AMC1 ADR.OPS.B.070(c)(5) Aerodrome works safety

• ED Decision 2024/004/R found in: Aerodromes (139/2014) Part-ADR.AR Part-ADR.OR Part-ADR.OPS CS-ADR-DSN CS-HPT-DSN (Dec 2024)

AMC1 ADR.OPS.B.070(c)(5) Aerodrome works safety ED Decision 2024/004/R PROCEDURE FOR WORKSITE ESTABLISHMENT AND RETURN TO OPERATIONAL USE MARKING AND LIGHTING OF UNSERVICEABLE AREAS (a) The aerodrome operator should ensure that: (1) unserviceability markers are displayed whenever any portion of a taxiway, apron or holding bay is unfit for the movement of aircraft but it is still possible for aircraft to bypass the area safely; (2) on a movement area used at night, unserviceability lights should be used; (3) unserviceability markers and lights are placed at intervals sufficiently close so as to delineate the unserviceable area. When lights are used to mark temporary unserviceable areas at night or during reduced visibility conditions, these lights should mark the extremities of the area. A minimum of four such lights should be used, except where the area is triangular in shape where a minimum of three lights may be used. The number of lights should be increased when the area is large or of unusual configuration. At least one light should be installed for each 7.5 m of peripheral distance of the area. If the lights are directional, they should be orientated so that, as far as possible, their beams are aligned in the direction from which aircraft or vehicles will approach. Where aircraft or vehicles will normally approach from several directions, consideration should be given to adding extra lights or using omnidirectional lights to show the area from these directions; (4) unserviceability markers consist of conspicuous upstanding devices such as flags, cones or marker boards; (5) unserviceability markers and lights meet the specifications described in CS ADR.DSN.R.870; (6) existing markings leading into a worksite are masked or the route is closed; and (7) existing aeronautical ground lighting and signs leading into the worksite are extinguished or masked on the movement area when used at night or low visibility. WORKSITE RETURN TO OPERATIONAL USE (b) The procedure for returning the worksite to operational use should include at least the following: (1) the removal from the worksite of personnel, vehicles, plants and unserviceability lights and markers; (2) the inspection of the affected areas for operational serviceability including the condition of pavements, signs, lights and markings, presence of FOD or surface contaminants such as dirt, sand, or loose objects; and (3) the notification of relevant authorities or affected organisations, using suitable means of communication, including the cancellation of relevant NOTAMs; and (4) the use of appropriate checklists to record relevant actions. RUNWAY PAVEMENT OVERLAYS (c) The aerodrome operator should ensure that: (1) when a runway is to be returned temporarily to an operational status before resurfacing is complete, the longitudinal slope of the temporary ramp, measured with reference to the existing runway surface or previous overlay course, should be: (i) 0.5 to 1.0 %for overlays up to and including 5 cm in thickness; and (ii) not more than 0.5 % for overlays more than 5 cm in thickness. (2) Before a runway being overlaid is returned to a temporary operational status, a runway centre line marking, conforming to the applicable specifications included in the aerodrome certification basis of the aerodrome, should be provided. (3) The location of any temporary threshold should be identified by a 3.6-m wide transverse stripe. *[applicable from 24 May 2025 – ED Decision 2024/004/R]* ##### AMC1 ADR.OPS.B.070(c)(5) Aerodrome works safety *ED Decision 2024/004/R* **PROCEDURE FOR WORKSITE ESTABLISHMENT AND RETURN TO OPERATIONAL USE** MARKING AND LIGHTING OF UNSERVICEABLE AREAS (a) The aerodrome operator should ensure that: (1) unserviceability markers are displayed whenever any portion of a taxiway, apron or holding bay is unfit for the movement of aircraft but it is still possible for aircraft to bypass the area safely; (2) on a movement area used at night, unserviceability lights should be used; (3) unserviceability markers and lights are placed at intervals sufficiently close so as to delineate the unserviceable area. When lights are used to mark temporary unserviceable areas at night or during reduced visibility conditions, these lights should mark the extremities of the area. A minimum of four such lights should be used, except where the area is triangular in shape where a minimum of three lights may be used. The number of lights should be increased when the area is large or of unusual configuration. At least one light should be installed for each 7.5 m of peripheral distance of the area. If the lights are directional, they should be orientated so that, as far as possible, their beams are aligned in the direction from which aircraft or vehicles will approach. Where aircraft or vehicles will normally approach from several directions, consideration should be given to adding extra lights or using omnidirectional lights to show the area from these directions; (4) unserviceability markers consist of conspicuous upstanding devices such as flags, cones or marker boards; (5) unserviceability markers and lights meet the specifications described in CS ADR.DSN.R.870; (6) existing markings leading into a worksite are masked or the route is closed; and (7) existing aeronautical ground lighting and signs leading into the worksite are extinguished or masked on the movement area when used at night or low visibility. WORKSITE RETURN TO OPERATIONAL USE (b) The procedure for returning the worksite to operational use should include at least the following: (1) the removal from the worksite of personnel, vehicles, plants and unserviceability lights and markers; (2) the inspection of the affected areas for operational serviceability including the condition of pavements, signs, lights and markings, presence of FOD or surface contaminants such as dirt, sand, or loose objects; and (3) the notification of relevant authorities or affected organisations, using suitable means of communication, including the cancellation of relevant NOTAMs; and (4) the use of appropriate checklists to record relevant actions. RUNWAY PAVEMENT OVERLAYS (c) The aerodrome operator should ensure that: (1) when a runway is to be returned temporarily to an operational status before resurfacing is complete, the longitudinal slope of the temporary ramp, measured with reference to the existing runway surface or previous overlay course, should be: (i) 0.5 to 1.0 %for overlays up to and including 5 cm in thickness; and (ii) not more than 0.5 % for overlays more than 5 cm in thickness. (2) Before a runway being overlaid is returned to a temporary operational status, a runway centre line marking, conforming to the applicable specifications included in the aerodrome certification basis of the aerodrome, should be provided. (3) The location of any temporary threshold should be identified by a 3.6-m wide transverse stripe.