Rules
(Hierarchy of regulations)
❖ Delegation of powers
❖ Advisory circulars
❖ Introduction to Civil Aviation Regulations
(CARs)
❖ Airport Entry Pass(AEP)
❖ Authorization cards
❖ DGCA card
❖ Travel Under AIC
❖ Power to detain an Aircraft
4. Overview of each directorate: 16 sessions DGCA Officers
❖ Functions
❖ Duties
❖ Headquarters & regional office setup
❖ Interaction with other Directorates.
❖ Procedure Policy
❖ Complaints procedure.
❖ Certificates / Approvals granted by each
Directorate
111
5. Safety Oversight system 4 sessions DGCA Officers

6. State Safety Programme 2 sessions DGCA Officers
7. Basic Aircraft Accident Investigation 2 sessions DGCA Officers
8. Auditing Techniques & Procedures 2 sessions DGCA Officers
9. Enforcement
❖ Types 2 sessions DGCA Officers
❖ Enforcement policy & Procedure
❖ Schedule VI
10. Personnel ethics, Inspector ethics, conduct
2 sessions DGCA Officers
and credentials
11. Basic IT Module
❖ Introduction to MS Office - MS Word,
Mail Merge, MS Power Point, MS
IT Directorate,
Excel etc 6 sessions
DGCA
❖ Working with internet and Cyber Security
❖ e-office
Phase II
12. ❖ General Administration
❖ General Rules
❖ Conduct rules ISTM/ Any
❖ Office procedures 1 week other
❖ General Financial Rules Specialised
❖ Delegation of Financial Powers Rules institute
❖ RTI & Parliament Questions etc
Phase III
13. Management/ Personality Development Any
Training Specialised
1 week
Institute like
IIPA
Module- II
Sl No. Name of the course Duration Trainer
Phase-1
112
1 Overview of the State's Safety Oversight 02 session DGCA Officers /

Obligations Any other
❖ Critical elements of a safety oversight system specialised
institute
❖ ICAO Annexes & state obligations
❖ State Safety Programme
❖ Safety Management Systems
(SMS)
2 CAR Section 4 Series B Part I (Aerodrome 12 session DGCA Officers /
Design and Operations) Any other
❖ Aerodrome data specialised
institute
❖ Physical characteristics: Runways, taxiways,
clearways, stop ways, holding bays
❖ Obstacle restriction and removal: Obstacle
limitations surface and requirements
❖ Visual aids for navigation: Indicators and
signaling devices, markings, signs and markers
❖ Aeronautical ground lights
❖ Aerodrome operational services, equipment
and installations
3 CAR Section 4 Series B Part III (Heliports) 06 session DGCA Officers /
❖ Heliport data Any other
specialised
❖ Physical characteristics
institute
❖ Obstacle: Obstacle limitation surfaces and
sectors, Obstacle limitation requirements
❖ Visual aids: Indicators, Markings and Markers
❖ Aeronautical ground lights
❖ Heliport services: Rescue and fire fighting
Phase-2
113
4
ICAO Doc 9137 (Airport Services Manual) 08 session
❖ Rescue and fire-fighting DGCA Officers /
❖ Pavement surface conditions Any other
❖ Bird control and reduction specialised
❖ Removal of disabled aircraft institute
❖ Control of obstacles
❖ Airport emergency planning
❖ Airport operational services
❖ Airport maintenance practices
5 ICAO Doc 9157 (Aerodrome Design Manual) 12 session DGCA Officers /

Any other
❖ Overview of runways, Taxiways, Aprons and
specialised
holding bays
institute
❖ Pavements: Procedures for Reporting
Aerodrome Pavement Strength, Evaluation of
Pavements,
Methods for Improving Runway Surface Texture
❖ Visual aids: Markings and markers, Lightings,
Signs
❖ Electrical systems: Introduction, Electricity
Supplies, Electrical circuits for Aerodrome
Lighting and
Radio Navigation Aids, underground Electrical
Phase- 3 System
6 ❖ Frangibility:
ICAO Doc 9184(Airport Planning
Introduction. Manual)
Design, testing, 04 session DGCA Officers /
evaluation, installation and inspection Any other
❖ Master Planning- Introduction, Preplanning
specialised
Considerations, Airport Site Evaluation and
institute
Selection , Runways and taxiways, apron,
Airport Operations and Support Facilities
❖ Land Use and Environmental Control-
General, Environmental impacts associated
with aviation activities, Environmental
consequences and control measures
❖ Guidelines for Consultant/ Construction
Services-Introduction, Task Identification,
selection, preparation, administration and
construction
114
04 session DGCA Officers /

7 Aerodrome Maintenance
Any other
❖ Pavements specialised
❖ Runway pavements overlay institute
❖ Visual aids
8 Technical analysis 06 session DGCA Officers /

Any other
❖ Friction testing and rubber removal
specialized
on runway
institute
❖ PCN analysis / strength assessment
❖ Aeronautical study / Risk assessment
9 Auditing of Aerodromes 06 session DGCA Officers /

Any other
❖ Role and responsibilities of an
specialized
aerodrome inspector
institute
❖ Auditing principles, techniques and
Procedures
❖ Auditing of rescue and fire-fighting
❖ Auditing of an airport's SMS
Phase 4 ❖ CAR compliance check list
10 10 session DGCA Officers /
❖ Surveillance
Aerodrome check list
Certification
Any other
❖
❖ Human factors
Procedure in aviation
manual specialized
❖
❖ Technical
Aerodrome report writing
manual assessment institute
❖
❖ ATR review and disposal
Exemptions
❖ SMS manual assessment
❖ Issuance and renewal of airport
operating certificate/licence

Surveillance inspection
Any other
❖ Inspection check list specialized
❖ Inspection report institute
❖ ATR review and disposal
❖ Observations and physical inspection
❖ Periodic review of pending observations in
ATR
115
12 Aerodrome Inspections 06 session DGCA Officers /

Any other
❖ Airfield: Pavement, markings, lightings and
specialized
obstructions
institute
❖ Rescue and fire-fighting
❖ Training programme: Review, records and
documentation
❖ Training of airfield drivers
❖ Fuelling facilities
❖ Runway incursion prevention
❖ Debris

Wildlife management
Any other
❖ Wildlife Strike Hazard specialised
❖ Reporting wildlife strikes institute
❖ Hazard Assessment
❖ Database and records management
❖ Regulations, policies and compliances
Module III- On- Job Training
SL
SUBJECTS DURATION TRAINER
NO.
1. 2 Nos of inspection for initial issue of As per DGCA Officers
aerodrome license (01 for observation, surveillance
01 under inspection plan
supervision)
Or
3 Nos of surveillance inspection (01
for observation, 02 under supervision)
Specialised training
SL SUBJECTS DURATION TRAINER

NO.
DGCA Officers / Any other
1. Advanced audit techniques 02 session
specialised institute
2. Safety Oversight Inspections 02 session
3. Aviation quality management 02 session DGCA Officers / Any other

system specialised institute
4. Safety Management System 02 session
116

5. Aerodrome operations 02 session
6. RFF 02 session
7. Wildlife Management 02 session
8. Aeronautical studies / risk 02 session DGCA Officers / Any other

assessment specialised institute
9. Electrical systems 02 session
10. Signs, Marking and Lighting 02 session DGCA Officers / Any other
Recurrent training
SL
SUBJECTS DURATION TRAINER
NO.
1. Change in CAR section 4 02 session DGCA Officers / Any other
and ICAO Annex 14 specialised institute
Volume I Requirements
2. Airport Certification 02 session DGCA Officers / Any other
3 Safety Management 02 session DGCA Officers / Any other
System specialised institute
4 State Safety Program 02 session DGCA Officers / Any other
Implementation specialised institute
5 Safety Oversight 02 session DGCA Officers / Any other
Inspections specialised institute
6 ARFF Operation 02 session DGCA Officers / Any other
117
Appendix 10
Inspection Notification Letter – one month in advance (but see item 1

below)
To: The Applicant or equivalent for new site, or Accountable Executive for a
previously licensed facility/licensee
Subject: Site inspection/initial aerodrome inspection/surveillance

inspection/renewal inspection
Dear Sir
This is to inform you that The Directorate of Aerodrome Standards of the DGCA
will be undertaking a safety regulatory inspection of your airport, as required by
the Rules/CARs of India, during the period XXXX.
The team, comprising ZZZZZ and led by VVVV will arrive for the pre-inspection
brief on MMMM, and the scheduled day of departure will be NNNNN. The format
of the inspection will be confirmed at the pre-brief, but will be along the following
lines:
The letter should continue, indicating:
1. Document audit – request additional documentation that should be sent

to DOAS before the inspection, and/or to be made available from the
beginning of the inspection for on-site verification, including training and
other records (raises the Q of how far in advance the letter should be
sent). This list should include any documents that are required to be
made available before an inspection – refer to the proposed revisions to
Series F, and the inspection protocols.
2. Physical inspection and audit:
a. The intended areas to be visited and indicative (cannot be too
specific) timings for the inspection schedule, with the caveat that
depending on inspection observations other areas may be included
and some of the planned areas dropped. Take particular care to
highlight any area that may require time to arrange/additional
passes etc.
b. System elements that the inspector may require to be
demonstrated.
3. Meetings - the post holders / functional area managers / supervisors /
operatives that the inspector would like to meet. This includes those that
118
the DGCA expect to be at the pre-inspection and post inspection

briefings, including the Accountable Executive.
4. Facilities required – office, latest airport organisational structure with
post-title, names of incumbents and telephone numbers, telephones,
photocopying and printing.
5. The form of the de-briefing, the post-inspection report and expectations
for a corrective action plan, if required, with milestone dates and the
naming of the post-holder/s responsible for the action, to be signed off by
the applicant/licensee and the DGCA.
Should you have any queries please contact the DOAS at any of the following
contacts:
Director of Operations: ( Aero-Stds)

011-24653883; 011-24622500 (410)
Asstt. Director of Operations (Aero-Stds)

