TECHNICAL GUIDANCE MATERIAL

Maintenance for Aerodrome Civil

Infrastructure
ADVISORY CIRCULAR

SUBJECT: TGM FOR MAINTENANCE FOR AERODROME CIVIL INFRASTRUCTURE

DATE: 25 FEBRUARY 2019

REFERENCE:

i. CARs Part 139

ii. CATs Part 139
iii. ICAO Annex 14 Volume 1. Aerodrome design and operations
iv. ICAO Doc 9157 - AN/901 Aerodrome Design Manual Part 3 Pavements
v. ICAO Doc 9137 - AN/898 Airport Services Manual Part 2 Pavement Surface Conditions
vi. ICAO Doc 9137 - AN/898 Airport Services Manual Part 3 Wildlife Control and Reduction
vii. ICAO Doc 9137 - AN/898 Airport Services Manual Part 8 Airport Operational Services
viii. ICAO Doc 9137 - AN/898 Airport Services Manual Part 9 Airport Maintenance Practices
ix. ICAO Doc 9683 - AN/950 Human Factor Training Manual
x. ICAO Doc 9476 - AN/927 Manual of Surface Movement Guidance and Control Systems
xi. ICAO Doc 9870 - Manual on the prevention of Runway Incursions

1. APPLICABILITY

1.1. This guidance material is applicable to all aerodromes that have submitted an Aerodrome Manual to the South
African Civil Aviation Authority (SACAA) for acceptance and recommendation.
1.2. This guidance is recommended to all other licensed aerodromes to guide the development of a maintenance
program.

2. PURPOSE

The purpose of this advisory circular is to:

2.1. Outline the procedures that should be used for undertaking civil infrastructure inspections;
2.2. Define the criteria by which maintenance and inspections should be assessed on movement areas and
2.3. Inform about standards, practices and procedures that has been found to be an acceptable means of compliance
with the related regulations.

An acceptable means of compliance is not intended to be the only means of compliance with a regulation, and
consideration will be given to other methods of compliance that may be presented to the SACAA. When new standards,
practices, or procedures are found to be acceptable they will be added to the appropriate advisory circular.

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3. OVERVIEW

While some hazardous aerodrome conditions develop virtually instantaneously, others are gradual. It is important
therefore to have a comprehensive aerodrome inspection program to ensure:
3.1. All areas are systematically checked for compliance with established requirements;
3.2. Any deficiencies are identified and effective remedial measures are put in place before small defects develop into
significant safety hazards.

4. PART A - AREAS TO BE INCLUDED IN THE MAINTENANCE PROCEDURE

4.1. Foreign Object debris (FOD)

4.1.1. It is important in the interests of safety to keep runways, taxiways and aprons clear of loose stones or
other objects and debris that could cause damage to aircraft or engines, or impair the operation of
aircraft systems. Certain aircraft engines are extremely susceptible to damage as a result of foreign
object ingestion. Other damages may include that may arise from the presence of FOD on movement
areas are damages to tires. Serious accidents have resulted from tires being punctured by a metal
object on a runway.
4.1.2. Apart from the safety aspect, unscheduled replacement of parts or components damaged by debris will
result in economic consequences for the aircraft operators. The cleanliness of the surface of the
movement area is a matter of continuous concern and attention must be given to it by the aerodrome
authority.
4.1.3. All personnel involved in operations on the aerodrome movement area, maintenance hangars and
aircraft turnarounds have equal responsibility to ensure that their particular operation does not give rise
to FOD. Likewise, every member of staff should act when they detect FOD, either by removing it,
should that be safe to do so, or reporting it immediately to the appropriate authority. Above all, FOD
should be prevented.
4.1.4. FOD prevention should be included in the induction and continuation training programmes, for all
airside, maintenance and hangar staff. Specific procedures for the elimination of the risk of FOD
should be implemented and working practices that pose a high risk of providing FOD should be
reviewed.
4.1.5. Close co-operation between aerodrome license holders, aircraft operators and their service partners
should also be adopted. The topic of FOD should be a standing agenda item for all committee meeting
were all users of the aerodrome are present and also for internal safety meetings.
4.1.6. Aerodrome license holders should regularly review their FOD policy and assure themselves that it
remains effective. They should also ensure that any third party operation on the aerodrome can
demonstrate a satisfactory level of FOD awareness and that their working procedures do not increase
the likelihood of FOD.
4.1.7. Particular care is needed in the maintenance of the surfaces of manoeuvring areas, especially where
the pavement shows any signs of deterioration or damage.
4.1.8. Pavements should be adequately sealed and joints properly filled to allow for effective sweeping
without forming a trap for debris. Where provided, runway and taxiway shoulders should also be
adequately sealed and care exercised to minimize the risk of ingestion into turbine engines of
vegetation, grass cuttings and debris that can result from erosion of the surface by overhanging turbine
engines.
4.1.9. It is possible for stones to be thrown onto runways and taxiways during grass cutting or other work on
areas adjacent to paved surfaces and the potential hazard to aircraft that this presents should be
minimized by frequent inspections during such activities, sweeping as necessary.
4.1.10. Sand used to clean fuel and oil spillage from aprons is a potential cause of turbine engine and
propeller damage and should be removed immediately after use.
4.1.11. Where construction work is in progress on aerodromes, the use of the movement area by construction
vehicles should be prohibited as far as possible. On completion of the construction all debris, piles of
dirt or rubble must be removed from the surrounding areas.
4.1.12. Polythene bags and paper on aprons is a potential source of damage to engines through ingestion.
Suitably covered FOD bins should be provided, in sufficient numbers, by the aerodrome authority.

