AERODROMES JCAR- PART 139

APPENDEIX J
AERODROME MAINTENANCE

1 General

1.1 A maintenance program, including preventive maintenance, shall be

established at an aerodrome to maintain facilities in a condition which
does not impair the safety, regularity or efficiency of air navigation.

Note: Preventive maintenance is programmed maintenance work done in order to

prevent a failure or degradation of facilities.

Note: “Facilities” are intended to include such items as pavements, visual aids,
fencing, drainage and electrical systems and buildings.

1.2 The design and application of the maintenance program shall observe
Human Factors principles.

Note: Guidance material on Human Factors principles can be found in the ICAO
Human Factors Training Manual (Doc 9683) and in the Airport Services Manual (Doc
9137), Part 8.

2 Pavements

2.1 The surfaces of all movement areas including pavements (runways,

taxiways, and aprons) and (adjacent areas) shall be inspected and their
conditions monitored regularly as part of an aerodrome preventive and
corrective maintenance programme with the objective of avoiding and
eliminating any loose objects/debris that might cause damage to or impair
the operation of aircraft systems.

Note: See APPENDEX B paragraph 9.3 for inspections of movement areas.

Note: Guidance on carrying out daily inspections of the movement area is given in
the ICAO Airport Services Manual, Part 8, Manual of Surface Movement Guidance
and Control Systems (SMGCS).and the Advanced Surface Movement Guidance and
Control Systems (A-SMGCS) Manual.

Note: Additional guidance on sweeping/cleaning of surfaces is contained in the ICAO

Airport Services Manual, Part 9.

Note: Guidance on precautions to be taken in regard to the surface of shoulders is

given in Attachment A, Section 8, and the ICAO Aerodrome Design Manual (Doc
9157), Part 2.
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Note: Where the pavement is used by large aircraft or aircraft with tire pressures in
the upper categories referred to in 2.6.6(c), particular attention should be given to the
integrity of light fittings in the pavement and pavement joints.

2.2 The surface of a runway shall be maintained in a condition such as to

preclude formation of harmful irregularities.

Note: Refer to Attachment A, Section 5.

2.3 A paved runway shall be maintained in a condition so as to provide

surface friction characteristics at or above the minimum friction level
specified by the State.

Note: The Airport Services Manual (Doc 9137), Part 2, contains further information
on this subject, on improving surface friction characteristics of runways.

2.4 Runway surface friction characteristics for maintenance purpose shall be

periodically measured with a continuous friction measuring device using
self-wetting features. The frequency of these measurements shall be
sufficient to determine the trend of the surface friction characteristics of the
runway.

Note: Guidance on evaluating the friction characteristics of a runway is provided in

Attachment A, Section 7. Additional guidance is included in the ICAO Airport
Services Manual (Doc 9137), Part 2.

Note: The objective of 2.3 to 2.6 is to ensure that the surface friction characteristics
for the entire runway remain at or above a minimum friction level specified by the
State.

Note: Guidance for the determination of the required frequency is provided in

Attachment A, Section 7 and in the Airport Services Manual (Doc 9137), Part 2,
Appendix 5.

2.5 Corrective maintenance action shall be taken to prevent the runway

surface friction characteristics for either the entire runway or a portion
thereof from falling below the specified minimum friction level.

Note: A portion of runway in the order of 100 m long may be considered significant
for maintenance or reporting action.

2.6 When there is reason to believe that the drainage characteristics of a

runway, or portions thereof, are poor due to slopes or depressions, then
the runway friction characteristics shall be assessed under natural or
simulated conditions that are representative of local rain and corrective
maintenance action shall be taken as necessary.
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2.7 When a taxiway is used by turbine-engined airplanes, the surface of the

taxiway shoulders shall be maintained so as to be free of any loose stones
or other objects that could be ingested by the airplane engines.

Note: Guidance on this subject is given in the ICAO Aerodrome Design Manual (Doc
9157), Part 2.

3 Removal of contaminants

3.1 Snow, slush, ice, standing water, mud, dust, sand, oil, rubber deposits
and other contaminants shall be removed from the surface of runways in
use as rapidly and completely as possible to minimize accumulation.

Note: The above requirement does not imply that winter operations on compacted
snow and ice are prohibited. Guidance on snow removal and ice control and removal
of other contaminants is given in the Aerodrome Services Manual (Doc 9137), Parts
2 and 9.

