2.1 This chapter details the design requirements for land based aerodromes primarily used by fixed wing aircraft. However, where applicable, it also contains design requirements for integrating rotary wing operations into these aerodromes.
2.2 Baseline design standards for land based aerodromes are contained in the CASA Part 139 (Aerodromes) Manual of Standards 2019 (MOS Part 139) (September 2019) and the MOS Part 139H - Standards Applicable to the Provision of Aerodrome Rescue and Fire Fighting Services (MOS Part 139H) (January 2005). Where required, the Authority varies or prescribes supplementation to the baseline design standards for specific aerodrome design elements.
2.3 Where reference is made to CASA, within both the MOS Part 139 and the MOS Part 139H, consultation should be undertaken with the DASA if there is any ambiguity, or further clarification required in implementing these requirements. No consultation or contact with CASA should occur.
2.4 Where the CASA term ‘air transport operation’ is used within both the MOS Part 139 and the MOS Part 139H, it is to be interpreted as follows:
Air transport operation means a passenger transport operation, a cargo transport operation or a medical transport operation.
2.5 The aerodrome design requirements and the associated variations and supplementations defined by the Authority for each of the identified design elements detailed in Chapter 1 Annex A of this section, are described below.
2.6 Design requirements. The design of the physical characteristics of movement facilities, such as runways, ground movement, parking and loading areas, must comply with the requirements of MOS Part 139 (Aerodromes), Chapter 6, except for the following:
Paragraph 6.01 (6) does not contain design requirements and is therefore not applicable to Defence aerodrome certification.
Division 1 Runways – Application to emergency runways. Where only one runway is available on an aerodrome used regularly by fighter jets, an emergency runway may be required. If required, this emergency runway, which must be located on a specified taxiway, must meet the following design criteria:
Runway width. The taxiway on which the emergency runway is situated, must meet at least the requirements of a code 2B runway with Outer Main Gear Wheel Span of 4.5m up to but not including 6m. That is, the minimum width must be 23m.
Strip width. In accordance with an Aerodrome Reference Code (ARC) code number 2B non-instrument approach, the emergency runway strip must have a minimum width of 80m, centred on the taxiway.
RESA. A Runway End Safety Area (RESA) of 60m must be present at each end of the emergency runway.
Section 6.09 Runway surface. The following variations to the MOS Part 139 (Aerodromes) requirements for runway surfaces apply:
Paragraphs 6.0.9 (2), (3) and (6) contain maintenance verification requirements rather than design requirements and are therefore not applicable to Defence aerodrome certification.
Paragraph 6.09 (5) applies to all Defence certified aerodromes.
Surfaces near aircraft arresting systems. The runway surface within 60m of an aircraft arresting system, on both the approach and departure sides, must satisfy the requirements of UFC 3-260-01 Airfield and Heliport Planning and Design, section 3-17.2.2, as they apply to USAF aerodromes.
Skid resistance for taxiways used as emergency runways must be considered during design and recorded at construction and after any major surface treatment.
Paragraph 6.22 (2) does not contain design requirements and is therefore not applicable to Defence aerodrome certification.
Paragraph 6.25 does not contain design requirements and is therefore not applicable to Defence aerodrome certification.
Paragraph 6.26 (3) does not contain design requirements and is therefore not applicable to Defence aerodrome certification.
Division 4 - Application to military aprons. The MOS 139 requirements for aprons do not directly account for military special-purpose aprons, namely Operational Readiness Platforms (ORP), Explosive Ordnance Loading Aprons (EOLA) and Quick Reaction Alert Facilities (QRAF). In designing new military specific aprons or modifying existing aprons, the following Defence aerodrome requirements apply. Where the Authority prescribed requirements in this section conflict with the MOS 139 requirements, the requirements below take precedence.
Design requirements - ORP. ORPs must comply with the design requirements detailed in UFC 3-260-01, 6-8, Warm-Up Pad.
Design requirements - EOLAs. EOLAs must comply with the design requirements detailed in UFC 3-260-01, 6-10 Arm/Disarm Pads. The Director of Ordnance Safety (DOS) must be consulted on defining tailoring of these requirements for a specific aerodrome.
Design requirements - QRAF. QRAFs must comply with the design requirements detailed in UFC 3-260-01, 6-13 Alert Pad.
2.7 Where an aerodrome, to be frequently used by high-speed jet aircraft, cannot be designed to include adequate Runway End Safety Areas (RESA), an Aircraft Arresting System (AAS) is required to recover (stop) an aircraft during an emergency landing or an aborted take-off. AAS types that may be used on Defence aerodromes are:
aircraft arresting barriers, which engage and absorb the forward momentum of an aircraft by means of a net; and
hookcable AAS, which engage hook-equipped aircraft and absorb forward momentum by means of a cable deployed across the runway.