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 4.1.13. The origin of the debris on the movement area must be determined and remedial measures taken with
those responsible.
4.1.14. Training of all personnel to include the identification and elimination of FOD must be considered by all
concerned parties that is responsible for the maintenance of the aerodrome.

4.2. Paved Surfaces

4.2.1. The surfaces of all movement areas including pavements (runways, taxiways and aprons) and
adjacent areas (strip areas) are critical and it is in the aerodrome operator’s interest to minimize
hazards to aircraft to ensure the safe operation of the aerodrome. As such the pavements must be
preserved in a suitable condition for the particular demands of aircraft operations.
4.2.2. As with all aerodrome assets, the most effective means of preserving these pavements in a suitable
condition is to implement appropriate inspection and maintenance programmes and procedures. The
conditions of the surfaces must be monitored regularly as part of an aerodrome predictive, preventive
and corrective maintenance programme with the objective of avoiding and eliminating any loose
objects/debris that might cause damage to aircraft or impair the operation of aircraft systems.
4.2.3. Timely and disciplined core runway inspections should be carried out at regular intervals. Suitable
procedures to ensure that such inspections are undertaken effectively must be established. Regular
inspections should be executed to ensure that an appropriate level of compliance and safety is
maintained at all times.

4.3. Unpaved Areas

4.3.1. The maintenance of unpaved areas will ultimately reduce the chances of damages from the following;
Ponding and lessened compacted surface strength, erosion of the earth materials resulting in uneven
surfaces and also the flush manner in which the paved and unpaved areas adjoin.
4.3.2. Vegetation on unpaved areas must be monitored with the maintenance of such areas. Any vegetation
that will result in uneven surfaces or that will grow in a manner that poses as an object that may cause
damage to aircraft must be carefully considered when maintenance is carried out on unpaved areas.
4.3.3. Any object that must be sited in the unpaved areas, for the purposes of navigational aids, must
demonstrate frangibility from the manufacturer.
4.3.4. Ruts, depressions, humps or variations from the normal smooth surface that could present a hazard to
aircraft must be avoided. Also there must be no objects in these areas, except those that must be
located there because of their function (for example, runway lights, signs, or navigation aids) and the
base for any equipment is at the same level as the surrounding safety area.
4.3.5. The ground in the strip areas must be maintained to ensure that it has not been eroded from around
light bases, manhole covers, or other fittings that should be flush with the surface.

4.4. Airport Security

4.4.1. The movement area of the airport must be protected by a fence or other suitable barrier to prevent or
deter the premeditated unauthorized access onto the airport. The barrier must also deter access of
animals big enough to cause damage to aircrafts operating on the aerodrome.
4.4.2. All gates to the movement area of the airport must be kept locked. If not locked, there must be a
security guard at all times at the unlocked gate.

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 4.4.3. Maintenance of the provided barrier must put measures in place to ensure the prevention or
deterrence of all mentioned access to the airport.
4.4.4. The maintenance of the barrier must take into account the presence of wildlife and where relevant, the
presence of residential areas in close proximity with the aerodrome.
4.4.5. If there are increased animal activities, the frequency of the inspections must be increased to ensure
that access of such animals is deterred to access the aerodrome.

4.5. Safety Areas

4.5.1. The safety areas must be maintained in a manner similar to the unpaved areas with regards to the
presence of objects and the flush manner the area adjoins other surfaces.
4.5.2. The surface of different safety areas must be completed and maintained in different conditions that will
serve the purpose for which the area is intended.