011-24653883; 011-24622500 (380)
119
Appendix 11
GUIDELINES FOR DOAS STAFF FOR ASSESSING THE AERODROME

MANUAL.
GUIDELINES
1. Under rule 81 of Aircraft rules 1937 a licensed aerodrome operator is required to

prepare and maintain an Aerodrome Manual. The detailed guidelines on
development and maintenance of Aerodrome Manual are available on AD AC 1 of
2006.
2. An Aerodrome Manual Checklist should be used to determine whether the

applicant’s Aerodrome Manual complies with the requirements of the Rule 81
therefore Aerodrome Manual Checklist has been prepared based on contents of
ADAC 1 of 2006.
3. Inspecting officer shall record YES if the element is complying with the requirement
and NO if it is not complying with the requirement, comments if any, should be
recorded in the space provided below the specific section. If the element is not
applicable to the concerned aerodrome, N/A should be used.
4. The recommendations for acceptance of Aerodrome manual shall be recorded at

the end of the Checklist. In case the aerodrome Manual is not meeting the
requirement for acceptance by this office, all the deficiencies / comments should
be notified to Aerodrome Operator for carrying out recommended amendments so
as to make the Manual acceptable to DGCA.
5. The action taken by the operator should be reviewed by the Inspector, there may
not be a requirement to complete this checklist while checking the ATR for
acceptance, however the previously completed checklist should be referred.
6. Initially a provisional letter of acceptance shall be issued so as to enable

aerodrome operator to demonstrate functional status of operating procedures. The
actual letter of acceptance of Aerodrome Manual shall also include conditions on
“notification of amendment and changes to the Aerodrome Manual” as stated in
section G of ADAC 1of 2006.
7. An operator shall alter or amend the contents of aerodrome manual wherever

necessary, in order to maintain the currency and accuracy of the information. It
shall also be reviewed, amended and submitted at the time of renewal of
aerodrome license as per renewal procedure mentioned in CAR Section 4 Series F
part I. This checklist shall also be used by the aerodrome inspector for the
assessment of amended portion of the aerodrome manual.
8. Records of all such completed checklists shall be maintained in respective files.
120
AERODROME MANUAL CHECKLIST
Aerodrome Name: Date:
Section of Aerodrome Manual Status of Compliance
0 Introduction Yes No N/A

Month and Year of Issue
Signed by Accountable Executive.
Preface/Objective/Policy etc.
Record of Amendments
Table of Contents
Amendment procedure
Document Control Process and Distribution
list
Glossary of Terms
Comments
1 Part 1 General Yes No N/A

Purpose & Scope of the Aerodrome Manual
Legal requirements
Condition for use of the Aerodrome
System of recording aircraft movement.
Aeronautical Information and Promulgation
Procedures
Obligation of the Aerodrome Operator
Comments:
2 Part 2 Particulars of the Aerodrome Site Yes No N/A

General Description of Aerodrome
Aerodrome Plan/Facilities/WDI etc.
Boundary Plan
Location Plan ( City, Town )
Location of Facilities/ Equipment Outside
Aerodrome
Particulars of the Title of Aerodrome Site
Comments:
3 Part 3 Particulars of the Aerodrome

Required AIS
3.1 General Information Yes No N/A
Aerodrome name,
121
Aerodrome Location
Aerodrome Reference point (WGS-84)
Aerodrome Elevation/ Undulations
Runaway elevations, Low points, touchdown
points
Aerodrome Reference Temperature
Aerodrome Beacon
List of Exemption Granted.
Name, Address and Telephone Nos. of
Aerodrome Operator.
Comment:
3.2 Aerodrome Dimensions & Related Yes No N/A

Information
Runways lengths, surface type and Other
Details
Runway Strips, Runway End Safety Areas,
Stopways
Taxiways widths, surface types
Apron & Stands surface types
Length & ground profile of Clearways
Visual Aids approach lighting type, PAPI,
etc
Visual Aids Runway lights, hold, touchdown
etc markings
Visual Aids Taxiway lights, markings
Visual Aids Aprons & stands checkpoint
signs
Location & Radio frequency of VOR
Standard Taxiway Routes
Significant Obstacles
Altimeter check locations
Declared distances, TORA,TODA, ASDA,
LDA
Disabled Aircraft Removal
Rescue & Fire-Fighting
Has the Information above Verified by a
Qualified Technical Person.
Comments:
4 Part 4 Aerodrome Operating Procedures

& Safety Measures
4.1 Reporting of Aerodrome Information Yes No N/A
Description / Procedures for Checking
Information
122
Description / Procedures for issuing a

NOTAM
Description / Procedures for changing AIP
information
Description / Procedures for notifying the
change to DGCA.
Description / Procedures for briefing aircraft
operators
Names, roles, contact details of persons
responsible
Description for reporting changes to the
DGCA
Comments:
4.2 Access to the Aerodrome Yes No N/A

Role of each agency with key responsibility
for aerodrome security and access control
Control Access by personnel
Control access for vehicles & equipment
Procedure for controlling animals in
movement area.
Availability of SMGCS to prevent
inadvertent incursions of aircraft and
vehicles in movement area.
responsible
Comments:
4.3 Aerodrome Emergency Plan Yes No N/A

Introduction / Purpose
Plan for emergencies at Airport and its
Vicinity.
Plan includes specialist rescue services for
aerodromes close to water, swampy areas
or difficult terrain, where applicable.
Coverage of Plan during Emergency and
After Emergency
Plan includes human factors principles
Role of each Agency

Description for testing of Emergency
Equipment and Aerodrome Facilities
123
Frequency of these tests

Description for testing of Emergency Plan
Frequency of reviewing these exercises
Description of established committees
On scene Command Responsibilities
Person / agency with overall command &
control
responsible
Comments:
4.4 Rescue & Fire-Fighting Yes No N/A

Introduction / Purpose / Responsibility
RFFS Category provided
Fire Stations Provided locations
Details of vehicles and media available
Description for RFFS Training &
Competency process
Description for Vehicle & equipment
maintenance programme
Plan to maintain response objective
responsible
Comments:
4.5 Aerodrome Movement Area Inspections Yes No N/A

Description for Serviceability inspections
undertaken
Description of inspection before initiation of,
during and after the termination of LVP, where
applicable.
Description for Inspection timings,
frequency,
Inspection checklists
Description of procedure for reporting to AIS
of water on runway or slippery nature of
runway
Description for Record keeping, defect
reporting corrective actions,
Description for communications ATC &
Operations
Description for reporting results to ATC,
maintenance
Description for inspection reporting process
124
and action taking.

responsible
Comments:
4.6 Aerodrome Electrical Systems & Visual Yes No N/A

Aids
Description of Electrical System design &
Power supplies
Description electrical system design for
visual aid components where runway is
used when RVR is less than 550m where
applicable.
Single line diagram of electrical system
Description of Secondary power supply
Description of Aerodrome Lighting
Availability of Visual aid maintenance
programme.
Definition of maintenance performance level
objectives for each visual aids in
maintenance programme.
Description for Testing, maintenance,
calibration methods
Description for Test frequency, Reporting
and Follow ups records
Description for Aerodrome Signs &
Markings
Description of inspection schedule &
inspections undertaken
Lighting, Signs & Marking checklist used
Description for reporting results and actions
taken (ATC)
Arrangement for identification,
extinguishing, screening and modification of
non-aeronautical lights posing hazard to
aircraft safety
responsible the following:-
For Electrical System
For Aerodrome Lighting
For Aerodrome Signage
For Aerodrome Markings
Comments
125
4.7 Aerodrome Movement Area Maintenance Yes No N/A

Availability of aerodrome maintenance
programme with complete assessment of all
parts of the airport
Application of Human Factors in
maintenance programme.
Inspection schedule
inspection/surveys/assessment to include
Paved / unpaved areas, runways/taxiways
strips
Recording and corrective action methods
Procedure for communication to ATS, AIS
and aircraft operator.
Arrangements for returning runway and
taxiway to operational status and its
notification.
responsible
Comments:
4.8 Aerodrome Works Safety Yes No N/A

Description for the development of a safety
plan
Description for implementation of airside
works safety plan including marking and
lighting of vehicle and plant during work
Description for works notification / work
authority permit process
Description for closing off and reopening
work areas including marking permanent
and temporary movement area closures
For long duration closure of a runway or
taxiway, arrangement for obliterating runway
and taxiway markings and the removal of
lighting to prevent aircraft from entering
such area.
Description for supervisory oversight of
works in progress
Communications arrangements ATC /
Operations / Apron/ Airlines/FBO.
responsible
Comments:
126
4.9 Apron Management Yes No N/A

Apron Management (AM) / Air Traffic
Control (ATC)
Description for allocating aircraft parking
positions
Description for arrangements for engine
start up safety
Description for equipment clearance on start
ups
Description for push back process for
aircraft safety
Description for the Follow Me process
control/ vehicle/aircraft
Description for recording apron activities
responsible
Comments:
4.10 Apron Safety Management Yes No N/A

Description on procedures for protection
from jet blast
Description on procedures to reduce
Foreign Object Damage
Description on procedures for enforcement
of apron safety
Description on procedure for compliance of
fire extinguishing equipment and trained
personnel during ground servicing of aircraft
Description on procedures for enforcement
of safety precautions during fuelling
procedures.
Description on procedures for fuel spillages
& cleanup including coordination with airline.
Description on procedures for reporting
accidents/ incidents
Description on procedures for auditing
safety compliance
responsible
127
Comments:
4.11 Airside Vehicle Control Yes No N/A

Description for airside traffic rules to include
Speed limits, marking and lighting of vehicle
,means of
enforcement etc.
Description for the issue of driver permits &
training requirement (e.g. traffic rules, right
of the way, requirement of communication
procedures with ATC, visual marking signs
and signals, aerodrome layout, critical/
sensitive and restricted area, marking and
lighting of vehicles including speed limits)
and recurrent training programme
Description for authorization for vehicles /
equipment airside
responsible
Comments:
4.12 Wildlife Hazard Management Yes No N/A

Availability of Wildlife Management Plan.
Description for assessing any wildlife
hazards
Description for arrangement with local civil
authorities for resolving conflicting issues
between land–use and aircraft safety
Description for preventative/corrective
action for bird risks
Description for implementing Wildlife Control
Plan.
responsible
Comments:
4.13 Obstacle Control Yes No N/A

Description for the methodology for obstacle
assessment
Description of Monitoring OLS
128
Description for the methodology to control

obstacles
Description for the monitoring of building
development
Description for the removal of existing
obstacles
Description for the process for notifying the
DGCA on obstacles
Description for the amendment of AIS
regarding obstacles
responsible
Comments:
4.14 Disabled Aircraft Removal Yes No N/A