3.2 Taxiways shall be kept clear of snow, slush, ice, etc., to the extent
necessary to enable aircraft to be taxied to and from an operational
runway.

3.3 Aprons shall be kept clear of snow, slush, ice, etc., to the extent
necessary to enable aircraft to maneuver safely or, where appropriate,
to be towed or pushed.

3.4 Whenever the clearance of snow, slush, ice, etc., from the various
parts of the movement area cannot be carried out simultaneously, the
order of priority after the runway(s) in use shall be set in consultation
with the affected parties such as rescue and fire fighting service and
documented in a snow plan.

Note: See Annex 15, Appendix 1, Part 3, AD 1.2.2 for information to be promulgated
in an AIP concerning a snow plan. Doc 8126, Chapter 5 contains guidance on the
description of a snow plan including general policy concerning operational priorities
established for the clearance of movement areas.

Note: Doc 9137, Part 8, Chapter 6 specifies that an aerodrome snow plan clearly
define, inter alia, the priority of surfaces to be cleared.

3.5 Chemicals to remove or to prevent the formation of ice and frost on

aerodrome pavements shall be used when conditions indicate their use
could be effective. Caution shall be exercised in the application of the
chemicals so as not to create a more slippery condition.

Note: Guidance on the use of chemicals for aerodrome pavements is given in

the ICAO Airport Services Manual (Doc 9137), Part 2.
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3.6 Chemicals which may have harmful effects on aircraft or pavements,

or chemicals which may have toxic effects on the aerodrome
environment, shall not be used.

4 Runway pavement overlays

Note: The following specifications are intended for runway pavement overlay projects
when the runway is to be returned temporarily to an operational status before
resurfacing is complete. This may necessitate a temporary ramp between the new
and old runway surfaces. Guidance on overlaying pavements and assessing their
operational status is given in the ICAO Aerodrome Design Manual (Doc 9157),
Part 3.

4.1 The longitudinal slope of the temporary ramp, measured with

reference to the existing runway surface or previous overlay
course, shall be:

a) 0.5 to 1.0 per cent for overlays up to and including 5 cm in thickness;

and

b) not more than 0.5 per cent for overlays more than 5 cm in thickness.

4.2 Overlaying shall proceed from one end of the runway toward the other
end so that based on runway utilization most aircraft operations will
experience a down ramp.
4.3 The entire width of the runway shall be overlaid during each work
session.
4.4 Before a runway being overlaid is returned to a temporary operational
status, a runway center line marking conforming to the specifications in
Section appendix E paragraph 2.3 shall be provided. Additionally, the
location of any temporary threshold shall be identified by a 3.6 m wide
transverse stripe.

4.5 The overlay shall be constructed and maintained above the minimum
friction level specified in 2.3.

5 Visual aids

Note: These specifications are intended to define the maintenance performance level
objectives. They are not intended to define whether the lighting system is
operationally out of service.

Note: The energy savings of light emitting diodes (LEDs) are due in large part to the
fact that they do not produce the infra-red heat signature of incandescent lamps.
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Aerodrome operators who have come to expect the melting of ice and snow by this
heat signature may wish to evaluate whether or not a modified maintenance
schedule is required during such conditions, or evaluate the possible operational
value of installing LED fixtures with heating elements.

Note: Enhanced vision systems (EVS) technology relies on the infra-red heat
signature provided by incandescent lighting. Annex 15 protocols provide an
appropriate means of notifying aerodrome users of EVS when lighting systems are
converted to LED.

5.1 A light shall be deemed to be unserviceable when the main beam average
intensity is less than 50 per cent of the value specified in the appropriate
figure in Appendix B. For light units where the designed main beam
average intensity is above the value shown in Appendix B, the 50 per cent
value shall be related to that design value.

5.2 A system of preventive maintenance of visual aids shall be employed

to ensure lighting and marking system reliability.

Note: Guidance on preventive maintenance of visual aids is given in the ICAO

Airport Services Manual (Doc 9137), Part 9.

5.3 The system of preventive maintenance employed for a precision approach

runway category II or III shall include at least the following checks:

a) visual inspection and in-field measurement of the intensity, beam

spread and orientation of lights included in the approach and runway
lighting systems;

b) control and measurement of the electrical characteristics of each

circuitry included in the approach and runway lighting systems; and

c) control of the correct functioning of light intensity settings used by air

traffic control.