4.6. Markings

4.6.1. The markings on runways must be visible and must be white.

4.6.2. The markings on taxiways, runway turn pads and aircraft stand markings must be maintained in a
visible manner and must be yellow.
4.6.3. Apron safety lines must be maintained in a conspicuous colour which contrasts with the colour used for
aircraft stand markings.
4.6.4. Care should be communicated and exercised when contractors are performing repainting of markings,
to not change the position of markings.

4.7. Signs

4.7.1. Signs form part of navigational aids and SMCGS that are typically sited on safety areas. The
frangibility must also be considered.
4.7.2. The signs must always portray a message that will be clear to all users of the airside including vehicle
operators and pilots.
4.7.3. Care should be taken when the panels of the signs are removed for cleaning. When returned, the signs
must still portray the message that is correct.

4.8. Drainage

4.8.1. The drainage system must be maintained to ensure that none of the drains are blocked.
4.8.2. The maintenance of the entire drainage system must be scheduled accordingly to ensure that drains in
different parts of the airside are adequately inspected and maintained to perform the tasks they were
designed for.

5. PART B: MAINTENANCE

5.1. Corrective Maintenance

Corrective maintenance includes activities that are required to slow down or prevent deterioration. These activities
are prompted by findings/defects observed during regular inspections or at any given time. The correction of any
defects must be carried out timeously based on the severity of the defect. The reported defects and their correction
must be documented and records kept at the aerodrome. Keeping and observing such records will assist for the
research of life cost cycles of infrastructure and thus helpful when trends of certain facilities are analyzed for future
use or improvements.

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5.2. Preventative maintenance

Preventative maintenance is programmed maintenance work done in order to prevent a failure or degradation of
facilities. The work is pre-planned and may include regular painting of critical markings that fall in the area of
touchdowns of aircrafts.

5.3. Predictive maintenance

Predictive maintenance is programmed maintenance where the inspections use tools/ machinery to predict any
defects that may occur. This type of maintenance can be used to plan for large projects to prevent any defects from
occurring.

6. PART C: INSPECTIONS

There are numerous systems that may be used to report defects observed during inspections. Any method that an
aerodrome decides on must proof effectiveness in the manner which the defects are identified and the correction thereof.

6.1. Regular inspections will allow for maintenance activities to be completed on a more proactive basis. Inspections
shall, inter alia, address the following items:

6.1.1. Inspection of the paved surfaces conditions, including water drainage characteristics on the runway as
well as on the adjacent runway strip areas and runway end safety areas;
6.1.2. FOD detection and removal;
6.1.3. Aeronautical ground lighting fittings within or adjacent to the pavement, including the structural integrity
of the fittings;
6.1.4. Signage, markings and other visual aids;
6.1.5. Cleared and graded areas, such as runway strip areas and runway end safety areas;
6.1.6. The perimeter fence.

6.2. Inspectors should fluctuate the patterns of the inspections. Although fixed inspection patterns, may be easy to learn
and execute, they do not always provide for an adequate inspection. The use of such fixed inspection patterns can
lead to complacency and to the possibility of missing items that are in need of correction. When conducting an
inspection on a runway and when there is time to do only one pass on that runway, inspection personnel, whenever
practical, should drive towards the direction of landing aircraft with high intensity flashing beacon and headlights on
day and night. This practice will enable the inspection personnel to see approaching aircraft and improve visibility of
the vehicle to pilots. However, runway inspections must be done in both directions.

6.3. Each person or agency involved in runway inspections must have a clear understanding of what is involved and
how to carry out the task safely.

6.4. The aerodrome license holder shall ensure that runway inspection procedures are addressed in the Aerodrome
Manual.

6.5. Daily Inspections

6.5.1. A minimum of three (3) inspections per day must be conducted on the movement area.
6.5.2. Inspections may be undertaken from a moving vehicle traveling at a speed suitable to the task.

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6.6. Weekly Inspections

6.6.1. All aerodrome pavements within the movement area should be inspected in more detail at least once a
week.
6.6.2. These inspections of the pavements should give particular attention to areas subject to high loads such
as departure taxiways, apron parking stands, take-off taxiways and runway intersections and runway
touchdown areas. Inspections should preferably be conducted on foot, but may be done from a slow
moving vehicle.
6.6.3. The plan to implement maintenance should concentrate on problematic areas observed and on the
status of the pavement areas, strip areas and their deterioration in relation to the design, maintenance
and minimum levels of compliance.

6.7. Annual Inspections

All pavements within the movement area should be inspected at least once a year by a professional qualified
engineer. These inspections should preferably be done on foot and should cover the whole of the movement area.