Description for the key roles of each agency
involved
Description for the notification of the holder
of the registration
Description & Details of equipment and
personnel available
Description for maintaining communication
with ATC
Description for returning to normal
operations
Description for agency/persons responsible
for aircraft recovery
responsible including name and contact
details of the aerodrome coordinator for
Disabled aircraft removal.
Has the aerodrome’s capability for the
removal
of disabled aircraft and contact details of
aerodrome coordinator is published in the
AIP. Has it been expressed in terms of the
largest type of aircraft which the aerodrome
is equipped to remove.
Comments:
4.15 Handling Hazardous Materials Yes No N/A

129
Description for safe handling, storage of

hazardous materials
Description for special areas for the storage
of Haz-Mats
Description for the storage of aviation fuel
Description for delivery, storage, dispensing
handling of Haz-Mats
Description for dealing handling radioactive
materials
responsible
Comments:
4.16 Low Visibility Operations Yes No N/A

Description for implementing LVPs
Description for of how low visibility reading
are taken
Description of safeguarding methods when,
how and who?
Description for the control of aircraft during
LVPs
Description for the control of vehicles during
LVPs
Description of restriction on construction or
maintenance activities in the proximity of
aerodrome electrical systems
Comments
4.17 Protection of Radar & Navigation Sites Yes No N/A

Description of aerodrome navigation aids
Procedure for protection of Nav-aids and
Radar
Description for control of activities near Nav-
aids and Radar
Description for ground maintenance
activities near Nav-aids and Radar
Signage and Warnings near these facilities
responsible
Comments:
130
5 Part 5 Safety Management Systems

5.1 Aerodrome Administration & SMS Yes No N/A
Organization
Organizational Chart Key Personnel
Description safety accountabilities
Description of SMS groups /Committees
Description of safety responsibilities
Comments
5.2 Safety Management System (SMS) Yes No N/A

Safety Statement Policy
Structure and Organization of SMS
Process for Managing Safety (Staffing and
responsibilities)
Description for strategy and planning
Description for implementing safety
initiatives
Description for setting Safety Performance
Targets
Description internal safety auditing process
Description of method of compliance with
regulations
Description of documentation methods
relating to safety
Description of hazard identification,
recording and reviewing
Description of risk identification, assessing,
recording, reviewing
Description of how critical safety areas are
identified.
Description for reporting, recording,
investigating accidents
Description for the monitoring and to
analysis data
Description on the methods for continued
safety monitoring
Description for communicating safety
measures
Description for recruitment, training &
131
competency
Safety Policy statement for maintaining
safety
Safety Policy statement improving safety
performance
Safety Policy statement for implementing
safety system
Comments
Recommendations:
Signature of Inspector.
132
Appendix 12
 Aerodrome Licensing Process Checklist
1. The purpose of this checklist is to provide guidance and information to

aerodrome standards directorate staff when evaluating the application for
aerodrome license for its adequacy and completeness.
2. The reference documents for the checklist are CAR Section 4 Series F Part I,
CAR Section 4 Series B Part I ADAC 1 of 2006. Aerodrome Standards
Procedural Manual.
3. The Checklist relating to aerodrome licensing process must be completed by

the Aerodrome Inspector when assessing formal application for grant of
aerodrome license.
4. The inspector should determine that the licensing application is complete in all
respects including:
a. It’s made for intended category, the requisite fee has been remitted,
aerodrome manual is submitted and all mandatory NOCs are in place and
valid.
b. approval from BCAS indicating that aviation security measures are
integrated into the design and construction of aerodrome and its facilities.
c. MoU/ LoA with AAI for ensuring elements of AIS and CNS/ATM for local
airspace of the aerodrome.
d. measures exists for ensuring provision of ARFF, Meteorology and Security
services.
e. for public use aerodrome, safety assessment report has been submitted
demonstrating that aerodrome and its facilities are safe for aircraft
operation.
5. The observations, if any, shall be recorded in details and communicated to

operator for action. The action taken shall be reviewed for compliance and
acceptance.
6. Records of all such completed checklists and action taken shall be maintained
in respective files.
133
GOVT OF INDIA
DIRECTORATE GENERAL OF CIVIL AVIATION
AERODROME LICENSING PROCESS CHECKLIST
NAME OF AERODROME OPERATOR
DATE OF ASSESSMENT
PHASE ACTIVITY COMPLIANCE OUTSTANDING REMARKS

STATUS ISSUES
1. Initial briefing with operator to
review requirements for
licensing.
2. Identify key contact(s) with the
operator
3. Receipt of Application including
relevant documents and fee
4. Select key personnel to review
application
5. Conduct initial assessments of
documents
6. If assessment is not
satisfactory, advise operator
accordingly.
7. Ensure all documents are in
compliance before moving to
inspection phase
8. Assessment of facilities and
equipment
9. Conduct on-site inspection
including Operational
procedures. ( complete checklist at
appendix 15 )
10. Assessment of process for
evaluation of the competence
and experience of the
aerodrome operator’s
personnel (complete checklist at
Appendix 14)
11. Availability of BCAS clearance
regarding security compliance
of aerodrome and
134
its facilities.
12. Availability of arrangement with
AAI for coordination regarding
local airspace, AIS and other
relevant operational
procedures ( e.g. MoU/ LoA)
13. Record and brief operator
regarding non- compliance by
way of inspection report
14. Receive corrective action plan
15. Review status of corrective
action plans
16. Verify and document corrective
action taken
17. Ensure all open issues are
resolved.
18. Ensure all checklists have
been completed
19. Verify all items are closed or
acceptable exemption has
been granted. ( Checklist at
Appendix 13 for Exemptions should
be completed)
20. Obtain DG approval for
issuance of license
21. Prepare Aerodrome License for
issuance
22. Determine Special Conditions
23. Update License register
24. Issue License
25. Post / handover licence
26. Notify AIS of aerodrome
particulars
27. Modify surveillance plan.
Signature of Assessor ............................
Date
135
Appendix 13
 Checklist for Exemption Process Checklist

aerodrome standards directorate staff when evaluating the application for
seeking exemptions in appropriate category.
2. The reference documents for the checklist are CAR Section 4 Series B Part I,
CAR Section 4 Series B Part IV, ADAC 1 of 2012, ADAC 2 of 2009 and
Aerodrome Standards Procedural Manual.
3. The Checklist seeking exemption process must be completed by the Aerodrome

Inspector when assessing formal application for grant of aerodrome license
against gap analysed from CAR compliance assessment, deviations/ non
compliances identified during initiation of change management or identified
during DGCA oversight.
4. The inspector should determine that the exemption application is complete in all
respects supported by relevant documents.

acceptance.
6. Records of all such completed checklists and action taken shall be maintained in
respective files
136
GOVT OF INDIA
CHECKLIST FOR EXEMPTION PROCESS

GENERAL INFORMATION:
Name of Aerodrome: ________________________________________________
Responsible Post Holder_____________________________________________
S.No. Exemption Process Yes No Remarks

1. Background information on the current
situation
2. Receipt of exemption application.
3. Whether it is a temporary or permanent
exemption
4. Consultation with stakeholders, senior
management team and departments
affected.
5. Proposed date for complying with SARPs, if
the deviation is due to development of the
aerodrome
6. Safety assessment including
(a) identification of hazards and
consequences &
(b) risk management;
7. The safety assessment used in the study
(e.g. hazard log, risk probability and
severity, risk assessment matrix, risk
tolerability and risk control/mitigation
8. Recommendation (including operating
Procedures /restrictions or other measures
to address safety concerns) of the safety
assessment and how the proposed
deviation will not degrade the level of
safety;
9. Obtain DG approval
10. Issue of exemption letter including
instruction for promulgation in Aerodrome
Manual and AIP/NOTAM
Comments of Inspecting Officer
Sgnature with date
137
Appendix 14-A
 Checklist for Assessment of Operations And Maintenance

Personnel Checklist

aerodrome inspector while assessing the competency of aerodrome
human resource associated with operations and maintenance of
aerodrome
2. The reference documents for the checklist is CAR Section 4 Series B Part
I, CAR Section 4 Series F Part I, ADAC 1 of 2011 and ADAC 1 of 2006
3. The Checklist shall be completed by the Aerodrome Inspector when

verifying the competency of operational and maintenance staff at the time
of licensing inspection or during the introduction a new facility and
associated procedures.
During surveillance inspection, the recurrent / refresher training of such
personnel should also be evaluated.
4. The inspector should always ensure that the current and updated copy of
this checklist is used.

acceptance.
6. Records of all such completed checklists and action taken shall be

maintained in respective files.
138
GOVT OF INDIA
CHECKLIST ON ASSESSMENT OF OPERATIONS AND MAINTENANCE
PERSONNEL
Name of Aerodrome:
Name of Responsible Post Holder:
S/N ITEM YES NO N/A
1. Does the officer have a job description?
2. Does the officer possess basic qualifications to carry out

assigned responsibilities?
3. Does the officer have the required knowledge and
experience on the job (OJT) to perform the responsibility at
the expected level of competence?
4. Does the officer have the required tools and equipment to
carry out the operation in line with job specification?
5. Is there a personnel roster that indicates satisfactory
workload for each officer?
6. Are the officers adequately and regularly trained to
discharge the responsibility optimally?
7. In demonstrating operations and maintenance competence,
is the knowledge, skills and experience required to inspect
aerodrome movement area, obstacle limitation surface,
marking, signs and lights, for conducting or supervising
aerodrome works, for using the portable radio?
8. Are the officers' refresher trainings at such duration/interval
to guarantee currency on the job?
9. Does the officer have adequate knowledge of the working
documents available for the performance of his duties?
INSPECTOR'S REMARK:
Signature
Date
139
Appendix 14-B
 Checklist on Assessing The Competence of ARFF Personnel

Checklist

aerodrome inspector while assessing the competency of ARFF crew
employed at the aerodrome.
I, CAR Section 4 Series F Part I, ADAC 1 of 2011 and ADAC 1 of 2006.

verifying the competency of ARFF crew at the time of licensing inspection
and during the introduction a new facility and associated procedures.
this checklist is used..

acceptance.