2.8 Design requirement. The AAS design must comply with the requirements of UFC 3-260-01 Airfield and Heliport Planning and Design, section 3-17, Aircraft Arresting Systems, except for the following:
Paragraph 3.17.1. The requirements applicable to USN and Marine Corps AAS are not applicable.
AAS must be designed and sited so that they do not compromise broader MOS 139 design requirements. To avoid AAS becoming obstacles to air navigation, AAS ‘huts’ must be located outside the graded portion of the runway strip.
2.9 Design requirement. The design of obstacle restrictions and limitations must comply with the requirements of MOS Part 139 (Aerodromes) Chapter 7, except for the following:
Paragraph 7.01(2). Obstacle data requirements must be obtained from AIS-AF, as the relevant Air Navigation Service Provider (ANSP).
Paragraph 7.02(1). Objects or structures, other than approved visual and navigational aids or Aircraft Arrestor Systems, must not be constructed or erected within the obstacle restriction area of an aerodrome without the written approval of the Authority. When making a determination on whether objects or structures should be considered an obstacle, the Authority will seek advice from E&IG Estate Planning – Land Planning.
Paragraph 7.03(4) Note. E&IG Estate Planning – Land Planning will provide advice to the Authority on development requests for buildings and other infrastructure to be built in the obstacle limitation surface of Defence aerodromes, beyond the aerodrome boundary.
Paragraphs 7.18-25 do not contain design requirements and are therefore not applicable to Defence aerodrome certification.
Emergency runways. Emergency runways must meet ARC code 2B non-instrument approach OLS requirements.
2.10 Design requirement. The design of visual aids provided by aerodrome markings, markers, signals, signs, wind direction indicators and so on must comply with the requirements of MOS Part 139 (Aerodromes), Chapter 8, except for the following:
Paragraph 8.27(3). The provision of Runway Threshold Identification Lights is optional.
Paragraph 8.29 (1)(b) and (3)(b) are not applicable to Defence aerodrome certification.
Paragraph 8.30 (1)(a) is not applicable to Defence aerodrome certification.
Figure 8.31 (2)-2 through 5. Requirements relevant to international air transport operations are not applicable to Defence aerodrome certification.
Paragraph 8.38 Note is not applicable to Defence aerodrome certification.
Paragraph 8.79 (4)(a) is not applicable to Defence aerodrome certification.
Paragraph 8.79 (7). Consultation should occur with the relevant Military Air Operators. For a Defence Aerodrome where there is a Joint User Deed or a lease, there is also a requirement to consult with the joint user or leased operator.
Paragraph 8.85 (1)(a) and (2)(a) are not applicable to Defence aerodrome certification.
Paragraph 8.93 MAGS with information. An additional common military information sign is TACAN.
Paragraph 8.109 (4) does not contain aerodrome design requirements and is therefore not applicable to Defence aerodrome certification.
Division 12 Helicopter areas on aerodromes. The dimensions discussed in Division 12 are based on consideration of single-main-rotor helicopters. For helicopter areas designed to accommodate tandem-rotor helicopters, the design will be determined by analysis on a case-by-case basis for the specific model(s) of helicopter(s), incorporating clearances for safety, including the basic requirement for a safety area and specified protection areas. For the appropriate safety clearances for Chinook CH-47, the Type 1 parking requirements detailed in Figure 6.6 of UFC 3-260-01 (4 Feb 19) must be met.
Emergency runways. An end bar and Permanent Survey Mark must be placed at each end of the emergency runway. The end bar is to be white and 0.45m thick. No other runway markings are required but additional markings may be applied if required by aerodrome stakeholders.
Distance to run markers. With the exception of multi-lane runways, sealed runways are to be equipped with distance to run marker boards. As illustrated in Annex A, the markers must:
be sited on both sides of each sealed runway
indicate the runway distance remaining in thousands of feet (the last three digits being omitted)
be numbered from the upwind end of the runway, increasing towards the beginning of the runway, the figure `1’ being 1 000 feet from the upwind end
be mounted vertically at right angles to the longitudinal axis of the runway and 18 m from the runway edge
be displaced 100 feet from their true position if it coincides with a taxiway intersection (or may be omitted if the 100 feet displacement is insufficient)
be not less than 15 m from the edge of a taxiway
account for the length of the runway being other than a multiple of 1 000 feet. Half the odd length must be used at each end of the runway for computing the position of the markers. For example, runway length = 9800 feet, odd length = 800 feet, DTRM Board `1’ = 1400 feet from each up wind end.
Distance to run marker board design. Marker boards must be designed so that they:
measure 1.8 m in height and 1.2 m in width
display numbers 1.5 m in height, 0.9 m in breadth with a stroke of 13 cm
display white numbers on a black background
are of frangible construction to reduce aircraft damage should impact occur
are illuminated to ensure readability at night and in adverse weather conditions.