6.8. Special inspections

6.8.1. Special inspections of activities and facilities should be conducted after receipt of a complaint or when
an unusual condition or unusual event occurs on the aerodrome, such as a significant meteorological
event or an accident or incident.
6.8.2. Special inspections should also be conducted at the end of construction activity to ensure that there
are no unsafe conditions present related to the construction activity. A special inspection should be
conducted prior to construction personnel leaving the aerodrome in the event that corrective actions
are necessary.
6.8.3. Since grass should be removed immediately after mowing as a protection against birds and for other
safety reasons, the strip areas must be inspected following grass being cut to ensure that all grass is
removed.
6.8.4. Whenever a unique type aircraft for which the infrastructure is not licensed operates on the aerodrome,
an inspection should be scheduled prior to the aircraft landing, taking off, taxiing and parking. Another
inspection should be schedule after the operations take place to ensure that the infrastructure has not
sustained any damage from the landing, taxiing, parking or taking off of the said aircraft. Any affected
area must be inspected to ensure no contamination to the surface and subsurface did not occur and
that other aircrafts will not sustain damage from operating on the affected area.
6.8.5. Special inspections must also be documented on the appropriate portions of the regularly scheduled
inspection checklist.

6.9. Detailed Pavement Inspection and Evaluation

6.9.1. The inspection procedures described previously addresses the functional condition of the surface of
the aerodrome pavement, but does not consider the structural condition of the pavement as a whole. In
order to monitor the change in the condition of the aerodrome pavements over time, it is recommended
that the aerodrome operator establishes a formal index to define pavement condition.
6.9.2. The aerodrome operator should review declared PCN values in the light of the functional condition of
the pavement structure, as the strength of the pavement can deteriorate over its lifespan.
6.9.3. A visual pavement inspection of the functional condition thereof is recommended to be undertaken
every 3 years and a detail pavement structural investigation when relatively large cracks and/or rutting
in the runway surfacing appear.

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 6.9.4. Information gathered from these inspections can be used to create a system such as a pavement
management system, which will aid in the ability to predict, plan and budget for future maintenance
work.

6.10. Runway friction and the presence of water

6.10.1. The surface of all the runways must be monitored regularly to ensure that the friction levels meet the
minimum level of compliance. Friction must be tested as follows and as per ICAO Doc 9137 part 2 A2-
1;

DAILY TURBO-JET
ANNUAL AEROPLANE WEIGHT FOR
AEROPLANE ARRIVALS FRICTION TESTING
RUNWAY END (MILLION KG)
FOR RUNWAY END
Less than 15 Less than 447 Once per year
16 to 30 448 to 838 Once every six months
31 to 90 839 to 2404 Once every three months
91 to 150 2405 to 3969 Once every month
151 to 210 970 to 5 535 Every two weeks
Greater than 210 Greater than 5535 Once every week
Table 1: Frequency of runway visual inspection surveys

6.10.2. The friction levels must be compliant with the table below depending on the method used to test friction
characteristics;

Test Test tire Test Test water Design Minimum

Maintenance
Test equipment tire pressure Speed depth objective new friction
planning level
type (KPa) (km/h) (mm) surface level
Mu-meter trailer A 70 65 1.0 0,72 0,52 0,42
A 70 95 1.0 0,66 0,38 0,26
Skiddometer
B 210 65 1.0 0,82 0,60 0,50
Trailer
B 210 95 1.0 0,74 0,47 0,34
Surface Friction
B 210 65 1.0 0,82 0,60 0,50
Tester Vehicle
B 210 95 1.0 0,74 0,47 0,34
Runway Friction
B 210 65 1.0 0,82 0,60 0,50
Tester Vehicle
B 210 95 1.0 0,74 0,54 0,41
TATRA Friction
B 210 65 1.0 0,76 0,57 0,48
Tester Vehicle
B 210 95 1.0 0,67 0,52 0,42
Grip Tester Trailer C 140 65 1.0 0,74 0,53 0,43
C 140 95 1.0 0,64 0,36 0,24
Table 2: Friction levels for new and existing runway surfaces

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 6.10.3. Whenever water is present on a runway, a description of the runway surface conditions should be
made available using the following terms:

a. DAMP The surface shows a change of colour due to moisture.

b. WET The surface is soaked but there is no standing water.
c. STANDING For aircraft performance purposes, a runway where more than 25 per cent of the runway
WATER surface area (whether in isolated areas or not) within the required length and width being used
is covered by water more than 3 mm deep.
Table 3: Measuring Standing Water on the runway surfaces