140
GOVT OF INDIA
CHECKLIST ON ASSESSING THE COMPETENCE OF ARFF PERSONNEL

Name of Aerodrome
Head(s) of Department(s)
S/N ITEM YES NO N/A
Do the ARFF personnel have the required basic
1 qualification necessary to perform their duties in an
efficient manner?
2 Are there sufficiently qualified Personnel to meet the
requirement?
3 Is the required health status met for maximum
performance on scene and medical certificate update?
In demonstrating ARFF personnel competence, is the
4 Knowledge, skills and experience required to enter,
search, locate, control or extinguish fire in a variety of
contexts displayed?.
5 Are the Practical skills/ competency required to
operate the equipment at maximum capacity met?
6 Are the ARFF personnel properly equipped with the
necessary tools?
7 Do they have the required knowledge to operate the YES NO N/A
tools?
8 Are the personnel properly trained?
9 Records of training for ARFF kept and updated?
(Periodic and Proficiency Training inclusive.
10 Is the ARFF personnel physically fit to perform the job?
11 Are the certificates obtained by the ARRF personnel
valid?
12 Are the ARFF Personnel familiar and conversant with
the working documents?
REMARK:
Signature of inspector
Date
141
Appendix 15
 Inspection List for Airport Operational Procedures Checklist

aerodrome inspector while verifying the aerodrome operational services
as submitted in chapter 4 of Aerodrome Manual.
I, CAR Section 4 Series F Part I and ADAC 1 of 2006.

verifying the availability and adequacy aerodrome operational services for
the intended type of operations at the time of licensing inspection or during
the introduction a new facility and associated procedures.
this checklist is used. The availability of human resource, facilities,
procedures, trainings etc. for each function should be verified for effective
implementation of requirement referenced at point 2.

acceptance.

142
GOVT OF INDIA
INSPECTION LIST FOR AIRPORT OPERATIONAL PROCEDURES
Name of the airport____________________________________

Name of the Accountable Executive_______________________
Date of on site verification______________________________
No. AIRPORT OPERATIONAL PROCEDURE CONFORMITY

YES NO N/A
1. Publication of the « to be published » Airport
information;
2. Control of Airport non-authorized access ,
especially on the movement area, and
protection of the public against jet blast;
3. Airport Emergency Plan and periodical
exercises
4. Rescue and Firefighting ;
5. Inspection and maintenance of airfield
lighting systems
6. Airport daily inspections by the Airport
operator
7. Airport maintenance and construction work,
from planning to final completion;
8. Apron management and aircraft stands
allocation;
9. Control of vehicles on the movement area
and its vicinity;
10. Wildlife management;
11. Obstacle control and Zoning monitoring;
12. Removal of disabled aircraft;
13. Low-visibility operations
14. Protection of radars and navigational aids
15. Handling of dangerous goods;
16. Safety Management System of the
Aerodrome
Inspector Name & Signature

Date
143
Appendix 16
 Inspection Checklist – Airport Rescue & Fire Services Checklist

aerodrome inspector while verifying the availability of ARFF services as
detailed in chapter 4 of Aerodrome Manual.

verifying the availability and adequacy ARFF services for the intended
type of operations at the time of licensing inspection.
procedures, trainings etc. for each function should be verified for effective

acceptance.

144
GOVT OF INDIA
INSPECTION CHECKLIST – AIRPORT RESCUE & FIRE SERVICES
Checklist includes General safety items, Training and Administration, Operational,
Ambulance and Medical requirements.
Effort should be made to cover areas depending on the time allocated for the
inspection and deficiencies to be reflected quoting the legislative reference of CAR/
guidance material.
Name of the Aerodrome : ---------------------------------------
Date of Inspection : --------------------
Aerodrome Category for Rescue & Fire Services: ------------------------------------------
Responsible Post Holder--------------------------------------
Sl.No. Inspection Item Ref Remarks
A. General Requirements
A Level of Protection
A.1. Is level of Fire Services compliant CAR Section 4, Series B,
Part I Para 9.2.3
with Airport category
A.2. Does the airport have a fire ICAO DOC 9137-AN/898
Part I, Para 9.2.1
station and located at strategic
location in relation to runway
pattern
A.3. Can the fire station house all the ICAO DOC 9137-AN/898
Part I, Para 9.3.3
vehicles (minimum clearance of
1.2 M around each vehicle)
A.4. Is unrestricted accessibility to the ICAO DOC 9137-AN/898
Part I, Para 3.2.1
runways possible
A.5. Is the minimum useable amount CAR Section 4, Series B,
Part I Para 9.2.11
of water for fire extinguishment
available?
A.6. Is the minimum foam compound CAR Section 4, Series B,
Part I Para 9.2.14 &
available for the depletion of two 9.2.15
loads of water carried on the
vehicles?
A.7. Is the minimum required CAR Section 4, Series B,
Part I Para 9.2.19
complementary agent available
on the vehicles
A.8. Can the vehicle at the threshold CAR Section 4, Series B,
Part I Para 9.2.27 & 29
of the furthest runway discharge
145
half of its contents within the

required times and response time
of 3 minutes be maintained for
reaching any point of each
operational runway and for any
other part of the movement area?
B Aerodrome Facility affecting Rescue and Fire Fighting Services
B.1 Are there adequate emergency CAR Section 4, Series B,
Part I Para 9.2.34
access roads on the Aerodrome?
B.2 Are there any Emergency Gates ICAO DOC 9137-AN/898
on the Aerodrome? Are these Part I, Para 3.2.1
gates accessible to the
emergency Vehicles
B.3 Is the available firefighting ICAO DOC 9137-AN/898
extinguishers, first aid, hose reels Part I
and hydrants on the airport
serviced as required
B.4 Does the facilities observe Human AD AC 01 of 2017
factors principles to ensure
operational effectiveness of RFF
personnel
C Communication and Alarm requirement
C.1 Are there any speech and alarm CAR Section 4, Series B,
Part I Para 9.2.40
system in place
C.2 Are there any discrete CAR Section 4, Series B,
Part I Para 9.2.39
communication system available
for communication with ATC,
AOCC, Airside Ops, IMC/ACCR,
Airline, Ground Handler
C.3 Is the quantity sufficient to enable ICAO DOC 9137-AN/898
Part I, Para 4.3
communication between vehicle
operators, Control personnel and
rescue operators?
C.4 Are all telephones and radio ICAO DOC 9137-AN/898
Part I, Para 4.2.8
equipment in watch room being
regularly tested for serviceability
and documents maintained
D Rescue and Fire Fighting Vehicle
D.1 Is the required number of CAR Section 4, Series B,
Part I Para 9.2.41
serviceable vehicles available as
per Aerodrome category
D.2 Is record of performance test ICAO DOC 9137-AN/898
Part I, Para 17.6.2
available? Periodicity and last test
carried out date.
D.3 Is the regular testing of foam DOC 9137-AN/898 Part
146
making system being carried out? I, Para 5.7.15

Interval and Last test carried out
on.
D.4 Is the rescue items/equipment on ICAO DOC 9137-AN/898
Part I, Table 5-2
vehicle as per ICAO requirement
available
D.5 Are there any records available to ICAO DOC 9137-AN/898
Part I, Para 5.8.6
substantiate serviceability of the
equipment on vehicle
D.6 Are there electrical generators ICAO DOC 9137-AN/898
available for utilization with Part I, Para 5.7.8
equipment and lighting
D.7 Does all emergency lighting CAR Section 4, Series B,
Part I, Chapter 5
operate properly
D.8 Availability of GRID Map of CAR Section 4, Series B,
Part I, Para 9.1.5
Aerodrome and immediate vicinity
E Protective Clothing and Respiratory Equipment
E.1 Is every individual fire fighter CAR Section 4, Series B,
Part I Para 9.2.46
required for operation equipped
with protective clothing
E.2 Are there sufficient Breathing ICAO DOC 9137-AN/898
Part I, Para 6.2
apparatus (BA) sets. Are these
sets tested regularly
E.3 Availability of adequate ICAO DOC 9137-AN/898
Part I, Para 6.2.4
arrangements for recharging of air
cylinders with pure air
F Personnel Requirement
F.1 Has operator done a task CAR Section 4, Series B
resource analysis for determining Part I, Para 9.2.45
minimum number of Firefighting
personnel, level of staffing and
documented the same in
Aerodrome Manual
F.2 Are there adequate personnel ICAO DOC 9137-AN/898
Part I, Para 10.1.1
available to utilize the rescue
equipment simultaneously with
the firefighting process?
F.3 Does the number of firefighting ICAO DOC 9137-AN/898
Part I, Para 6.2
personnel per shift meet the
minimum requirement as per
TRA?
G Training, Administration and Application of Human factors
G.1 Training programme availability. CAR Section 4 Series B
Part I, Attachment A,
Initial and recurrent training Para 18.2
G.2 Is the training covered Human CAR Section 4, Series B
Part I, Attachment A
147
Factor, dangerous goods.