Hookcable markers. On runways where hookcable AAS are installed, the position of the hookcable AAS is to be indicated by illuminated hookcable marker boards. As illustrated in Annex B, the markers must be:
placed on both sides of the runway in line with the hookcable pendant and equidistant from the runway centre line
positioned between 15 m and 23 m from the edge of the full strength pavement.
Hookcable marker board design. The hookcable marker boards must be designed so that they:
comprise a yellow or orange disc one metre in diameter on a black background
are visible for both runway directions
are of frangible construction to reduce aircraft damage should impact occur
are illuminated to ensure readability at night and in adverse weather.
Hookcable runway markings. On runways equipped with hookcable AAS, arresting system warning markings must be displayed on the runway at the point where the hookcable crosses the runway. The markings consist of a line of solid yellow circles 3 m in diameter located as shown at Annex C.
Navigation check point sign. A Navigation check point sign must be installed on the approach taxiway leading onto the threshold of a runway at airfields where a navigation facility is installed. The sign is to identify itself as a ‘TACAN CHECK’ or ‘POSITION CHECK’ and provide information for the respective navigational aid. Further detail of pavement marking and sign detail is provided at Annex D.
2.11 Design requirement. The design of aerodrome lighting must comply with the requirements of MOS Part 139 (Aerodromes), Chapter 9, except for the following:
Paragraph 9.01 (3). VASIS must be provided for all Defence certified aerodromes; however, T-VASIS and AT-VASIS are not acceptable design solutions. Double-sided PAPI should be installed, except where impractical to do so due to geometric constraints. In these situations a single-sided PAPI must be installed.
Paragraph 9.04 (4)(f). Defence also considers taxiway routes, for operations in conditions less than 800 m, to be essential.
Paragraph 9.06 does not include design requirements and is therefore not applicable to Defence aerodrome certification.
Paragraph 9.07 (3)-(6) do not include design requirements and are therefore not applicable to Defence aerodrome certification.
Paragraph 9.10. In addition to the MOS Part 139 (Aerodromes) defined requirements for visual aids provided by aerodrome lighting:
Where Defence aerodromes are required to provide lighting to support aircraft operating with Night Vision systems (known as Night Vision Imaging System (NVIS), Night Vision Device (NVD) or Night Vision Goggles (NVG)), the aerodrome lighting systems must satisfy compatibility requirements for the relevant Night Vision Imaging System (NVIS) Type and Class specified in use by all relevant aircraft. The aircraft systems NVIS Type and Class must align with those defined within DASDRM Section 3 Chapter 7.
The required capability for the Defence aerodrome must be defined and may be either ‘Friendly’ to NVIS operations or ‘Covert’. Friendly is defined as ‘NVD/NVG/NVIS Friendly - Lights that are specifically designed or adapted to be visible to both the unaided eye and to Night Vision Devices (NVDs), but which do not degrade, or minimally degrade, the performance of the NVDs in operational use.’ Covert is defined as ‘Covert - Lights that are designed to be invisible to the unaided eye but that are visible through NVDs.’
Lighting at aerodromes, that are required to be compatible with defined NVIS operations, must have controlled emissions in those visible and near infra-red regions of the spectrum that can interfere with the NVDs. Control is usually achievable by adding special filters to existing lights or by using lights with carefully controlled spectral emissions.
DASA has not yet recognised any standard or code applicable to Defence aerodromes that prescribe comprehensive NVIS design requirements. Designers must propose a standard / design requirements for Authority approval which provides a comprehensive basis for establishing the compatibility of aerodrome lighting systems with NVIS Friendly or Covert capability requirements.
While some standards may only require a ground test (or do not specify testing) to be conducted, flight test must be conducted to verify compliance with NVIS compatibility standards, particularly for helicopter NVIS operations.
Before any solid state technology is selected for use with any lighting system on a Defence aerodrome where it represents a change from incandescent lighting technology, or a new system is being introduced (e.g. for an additional runway, taxiway or apron), including obstacle lighting on and around an aerodrome, the Aerodrome Operator and all applicable Military Air Operators must be consulted to ensure that the NVIS capability requirements (either NVIS Friendly or Covert) are established when considering:
how the NVD will be utilised when operating from the aerodrome
expected visual guidance to be provided to the NVD by the aerodrome lighting system, and
implications of glare produced through their NVD.