6.10.4. The reporting of the presence of water on the surface must also include the slipperiness of the runway.
This condition is not only determined by the friction characteristic, but may also be as a result of rain
falling on a surface that has presence of contaminants such as dust following long periods of no rain.
When the initial rainfall on a runway, following a prolonged dry spell, it results in a very slippery
condition that is unrepresentative of the overall wet friction characteristics of the runway. This situation
is a temporary one which remedies itself as further rainfall washes the runway’s surface. It is believed
to be caused by the emulsification of dirt and other deposits which are precipitated onto the runway
and which may originate from adjacent industrial complexes. A similar phenomenon has, however,
been observed on runways located in desert or sandy areas, and also in humid tropical climates where
microscopic fungoid growths are believed to be responsible. When such conditions are known to exist,
then friction measurements should be made as soon as it is suspected that the runway may have
become slippery and should be continued until the situation has corrected itself.

6.11. Personnel conducting the inspections

6.11.1. The holder of an aerodrome license must have procedures to ensure that personnel performing
aerodrome inspections are appropriately trained. The procedures need to assess and maintain the
competence of these personnel.
6.11.2. The personnel need to be familiar with, and follow the established procedures for carrying out
inspection on an operational aerodrome including correct radio communication procedures and
techniques for those facilities and equipment that they are inspecting.
6.11.3. The personnel must be familiar with any identified deficiencies found during previous inspections and
which are not yet rectified and if construction is in process, be familiar with the method of work plan
(MOWP) and safety plan for the project.

7. PART D: DOCUMENTATION

7.1. The procedure of inspections must include, but not limited to, the details of the inspections for each area that is
inspected, a reporting system and remedial actions necessary to address the defects by the responsible
department or person for each task and for further action. The timeframe in which a defect is allowed to stand not
corrected as per a severity rating given to each defect.

7.2. All aerodrome inspections, maintenance activities and matters arising from such must be formally documented by
the aerodrome license holder and records maintained for future reference.

7.3. Each inspection must include a reporting mechanism to ensure that appropriate action is taken.

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7.4. Competency and qualification

7.4.1. Each team of inspection must include at least one personnel qualified in civil engineering and built
environment.
7.4.2. The aerodrome must also satisfy itself that such personnel is familiar with the layout and culture of the
aerodrome.

8. PART E: CHECKLISTS

8.1. While the format of checklists may vary, it is important to develop a checklist that is relevant to the aerodrome and
its operation. The checklist format needs to clearly record the status or condition of every inspected item.

8.2. When preparing a checklist, the relevant requirements of Part 139, including all appendices, should be reviewed to
ensure all applicable requirements have been identified.

8.3. For consistent interpretation of requirements, a checklist can include the standard, or a reference to the standard.

8.4. A checklist should identify the type of inspection, who carried it out, the date and the result for every item checked
(whether compliant or not compliant) with comments if needed. Following completion of the inspection the checklist
should be signed to confirm it has been carried out in accordance with procedures. The use of electronic checklists
with the results and deficiencies stored on an electronic database is acceptable.

8.5. If certain inspectors will be responsible for only certain items, separate checklists pertinent to those areas may be
developed. If necessary a sketch of the aerodrome should accompany the checklist to record the location of any
problem.

8.6. Deficiencies found during an inspection should be recorded, with sufficient detail to ensure appropriate remedial
action can be taken. It is suggested that photographs are used to support and clarify the nature of the deficiency.

9. PART F: INDEX

9.1. Grass height in the strip area = 10cm and dependent on the bird species.

9.2. The height of the grass in the strip area must be kept at a height that will not obscure navigational aids that are
sited in the unpaved safety areas.

9.3. Landing runway friction= Dependent on the method used for testing find different levels as per the friction test result
levels. Table 2 given under Part C, of the advisory circular. These levels depend on the method of testing.

9.4. PCN = must not be less that the highest ACN operating at the aerodrome. For those operations in which magnitude
of overload and/or the frequency of use do not justify a detailed analysis, the following criteria are suggested for
pavements, occasional movements by aircraft with ACN not exceeding 10 per cent above the reported PCN should
not adversely affect the pavement.

-- END ---

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DEVELOPED BY:

N MOJELA 25 FEBRUARY 2019

SIGNATURE OF M: ADI NAME IN BLOCK LETTERS DATE

REVIEWED & VALIDATED BY:

N NKABITI 25 FEBRUARY 2019

SIGNATURE OF SM: AD&F NAME IN BLOCK LETTERS DATE

APPROVED BY:

G H BESTBIER 25 FEBRUARY 2019

SIGNATURE OF E: AI NAME IN BLOCK LETTERS DATE

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