G.2.1 Is special or refresher training
provided in preparation for an
infrequently performed operation?
G.2.2 Does a periodic refresher training
program exist?
G.2.3 Are emergency drills witnessed by
observers and critiqued?
G.2.4 Do operators practice emergency
response during extreme
environmental conditions (e.g., at
night or when it is very cold)?
G.2.5 Are new employees trained in the
hazards of the processes?
G.2.6 Do operators practice emergency
response while wearing
emergency protective equipment?
G.2.7 Do operators believe that the
procedure format and language
are easy to follow and
understand?
G.2.8 Is the number of extra hours an
operator must work if his or her
relief fails to show up sufficiently
limited so that worker safety is not
adversely affected?
G.2.9 Are working areas generally
clean?
G.2.10 Are alarms audible above
background noise both inside the
control room and in the process
area?
G.3 Is training being properly ICAO Doc 9137-AN898
Part 8 Para 17.6.1
documented in individual training
records
G.4 Is sufficient information and ICAO Doc 9137-AN898
Part 8 Para 17.6.2
training equipment available;
Charts of aircraft escape hatches
and Emergency entrances etc.
G.5 Have personnel attended the ICAO Doc 9137-AN/898
Part I Chapter 14, Para
airfield vehicle operator’s 14.5.2
indoctrination course
G.6. Have personnel undergone ICAO Doc 9137-AN/898
Part I Chapter 14, Para
aircraft familiarization training. 14.5.2
a. location and operation of
normal and emergency
148
exits
b. seating configuration
c. type of fuel and location of
fuel tanks
d. location of batteries
e. position of break – in-
points on the aircraft
G.7 Operational tactics training ICAO Doc 9137-AN/898
Part I, Para 14.6.3,
a. approach 14.6.9, 14.6.11
b. positioning of aircraft
c. dry drills to raise efficiency
d. application of foam with
vehicle in motion/
stationary
G.8 Do Fire Fighting personnel ICAO Doc 9137-AN/898
Part I, Para 10.4.6
undergo annual physical and
medical examinations? Records
thereof
H Aerodrome Emergency Exercise
H.1 Check if Aerodrome Emergency CAR Section 4 Series B
Part I, Para 9.1.1
Response Plan developed
H.2 Is procedure existing for operation ICAO Doc 9137-AN/898
Part I Para 17.5.6
in low visibility conditions
H.3 Full-scale aerodrome emergency CAR Section 4, Series B,
Part I Para 9.1.13
exercise at intervals mentioned in
CAR. Last date of exercise
H.4 Partial emergency exercises in CAR Section 4, Series B,
Part I Para 9.1.13
the intervening year to ensure
that any deficiencies found during
the full-scale aerodrome
emergency exercise have been
corrected
H.5 A fixed emergency operations CAR Section 4, Series B,
Part I Para 9.1.7/8
center and a mobile command
post should be available for use
during an emergency
H.6 Check if person assigned to CAR Section 4, Series B,
Part I Para 9.1.10
assume control of the emergency
operations center and, when
appropriate, another person the
command post
I Ambulance and Medical Services
I.1 The availability of arrangement for CAR Section 4, Series B,
Part I Para 18.5.2
ambulance and medical facilities
I.4 Are these ambulances suitable ICAO Doc 9137-AN/898
Part I Para 7.1.3
type and equipped to deal with
149
aircraft disasters
I.5 Are the medical supplies on the ICAO Doc 9137-AN/898
Part I Para 7.1.1
airport regularly checked for
expiry dates?
S. No. Supplementary Findings Remarks
Inspecting Officers Signature

Date
150
Appendix 17
 Airport Emergency Plan Checklist

aerodrome inspector while verifying the availability and effectiveness of
Airport Emergency Plan as included in chapter 4 of the Aerodrome
Manual.
2. The reference document for the checklist is CAR Section 4 Series B Part I,
CAR Section 4 Series F Part I and ADAC 1 of 2006.

verifying the availability and adequacy of AEP at the time of licensing
process. It should also be checked for periodic review of certain contents
susceptible to change and for amendments carried out based on
feedback/ suggestions from training drills and exercises.
procedures, agreements, trainings, etc. for each function should be
verified for effective implementation of requirement referenced at point 2.

acceptance.

151
GOVT OF INDIA
AERODROME EMRGENCY RESPONSE PLAN CHECK LIST
Aerodrome Name: ____________________________
Date of Inspection: __________________
Responsible Post Holder_____________________________

Sl. Inspection Item Ref Observation Level
No.
A Manual
A.1 Is an aerodrome Emergency 4B1, Para 9.1.1
Plan established at an
aerodrome commensurate with
the aircraft operations and other
activities conducted at the
aerodrome?
A.2 Does the plan provide for the 4B1, Para 9.1.2
coordination of the actions to be
taken in an emergency occurring
at an aerodrome or vicinity?
A.3 Does the plan observe Human 4B1, Para 9.1.6
factors principles to ensure
optimum response by all existing
agencies participating in
emergency operations?
A.4 Co-ordination of the actions of 4B1, Part 9.1.3
various agencies.
A.5 Is the emergency operations 4B1, Part 9.1.8
center a part of the aerodrome
facilities?
A.6 Grid map of the aerodrome & its 4B1, Para 9.1.5
immediate vicinity available
A.7 Emergency mutual aid 4B 1, Para
agreements between concern 18.1.3
agencies available
A.8 Setting up an emergency 4B1 Para 18.1.2
management center
A.9 Is adequate communication 4B1 Para 9.1.11
systems provided to link the
command post and the
152
emergency operations Centre

with each other and with the
participating agencies in
accordance with the plan and
consistent with the particular
requirements of the aerodrome?
B PROCEDURE/INFRASTRUCTURE /PROCESS
B.1 Fixed Emergency Operations
Centre
B.1.1 Equipped with communication, -do-
grid map of the airport and its
vicinity
B.1.2 Communication & electronic -do-
devices checked regularly
B.1.3 Emergency operations center In -do-
charge
B.2 Mobile command post 4B1 Para 9.1.9 /
Doc 9137 Part 7,
Para 5.3.1 & 5.3.3
B.2.1 Can move rapidly to the site -do-
B.2.2 Equipped properly -do-
B.2.3 Communication & electronic -do-
devices checked each month
B.3 Updated Grid Map
B.3.1 Copies to all participating 4B1, Para 9.1.5 &
agencies 18.1.4 & AS Cir No.
5 /13
B.3.2 Preferable two maps 4B1 Para 18.1.4 &
1) Indicating confines of airport AS Cir No. 5 /13
access roads, location of /Doc9137 Part 7 ch
water supplies, rendezvous 7
points, staging areas etc.
2) Surrounding communities &
depict appropriate medical
facilities, access roads,
rendezvous points, etc.
B.4 Emergencies in difficult 4B1 Para 9.1.16 /
environments Doc 9137 Part 7
9.1.10 & AS Cir
5/13
B.4.1 Is there any assessment of area -do-
within 1,000 m of the runway for
aerodrome located in difficult
environments
B.4.2 Equipment and/or coordination -do-
with appropriate specialist rescue
153
services
B.6 Communications 4B1 Para 9.1.11 /
AS Cir No. 5 /13
/Doc9137 Part 7 ch
12
B.6.1 Equipment (e.g. telephone lines, -do-
two-way radios, Hot lines)
B.6.2 Portable megaphones -do-
B.6.3 Periodic Testing -do-
B.6.4 Complete and current list of -do-
interagency telephone numbers
with all participants
B.7 Airport emergency exercises 4B1 Para 9.1.12-
9.1.13 & AS Cir No
5 /13 & Doc 9137
Part 7
B.7.1 Is there a procedure to develop, -do-
implement and periodically test
these plans
B.7.2 Full-scale exercise -do-
B.7.3 Partial exercise -do-
B.7.4 Series of modular tests -do-

B.7.5 Review of airport emergency -do-
plan
i)critique meeting
ii)observations
iii)recommendations
C TRAINING AND RECORDS ( INITIAL AND RECURRENT)
C.1 Airport familiarization 4B1 Attachment ‘A’
Para 18.2 & AS Cir
5 / 13
C.2 Aircraft familiarization -do-
C.3 Emergency communications -do-
including aircraft fire related
alarms
C.4 Emergency aircraft evacuation -do-
assistance
C.5 Application of Human 4B1 Para 9.1.6
performance principles in
Emergency plan
Signature of Inspector:
Date
154
Appendix 18
 LVP Checklist

aerodrome inspector, where applicable, to verify that the procedure is
developed and implemented for low visibility operations, as included in
chapter 4 of the Aerodrome Manual.

verifying the availability and adequacy of LVP at the time of licensing
process or when aerodrome operator has upgraded the facilities for LVP,
it should be assessed.
procedures, trainings, etc. for each function should be verified for effective

acceptance.

155
GOVT OF INDIA
LOW VISIBILITY OPERATIONS
Aerodrome Name : _________________________________
Date of Inspection :______________________________
Responsible Post Holder: _______________________
Sl. Inspection Item Ref Observations Level

No.
A. Aerodrome Manual
A.1 Does the manual have ADAC 1 of 2006
particulars of procedures
for low visibility
operations?
A.2 Does it include the CAR 4B1 & ICAO
arrangements for: The Doc 9476
safeguarding procedures,
airside access and Airside
works restrictions and
checks of lighting
installations and signs?
B Record keeping
B.1 List of documents ---
checked
B.2 Is the operator CAR 4B1
maintaining records in
accordance with
aerodrome manual
C Facilities
C.1 Are adequate and suitable CAR 4B1
staff and equipment
available?
C.2 Are appropriate signs, CAR 4B1
gates and warning signs
in place for low visibility
operations?
C.3 Rapid Exit Taxiway CAR 4B1, Para
indicator lights for RWY 5.3.15.1
intended for RVR <350M
C.4 Rwy centerline lights for CAR 4B1, Para
156
RVR <400M 5.3.12

C.5 Taxiway centerline lights ICAO Doc 9476 /
for RVR<350M CAR 4B1 Para
5.3.17.1
C.6 Configuration of RWY CAR 4B1 para
centerline lights in 5.3.12
accordance with the
requirement
C.7 Provision of TWY ICAO Doc 9476
Centerline lights on Rapid CAR 4B1 Appendix
Exit Taxiway setting for 2, Fig A2-12
brilliance and intensity as
per specification for
condition less than 350M
C.8 Provisioning of STOP Bar CAR 4B1, Para
for RVR <350M except for 5.3.20.1
when other provisions
provided as per regulation
C.9 Road Holding position CAR 4B1, Para
light for RVR < 350M 5.3.28.1
C.10 SMR for maneuvering CAR 4B1, Para
area for aerodrome 9.8.7
intended for use in RVR <
350M
C.11 Provision of Follow Me ICAO Doc 9476
vehicle
D Procedures
D.1 Are visibility CAR 4B1, Para
measurement 5.3.20.5
arrangements along the
runways, in accordance
with the manual
D.2 Are arrangements for CAR 4B1, Para
runway inspection during 5.3.20.6
low visibility periods in
accordance with the
manual
D.3 Requirements for CAR 4B1, Para 8.1
provision for power & CAR/9/D/I-Vol 1
supplies and change over attachment C
times for secondary
supplies
D.4 Lighting system automatic CAR 4B1, Para
monitoring system for 8.3.4
RWY used for
RVR<550M
157
D.5 Procedure for Apron Staff ICAO Doc 9476

for Low Visibility operation Para 3.6.6
D.6 Procedure for restriction CAR 4B1 Para
of construction or 10.5.13
maintenance activities in
the proximity of
aerodrome electrical
system whenever low
visibility procedures are in
force
D.7 Before Low Visibility ICAO Doc 9476
operation is initiated
special inspection for
visual aids
E Feedback
E.1 Are low visibility ICAO Doc 9476
operationally related Para 2.3
incidents noted, reported
and followed up
Inspector Name & Signature
Date
158
Appendix 19
 SMGCS Checklist

aerodrome inspector while verifying the availability and effectiveness of
SMGCS depending upon the scale of operations at the aerodrome.

verifying the availability and adequacy of SMGCS at the time of licensing
process and subsequent to change management. The checklist should be
referred to during surveillance inspections for any outstand issues.

acceptance.