5.4 In-field measurement of intensity, beam spread and orientation of lights

included in approach and runway lighting systems for a precision
approach runway category II or III shall be undertaken by measuring all
lights, as far as practicable, to ensure conformance with the applicable
specification of Appendix L.
5.5 Measurement of intensity, beam spread and orientation of lights
included in approach and runway lighting systems for a precision
approach runway category II or III shall be undertaken using a mobile
measuring unit of sufficient accuracy to analyze the characteristics of
the individual lights.
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5.6 The frequency of measurement of lights for a precision approach

runway category II or III shall be based on traffic density, the local
pollution level, the reliability of the installed lighting equipment and the
continuous assessment of the results of the in-field measurements but
in any event shall not be less than twice a year for in-pavement lights
and not less than once a year for other lights.
5.7 The system of preventive maintenance employed for a precision
approach runway category II or III shall have as its objective that,
during any period of category II or III operations, all approach and
runway lights are serviceable, and that in any event at least:
a) 95 per cent of the lights are serviceable in each of the following
particular significant elements:
1) precision approach category II and III lighting system, the inner 450
m;
2) runway center line lights;
3) runway threshold lights; and
4) runway edge lights;

b) 90 per cent of the lights are serviceable in the touchdown zone lights;

c) 85 per cent of the lights are serviceable in the approach lighting system
beyond 450 m; and

d) 75 per cent of the lights are serviceable in the runway end lights.

In order to provide continuity of guidance, the allowable percentage of

unserviceable lights shall not be permitted in such a way as to alter the
basic pattern of the lighting system. Additionally, an unserviceable light
shall not be permitted adjacent to another unserviceable light, except in a
barrette or a crossbar where two adjacent unserviceable lights may be
permitted.

Note: With respect to barrettes, crossbars and runway edge lights, lights are
considered to be adjacent if located consecutively and:

— laterally: in the same barrette or crossbar; or

— longitudinally: in the same row of edge lights or barrettes.

5.8 The system of preventive maintenance employed for a stop bar provided
at a runway-holding position used in conjunction with a runway intended
for operations in runway visual range conditions less than a value of 350
m shall have the following objectives:

a) no more than two lights will remain unserviceable; and

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b) two adjacent lights will not remain unserviceable unless the light
spacing is significantly less than that specified.

5.9 The system of preventive maintenance employed for a taxiway intended

for use in runway visual range conditions less than a value of 350 m shall
have as its objective that no two adjacent taxiway center line lights be
unserviceable.

5.10 The system of preventive maintenance employed for a precision approach

runway category I shall have as its objective that, during any period of
category I operations, all approach and runway lights are serviceable,
and that in any event at least 85 per cent of the lights are serviceable in
each of the following:

a) precision approach category I lighting system;

b) runway threshold lights;

c) runway edge lights; and

d) runway end lights.

In order to provide continuity of guidance an unserviceable light shall not

be permitted adjacent to another unserviceable light unless the light
spacing is significantly less than that specified.

Note: In barrettes and crossbars, guidance is not lost by having two adjacent
unserviceable lights.

5.11 The system of preventive maintenance employed for a runway meant for
take-off in runway visual range conditions less than a value of 550 m
shall have as its objective that, during any period of operations, all
runway lights are serviceable and that in any event:

a) at least 95 per cent of the lights are serviceable in the runway center
line lights (where provided) and in the runway edge lights; and

b) at least 75 per cent of the lights are serviceable in the runway end
lights.

In order to provide continuity of guidance, an unserviceable light shall not

be permitted adjacent to another unserviceable light.

5.12 The system of preventive maintenance employed for a runway meant for
take-off in runway visual range conditions of a value of 550 m or greater
shall have as its objective that, during any period of operations, all runway
lights are serviceable and that, in any event, at least 85 per cent of the
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lights are serviceable in the runway edge lights and runway end lights. In
order to provide continuity of guidance, an unserviceable light shall not be
permitted adjacent to another unserviceable light.

5.13 During low visibility procedures the designated authority shall restrict
construction or maintenance activities in the proximity of aerodrome
electrical systems.