159
GOVT OF INDIA
SURFACE MOVEMENT GUIDANCE CONTROL SYSTEM
Aerodrome Name: _______________________________________
Date of Inspection :
Responsible Post Holder: __________________________
Aerodrome Visibility condition: CAT I / CAT II / CAT III
Aerodrome Traffic density: Light/ Medium / Heavy
S/N ITEM Reference Available Comment

(Yes/No)
A.1 Apron markings CAR/4/B/I Chap 5
A.2 Runway center line CAR 4B1, 5.2.3
marking
A.3 Taxiway center line CAR 4B1, 5.2.8
marking
A.4 Intermediate Taxi – CAR 4B1, 5.2.8
holding position marking
A.5 Visual aids for denoting CAR 4B1, 6.0
restricted use areas
A.6 Runway edge lights CAR 4B1, 5.3.9
A.7 Taxiway edge lights CAR 4B1,5.3.18
A.8 Obstacle lighting CAR 4B1, 6.0
A.9 Signs CAR 4B1, 5.4
A.10 Taxiway intersection CAR 4B1, 5.2
marking
A.11 Charts,(aerodrome, CAR/9/G/I Ch
13,14,15
movement, apron)
A.12 Aerodrome control service CAR/9/E/I Ch 11
A.13 Signaling lamp CAR/9/I/I Ch 5
A.14 Radiotelephony CAR/9/E/I, Ch 6
equipment
A.15 Taxi – holding position CAR/4/B/I, Ch 5
lights
A.16 Clearance bars CAR/4/B/I, Ch 5
A.17 Electrical monitoring CAR/4/B/I, Ch 8
160
system for lights

A.18 Taxiway center line lights CAR 4B1,5.3.17
A.19 Stop bars CAR 4B1,5.3.20
A.20 Selective switching Doc 9157 part 4 Ch
10
capability for taxiway
center line lights
A.21 Selective switching Doc 9157 part 4 Ch
10
capability for apron
taxiway center line lights
A.22 Surface movement radar Air Traffic Services
Planning Manual
(SMR)
A.23 Aircraft stand CAR/4/B/I, Chapter
5
maneuvering guidance
lights
A.24 Runway clearance aid CAR/4/B/I, Chapter
5
A.25 Secondary power supply CAR/4/B/I, Chapter
8
A.26 Visual docking guidance CAR/4/B/I, Chapter
5
system
B SMGCS PROCEDURE
Aerodrome authority
B.1 Periodic electrical CAR/4/B/I,Chapter
8
monitoring of SMGC aids
B.2 Designation of taxiways Ch 3 Doc 9476
B.3 Movement area CAR/4/B/I,Chapter
2
inspection and reporting
B.4 Regulation of ground staff Ch 3 Doc 9476
conduct on the movement
area
B.5 Initiation of amendment of Ch 6 Doc 9476
aerodrome charts as
necessary
B.6 Regulation of ground staff CAR/9/D/I,
PANS-RAC
radiotelephony
procedures
B.7 Establishment of standard Ch 3 Doc 9476
taxi routes
B.8 Low visibility movement Ch 5 Doc 9476
area protection measures
B.9 Continual electrical CAR/4/B/I,
Chapter 8
monitoring of SMGC aids
C ATS
C.1 Visual monitoring of CAR/9/E/I,
Chapter 7
SMGC aids
C.2 Use of radiotelephony CAR/9/D/I,
PANS-RAC,
161
procedures and
phraseology
C.3 Use of signaling lamp CAR/9/C/I,
Appendix A
C.4 Control of other than PANS-RAC,
Part 5
aircraft traffic on the
maneuvering area
C.5 Operation of lighting aids PANS-RAC, Part 5
C.6 Determination of the PANS-RAC, Part 5

taxiway route to be
followed
C.7 Initiation and termination PANS-RAC, Part 5
of low visibility procedures
C.8 Continual monitoring of CAR/9/E/I,Chapter
7
SMGC aids
C.9 Monitoring of surface Ch 4 Doc 9476
movement on SMR
C.10 Selective switching of PANS-RAC, Part 5
taxiway centerline
C.11 Selective switching of PANS-RAC, Part 5
stop bars
D Apron Management
D.1 Apron regulations and CAR/4/B/I
procedures
D.2 Emergency procedures Ch 5&8 Doc 9476
D.3 Communication Ch 4&8 Doc 9476
procedures with ATS
D.4 Stand allocation and Ch 8 Doc 9476
information
D.5 Apron security procedures Ch 8 Doc 9476
D.6 Operation of lighting and Ch 8 Doc 9476
docking aids
D.7 Provision of discrete RTF Ch 8 Doc 9476
channel
D.8 Low visibility procedures Ch 5 Doc 9476
Signature of Inspecting Officer
Date:
162
Appendix 20
 Wildlife hazard Checklist

aerodrome inspector while assessing the availability and effectiveness of
Wildlife Hazard Management Plan.
2. The reference documents for the checklist is Rule 91, CAR Section 4
Series B Part I, CAR Section 4 Series F Part I and ADAC 1 of 2006,

verifying the availability and adequacy of wildlife management plan at the
time of licensing process and their after during surveillance inspections.

acceptance.

163
GOVT OF INDIA
WILD LIFE HAZARD & PREVENTION INSPECTION
Name of Aerodrome ________________________________
Date of Inspection: __________________________________
Aerodrome Accountable Manager: ______________________
No.
A AEMC
A.1 Whether AEMC CAR Section 4,
meetings are conducted Series B, Part I,
regularly. Chapter 9.4.4,
A.2 Whether inspection in CAR Section 4,
and around the ten Series B, Part I,
kilometer radius of airport Chapter 9.4.4,
carried out. Aircraft Rule 1937
sub rule 91
A.3 Whether the sources of CAR Section 4,
bird attraction in and Series B, Part I,
around airport identified Chapter 9.4.4,
and proactive measures ICAO ASM Part 3,
on time bound bases Aircraft Rule 1937
taken. sub rule 91
A.4 Whether Minutes of the CAR Section 4,
meeting and action Series B, Part I,
taken forwarded to Chapter 9.4.4,
DGCA Hqrs and its ICAO ASM Part 3,
concerned regional
offices regularly.
A.5 Whether inspection of CAR Section 4,
illegal slaughtering Series B, Part I,
around the ten kilometer Chapter 9.4.4,
radius of airport carried ICAO ASM Part 3,
out. Aircraft Rule 1937
sub rule 91
B PERSONNEL/ TRAINING
B.1 Induction and refresher ICAO ASM Part 3
training of staff engaged Para 4.9.1 & 4.9.7
in bird control activities
B.2 Check if the training is ICAO ASM Part 3
164
commensurate with the Para 4.9.6

specific wild life hazard
and size and complexity
of the airport operation.
C BIRD STRIKE REPORTING
C.1 Check for a procedure CAR Section 4,
for recording and Series B, Part I,
reporting Wildlife strike Chapter 9, CAR
to aircraft. Section 5, Series
C, Part I & CAR
Section 9 Series I
Part I, Chapter 8,
ASC 02/2011,
ASM Part 3.
C.2 Whether monitoring and
CAR Section 4,
maintenance of bird
Series B, Part I,
strike report and daily
Para 9.4.1, ICAO
activity records is
ASM Part 3.
carried out.
C.3 Whether inventory of ICAO ASM Part 3
bird/wild life attracting Para 9.2.6 and
sites outside airport CAR Section 4,
being maintained Series B, Part I,
Para 9.4.5
C.4 Whether, a record of all CAR Section 4,
wildlife activity or Series B, Part I,
“bird/wildlife log” is Chapter 9, CAR
maintained. Section 5, Series
C, Part I & CAR
Section 9 Series I
Part I, Chapter 8,
ASC 02/2011,
ASM Part 3.
C.5 Check for how many CAR Section 4,
reports from pilots are Series B, Part I,
related to intrusions of Chapter 9.4.3,
wildlife, other than birds, ICAO ASM Part 3.
over the last five years.
D WILDLIFE PREVENTION MEASURES INSIDE AIRODROME
D.1 Check whether the wild CAR Section 4,
life hazard assessment Series B, Part I,
has been carried out by Chapter 9. & CAR
specialist? Section 9 Series I
Part I, Chapter 8
ICAO ASM Part 3.
D.2 Check whether the
165
identification of wet
lands, drainages,
agriculture, water
ponds, stream etc.,
forest shrub areas have
been carried out in and
around aerodromes.
D.3 Check for habitat
CAR Section 4,
management
Series B, Part I,
programme on the
Chapter 9.4.3,
airport.
ICAO ASM Part 3.
D.4 Whether, ecological CAR Section 4,
measures are Series B, Part I,
implemented to reduce Chapter 9.4.3,
wildlife attractiveness at ICAO ASM Part 3.
the airport and in the
vicinity.
D.5 Whether Risk CAR Section 4,
assessment of wildlife Series B, Part I,
(bird/animal) strikes is Chapter 9.4.3,
being carried out. ICAO ASM Part 3.
D.6 Whether, Airport fence CAR Section 4,
is suitable to prevent Series B, Part I,
hazardous wild life Chapter 9.4.3,
incursion. ICAO ASM Part 3.
D.7 Check for proper CAR Section 4,
disposal garbage, food Series B, Part I,
remains inside the Chapter 9.4.3,
aerodrome. ICAO ASM Part 3.
D.8 Check for the existence CAR Section 4,
of ponds, water logging Series B, Part I,
areas and inside the Chapter 9.4.3,
airfield, which provides ICAO ASM Part 3.
right conditions for
proliferation of frogs,
crabs, snails, aquatic
insects and fish in the
aerodrome area which
attract birds/wildlife.
D.9 Check for availability of CAR Section 4,
pigeon proof net or Anti Series B, Part I,
bird gel inside aviation Chapter 9.4.3,
hangers in aerodrome to ICAO ASM Part 3.
avoid pigeon/ bird
hazard to aircraft.
166
D.10 Check for the tall grass CAR Section 4,

inside airfield which are Series B, Part I,
habitat for rodents and Chapter 9.4.3,
snake which attract ICAO ASM Part 3.
vultures.
D.11 Check for the various CAR Section 4,
repellent methods used Series B, Part I,
at airfields for bird strike Chapter 9.4.3,
prevention like LPG ICAO ASM Part 3.
Operated Zone Guns,
Drums, Battery operated
scare crow,
Pyrotechnics, Crackers,
shotguns, Electronically
generated alarm and
distress calls.
D.12 Check for existing CAR Section 4,
policies and Series B, Part I,
implementation of Para 9.4.3, ICAO
programmes for ASM Part 3.
effective control of
wildlife (bird/animal) as
short term and long term
goal.
E WILDLIFE PREVENTION MESURES OUTSIDE AIRODROME
E.1 Check for existence
Rule 91 of Aircraft
Slaughter houses
Rule 1937, CAR
Slum clusters, garbage
Section 4, Series
dump and illegal
B, Part I, Chapter
abattoirs in the vicinity
9.4.4, ICAO ASM
of airport .
Part 3.
E.2 Check for availability of Rule 91 of Aircraft
garbage dumping in an Rule 1937, CAR
uncovered bin in vicinity Section 4, Series
of airport B, Part I, Chapter
9.4.4, ICAO ASM
Part 3.
E.3 Whether, unauthorized Rule 91 of Aircraft
piggeries, dairy farms Rule 1937, CAR
and slums are available Section 4, Series
in vicinity of airport. B, Part I, Chapter
9.4.4, ICAO ASM
Part 3.
E.4 Check and identify CAR Section 4,
water stagnation, Series B, Part I,
167
landfill, ponds which Chapter 9.4.4,

attracts wildlife. ICAO ASM Part 3.
E.5 Check the ongoing
CAR Section 4,
construction activities,
Series B, Part I,
structures and
Chapter 9.4.5,
abandoned structures in
ICAO ASM Part 3.
the vicinity of the airport.
E.6 Check for the action Rule 91 of Aircraft
taken for prevention of Rule 1937, CAR
illegal de-skinning in the Section 4, Series
open area B, Part I, Chapter
9.4.4, ICAO ASM
Part 3.
E.7 Whether public
awareness programmes
have been adopted by
CAR Section 4,
Airport operators by
Series B, Part I,
using print media and
Chapter 9.4.3,
Electronic media to
ICAO ASM Part 3.
sensitize about wildlife
(Bird/animal) strike
problem.
Signature of Inspecting Officer
Date
168
Appendix 21
 Marking And Lighting of objects Checklist

aerodrome inspector for verifying that the significant objects inside the
aerodrome and in its vicinity are marked and lighted.
3. The Checklist shall be completed by the Aerodrome Inspector at the time

of licensing process. The checklist should be referred to during
surveillance inspections for outstanding issues.
procedures, agreements/ co-ordinations etc.

acceptance.

169
GOVT OF INDIA
Marking/ Lighting of Obstacles

Name of Aerodrome ________________________________
Date of Inspection: ______________________________
Responsible Post Holder: ______________________
Checklist for Marking/ Lighting of Obstacle

No.
A. OBSTACLE MONITORING
A.1 System of monitoring CAR Section 4,
the growth of obstacle Series B Part 1,
in the vicinity of the Chapter 4,
aerodrome introduction
A.3 Any changes to the CAR Section 4,
height of instrument Series B Part 1,
Approach Procedures Chapter 4,
introduction
A.4 Availability of updated ICAO Doc 9137
Aerodrome Obstacle Part 6
Chart – Type A
B OBSTACLE LIGHTING
B.1 Low intensity obstacle CAR Section 4,
lights Type C Flashing Series B Part
Blue for Emergency or 1, Para 6.2.2.6
security vehicle and
flashing Yellow for
other vehicles
B.2 Low intensity obstacle CAR Section 4,
lights Type D on Follow Series B Part
Me Vehicles 1, Para 6.2.2.7
B.3 Low Intensity fixed Red CAR Section 4,
obstacle lights on Series B Part
objects with limited 1, Para 6.2.2.8
mobility
B.4 Provision of red light on CAR Section 4,
fixed obstacle of less Series B Part
than 45 M 1, 6.2.3.19 t0
6.2.3.22
170
B.5 Provision of red lights CAR Section 4,

on fixed obstacles of Series B Part
more than 45 M 1,6.2.3.23 to
6.2.3.33
B.6 Unserviceable parts of CAR Section 4,
the movement area Series B Part
delineated by fixed red 1, 7.4
lights with intensity not
less than 10 cd
C OBSTACLE MARKING
C.1 Obstacle outside the CAR Section 4,
lateral boundaries of Series B Part
OLS marked and 1, Para 6.1.2.1
lighted except that
marking be omitted
when High Intensity
Obstacle Lights by day
C.2 Obstacle by day CAR Section 4,
marked by chequered Series B Part
pattern (red or orange 1, Para 6.2.2.4
and white)
C.3 Check Flags used to CAR Section 4,
mark extensive or Series B Part
closely spaced objects 1, Para 6.2.3.6
are displayed at least
every 15M
C.4 Mobile objects marked CAR Section 4,
by color, red or Series B Part
yellowish Green for 1, Para 6.2.2.2
Emergency Vehicles
and Yellow for Service
Vehicles
C.5 Unserviceable parts of CAR Section 4,
movement area are Series B Part
delineated by either 1, 7.4
marker boards painted
C.6 Availability of --
procedures for
maintenance of
obstructions marking/
lighting
Inspector Name & Signature: Date
171
Appendix 22
 Checklist for visual aids Checklist

aerodrome inspector for verifying electric system for power supply, system
design and monitoring of visual aids.
3. The Checklist shall be completed by the Aerodrome Inspector at the time

of licensing process and during commissioning of new/ upgraded facility.
procedures, agreements/ co-ordinations etc.

acceptance.

172
GOVT OF INDIA
CHECKLIST FOR ELECTRICAL SYSTEM (VISUAL AIDS)
Name of Aerodrome: _______________________________________________
Responsible Post Holder: _________________________________________
S.NO YES NO REMARKS

Does the aerodrome have the following items?
A Power Supply System (Switch over time check list)

Appro Non- Prec App Prec
ach Prec (Above App
over RVR (Below
Hazard 550m) RVR
ous or 550)
Precipi
tous
Terrain
A.1 PAPI 1 Sec 15 15 Sec 1
Sec sec
A.2 Approach lighting System 1 Sec 15 15 Sec I Sec
Sec (for
inner
300m)
15 sec
(for
other
parts)
A.3 Runway Edge Light 1 sec 15 15 sec 15 sec
(In case of departure runway Sec
below 800m RVR and runway
centre line lights are not provided
the change over time shall be 1
sec)
A.4 Runway threshold light 1 sec 15 1 sec 1 sec
sec
A.5 Runway end light 15 1 sec 1 sec
sec
A.6 Essential taxiways 15 15 sec 15 sec
sec
A.7 Obstacles 15 15 sec 15 sec
(Only if supplied with secondary sec
173
power when their operation is

essential to the safety of flight
operation)
A.8 Runway centerline lights 1 sec 1 sec
A.9 Runway TDZ lights 1 sec 1 sec
A.10 All Stop bars 1 sec 1 sec
B Lighting Design Check list
B.1 Check the system to ensure that in case
of failure of any equipment, it will not
leave the pilot with inadequate visual
guidance or misleading information like
interleaving of circuits etc.
B.2 Confirm that for a runway meant for use
in runway visual range conditions less
than a value of 550 m, the electrical
systems be so designed that an
equipment failure will not leave the pilot
with inadequate visual guidance or
misleading information
B.3 Check that approach and runway
lighting system, PAPI, taxiway lights
and Stop bars are interleaved over at
least two circuits
B.4 Confirm that each circuit in an
interleaved service should be so
arranged that a balanced symmetrical
lighting pattern remains intact in the
event of failure of one or more of the
circuits.
B.5 Check that runway centre line lights

must be interleaved in a way that will
not destroy the colour coding of these
lights, i.e. the centre line lights in the
section of the runway from the point
900 m from the runway end to the
point 300 m from the runway end be
alternately variable white and red
lights.
B.6 Where the secondary power supply of an

aerodrome is provided by the use of
duplicate feeders, check if such supplies
are physically and electrically separate
so as to ensure the required level of
availability and independence.
B.7 Where a runway forming part of a
standard taxi-route is provided with
174
runway lighting and taxiway lighting,

whether the lighting systems is
interlocked to preclude the possibility of
simultaneous operation of both forms of
lighting.
C Control & monitoring System Check list
C.1 Check the availability and status of
lighting monitoring system
C.2 Where lighting systems are used for
aircraft control purposes, whether such
systems is monitored automatically so as
to provide an indication of any fault which
may affect the control functions. Whether
this information is automatically relayed
to the air traffic services unit.
C.3 Where a change in the operational status
of lights has occurred, check if indication
is provided within two seconds for a stop
bar at a runway-holding position and
within five seconds for all other types of
visual aids.
C.4 Whether the monitoring is automatic for
runway used in less than RVR 550m
conditions to provide indication when the
serviceability level of any element falls
below the minimum serviceability level
specified in 10.5.7 to 10.5.11, as
appropriate and check if this information
is automatically relayed to the
maintenance crew.
C.5 Confirm whether the assessment of the
visual aids i.e. PAPI, Approach lighting
system, runway edge and centre line
lights etc. has been carried out with flight
checks
C.6 Check whether the intensity control of the
lighting system meets the requirement for
runway intended to be used in minimum
conditions of visibility and ambient light
C.7 Check if runway centre line lights
longitudinal spacing is 30m or 15m and
runway is intended to be used in RVR
conditions above 350m, if spacing is 30m
confirm that the system is in place to
ensure the following serviceability level
- at least 95 per cent of the lights are

serviceable in the runway centre line
lights and in the runway edge lights;
and
175
- at least 75 per cent of the lights are

serviceable in the runway end lights.
- an unserviceable light is not allowed
adjacent to another unserviceable
light.
D Aerodrome Markings
D.1 Confirm that markings are provided and
maintained in accordance with
specification given in CAR.
D.2 Confirm whether the markings are been
carried out with retro reflective material in
case of aerodrome is being used for
night operations.
D.3 Effectiveness of Aerodrome Information Markings
D.4 Wherever the information marking is
provided, check if the provision of an
information sign is impractical.
D.5 Whether information markings are
supplement an information sign,
wherever possible.
D.6 Check the effectiveness of the
information markings on complex
taxiways
D.7 Check the effectiveness of the
information markings on taxiways of
great length
E Aerodrome Sign
Are Mandatory, Information and Location
Signs meeting the CAR specifications
provided?
Are variable message sign provided at
the aerodrome? Do they show blank face
when not in use?
Are Signs on frangible mountings? Are
they sufficiently low to preserve
clearance for propellers and the engine
pods of jet aircraft?
Are Signs retro-reflective and /or
illuminated when intended for use at
night?
Are taxiways identified by a designator
comprising a letter, letters or a
combination of a letter or letters followed
by a number except I, O and X?
Is there a procedure to mask/ screen/
remove a Signs which lead to a
temporary / permanently closed facility.
Inspector Name & Signature Date
176
Appendix 23
Checklist for Visual Docking Guidance System
1. A visual docking guidance system, by a visual aid, provide the precise

positioning of an aircraft on an aircraft stand when other alternative
means, such as marshallers, are not practicable. The provision of VDGS
depends on number and types of aircraft using the aircraft stand, weather
conditions, and space available on the apron and the precision required
for manoeuvring into the parking position due to aircraft servicing
installation, passenger loading bridges, etc.
2. These facilities are either provided during the development of a new

aerodrome or are being added during the upgrade/ expansion of existing
aerodromes.
I, para 5.3.25.
4. Aerodrome Inspectors are required to use checklist devised and provided

at Appendix 1 of Aerodrome inspectors Manual during the inspection
phase of aerodrome licensing along with this checklist.
5. The upgrade / expansion of an existing licensed aerodromes is dealt in

accordance with AD AC 01/2012 on Change management / Major
maintenance activities. The aerodrome operators are required to provide
CAR Compliance Checklist when VDGS is introduced. Aerodrome
Inspector are required to use this checklist while carrying out documentary
or on-site assessment of the VDGS.
6. The findings, if any, should be communicated to the aerodrome operator

and thereafter the same checklist should by referred to track the findings
and assess the adequacy of action taken by the aerodrome operator.
this checklist is used. Records of all such completed checklists and action
taken shall be maintained in respective files.
177
GOVT OF INDIA
Checklist for Visual Docking Guidance System
Name of Aerodrome: _______________________________________________

Responsible Post Holder: _________________________________________
S. CAR Car Requirement Status Of Implementation

No. Ref. Yes No Remarks
A. General
1 2.5.1 Does the description on location and
type of visual docking guidance
systems made available to AIS and
provided in Aerodrome Manual?
2 3.13.6 Has the Operator reduced the
separation distances between
aircraft stands with VDGS and
objects?
3 5.3.25.4 Does the azimuth guidance unit and
the stopping position indicator are
adequate for use in all weather,
conditions.
4 5.3.25.4 Is there a possibility of light dazzling
to crew members docking the
aircraft?
5 5.3.25.5 Does design criteria for azimuth
guidance unit and the stopping
position indicator indicates that
malfunction of either or both is
available to the crew and can it be
switched off?
6 5.3.25.6 Is location of azimuth guidance unit
and the stopping position indicator
provide continuous guidance
between the aircraft stand markings,
(the aircraft stand maneuvering
guidance lights, where provided)
and the visual docking guidance
system.
7 5.3.25.7 Does the system meets the
accuracy for the loading bridge and
fixed aircraft servicing installations
with which it is to be used?
8 5.3.25.8 Is the system usable by all types of
aircraft for which the aircraft stand is
intended?
178
9 5.3.25.9 If selective operation is required for

a particular type of aircraft, does the
system provide an identification of
the selected aircraft type to both the
pilot and the system operator as a
means of ensuring that the system
has been set properly?
B. Azimuth guidance unit
1 5.3.25.1 Are the azimuth guidance units
0 located appropriately so that its
signals are visible from the cockpit
of an aircraft throughout the docking
manoeuvre?
1 5.3.25.1 Are the azimuth guidance units
1 aligned for use by the pilots
occupying both the left and right
seats?
2 5.3.25.1 Can a pilot on azimuth guidance unit
2 is provided with guidance to acquire
and maintain the lead-in line without
over controlling?
3 5.3.25.1 Is the azimuth guidance equipped to
3 show green for centre line and red
for deviations from the centre line?
C. Stopping position indicator
1 5.3.25.1 The stopping position indicator shall
4 be located in conjunction with, or
sufficiently close to, the azimuth
guidance unit so that a pilot can
observe both the azimuth and stop
signals without turning the head.
2 5.3.25.1 Is stopping position indicator usable
6 by the pilots occupying both the left
and right seats?
3 5.3.25.1 What are the anticipated range of
7 variations in pilot eye height and/or
viewing angle at stopping position
indicator for a particular aircraft
type?
4 5.3.25.1 Does the stopping position indicator
8 show closing rate information to
enable the pilot to gradually
decelerate the aircraft to a full stop
at the intended stopping position?
5 5.3.25.1 Is the stopping position indicator
9 capable to provide closing rate
information over a distance of 10 m
or more?
6 5.3.25.2 Does stopping guidance shows
0 colour change: proceed by green
179
color and stop by red color.

7 5.3.25.2If provided, what is the third color to
0 warn that the stopping point is
close?
D. Maintenance programme
1 Whether the stopping guidance of
the VDGS calibrated for all
selected user aircraft at the time of
installation and Azimuth guidance
indication is regularly checked for
its accuracy?
2 Has the aerodrome operator
established and implemented a
maintenance programme for the
VDGS?
3 Is there a SLA /MoU etc. with the
service provider, if the function of
monitoring and maintenance is
outsourced?
4 Has the Details of VDGS available
at the aerodrome promulgated in the
AIP and in Aerodrome manual?
Whenever the system is not
available whether it is notified via
NOTAM?
List of Observations:
Inspecting Officer
Date
180

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GOVERNMENT OF INDIA

OFFICE OF DIRECTOR GENERAL OF CIVIL AVIATION

Aerodrome Inspector’s Handbook

This Manual is for the use by DGCA officials involved in

All subject matters pertaining to Surveillance Inspections conducted by

The Hand book will be updated from time to time based on

(Approved vide F. No. AV20011/13/08-AL dated 24th March 2011)

Revision No. Date Affected pages Entered by

Sl.No. Contents Page No.

9.2 Appendix 2 Surveillance inspection checklist 44-59

9.3 Appendix 3 Examples of Audit Style Questions 60-74

9.4 Appendix 4 Outline of Inspection Techniques for 75-92

9.5 Appendix 5 Suggested Format for Inspection 93-95

9.6 Appendix 6 Minimal areas to be checked during a 96-106

9.8 Appendix 8 Technical staff training syllabus, 109-110

9.9 Appendix 9 Types of Training Courses – module 111-117

9.11 Appendix 11 Checklist for acceptance of Aerodrome 121-132

9.12 Appendix 12 Aerodrome Licensing Process checklist 133-135

9.13 Appendix 13 Exemption process checklist 136-137

9.14 Appendix 14A Competency assessment for Operations 138-139

9.15 Appendix 14B Competency assessment for ARFF 140-141

9.16 Appendix 15 Inspection of Operational procedure 142-143

9.17 Appendix 16 Checklist for inspection of ARFF 144-150

9.18 Appendix 17 Checklist for inspection of AEP 151-154

9.19 Appendix 18 Low Visibility Operations Checklist 155-158

9.20 Appendix 19 SMGCS inspection checklist 159-162

9.21 Appendix 20 Wildlife Hazard Plan assessment 163-168

9.22 Appendix 21 Obstacle lighting and Marking checklist 169-171

9.23 Appendix 22 Checklist for Electric System of Visual 172-175

9.24 Appendix 23 Checklist for assessment of VDGS.

Aerodrome Layout –in the context of Surface Movement Guidance and

A checklist, for which there is no specific DGCA form, to be developed by the

ICAO Critical Element

Elements of a State safety oversight system, the effective implementation of

A condition or an object with the potential to cause injuries to personnel,

As well as being an umbrella term, as is Inspector, as a job title in the DGCA,

The degree of safety of a system. It is an emerging property of the system,

Risk Management; more specifically safety risk assessment

A generic term that encompasses the assessment, mitigation and continued

Safety Assurance Report

A structured argument, supported by a body of evidence that provides a

management process, such as testing prior to entry-into- service. Depending

Safety Performance Indicators and targets

Is the DOAS process to review a submission on a significant change in a

The possible consequences of an unsafe event or condition.

Surface Movement Guidance Control System (SMGCS)

An SMGCS consists of the provision of guidance to, and control or regulation

 There are demonstrable benefits to travellers, users, and society, that

 The safety risk will be declared to affected parties in an appropriate

Traffic Density (from ICAO Doc 9476, SMGCS Manual)

Defined as Light, Medium or Heavy, as measured in the mean busy hour:

Medium: Of the order of 16 to 25 movements per runway or typically between

Heavy: Of the order of 26 or more movements per runway or typically more

As a member of ICAO, India has duties and responsibilities for regulating

1. The effective and uniformly applied implementation and enforcement of

2. The establishment of State acceptable levels of safety (ALoS).

3. Overseeing the performance of aviation safety within its own national

Furthermore, the obligations on the State regulator requires the establishment of

CE-1. Primary aviation legislation. The provision of a comprehensive and

CE-2. Specific operating regulations. The provision of adequate

The term “regulations” is used in a generic sense to include but is not

The term “State civil aviation system” is used in a generic sense to

CE-4. Technical personnel qualification and training. The establishment

CE-5. Technical guidance, tools and the provision of safety critical

Aerodrome Inspector's Handbook

Aerodrome Inspector's Handbook