Intensity settings below that of the lowest intensity setting used for normal visual guidance in accordance with MOS Part 139 (Aerodromes) may be applied to the aerodrome lighting as a whole, or any part of the aerodrome lighting, to suit the operational or training needs of any regular users of NVD at the aerodrome. For the purposes of this sub requirement, the requirements of paragraph 9.12(7) do not apply, and any ‘NVD intensity setting’ below the established minimum intensity setting for low intensity lighting is not to be considered as the minimum intensity for aerodrome visual lighting. Control of this ‘NDV intensity setting’ must be fully integrated into the aerodrome lighting control system and the details of these reduced settings and associated control must be fully documented either within the Aerodrome Manual directly, or by direct reference from the aerodrome design manual to relevant technical documentation held at the aerodrome.
Supplementary NVG/NVD/NVIS lighting applied in:
positions that correspond with visible lighting positions, or
configurations that conform to operational requirements must not interfere with the configuration, operation of, or visual guidance provided by visible spectrum lighting.
Guidance. DEF-STAN 02-587 is the Authority prescribed standard for Shipborne Heliport aviation lighting. Whilst not developed for land based aerodromes, designers and Defence aerodrome project offices may benefit from an awareness and understanding of the documented concepts within the initial sections of the standard.
Paragraph 9.12 (2) does not include design requirements and is therefore not applicable to Defence aerodrome certification.
Paragraph 9.12 (7) may not apply as detailed in paragraph 11.e (8) above.
Chapter 9 Division 4 – Obstacle Lighting. These requirements also apply to obstacles within the aerodrome’s OLS, which extends outside the aerodrome. The Authority does not regulate obstacle lighting on obstacles outside the aerodrome. Where such lighting is required, the Authority will engage with Defence Estate Planning to engage with the relevant landowners. Knowledge of potential safety hazards associated with such obstacles is required for Defence to meet its statutory obligations to eliminate or otherwise minimise risks so far as is reasonably practicable.
Paragraph 9.31 (9)(b) does not include design requirements and is therefore not applicable to Defence aerodrome certification.
Paragraph 9.36 does not include design requirements and is therefore not applicable to Defence aerodrome certification.
Paragraph 9.46 T-VASIS and AT-VASIS. Given the revised requirements discussed at paragraph 11 (a) above, these requirements do not apply.
Paragraph 9.47 Characteristics of T-VASIS Light Units. Given the revised requirements discussed at paragraph 11 (a) above, these requirements do not apply.
Chapter 9 Division 10 – Runway lights. Runway lighting must meet the requirements in Chapter 9, Division 10, except for the following:
Paragraph 9.51(13). Replace this requirement with the following: If a runway is provided with circling guidance lights and high intensity runway lights, then the provisions of ICAO Annex 14 Volume 1 Section 5.3.6 and Part 4, Chapter 7 of the ICAO Aerodrome Design Manual (Doc 9157) must be met.
Paragraph 9.53(1)(b). Replace this requirement with the following: have a main beam that is directed towards the threshold.
Paragraph 9.53(2). Replace this requirement with the following: If circling guidance lights are used in conjunction with subsection (1), they must conform to subsection 9.51(13).
Paragraph 9.59 (5)(e). The first sentence in Note 3 does not apply.
Chapter 9 Division 11 – Taxiway lights. Taxiway lighting must meet the requirements in Chapter 9, Division 12, except for the following:
Wherever possible, taxiway centreline lighting is preferred to taxiway edge lighting.
Paragraph 9.78(3). Replace this requirement with the following: Where additional visual cues are required to delineate apron edges at night, apron edge lighting may be provided to delineate the extremities of the apron area. Such lighting must comprise yellow lights, of no greater luminous intensity than the taxiway lights, regularly spaced at intervals not exceeding 30 m.
Paragraph 9.88 (2). For Defence aerodromes, C&SSPO must be consulted for details of the ILS critical and sensitive areas.
Paragraph 9.93. The requirements for the characteristics of apron edge lights must be met, except for the following:
for the application of apron edge lighting only, replace paragraph 9.93(1)(c) with the following: ‘show yellow’
for the application of apron edge lighting only, replace paragraph 9.93(1) (d) (ii) with the following: ‘at all angles in azimuth necessary to provide guidance to the pilot of an aircraft on the apron’.
Chapter 9 Division 12 – Apron Lights. Apron lighting must comply with the requirements set out in Chapter 9, Division 12, except for the following:
Paragraph 9.116(3)(a)(ii). Replace this paragraph with the following: for vertical illuminance at a parking position with an aerodrome reference code letter - a minimum lux rating in accordance with Table 9.116 (3) for the code letter, at a height of 2 m above the apron in the relevant parking direction, along the aeroplane centreline over the entire length of the parking position.
Paragraph 9.116(3)(b). Replace this paragraph with the following: at an aircraft parking position not intended for air transport operations:
a minimum lux rating for horizontal illuminance in accordance with Table 9.116 (3) for the code letter, with a uniformity ratio (average to minimum) of not more than 4:1
a minimum lux rating for vertical illuminance in accordance with Table 9.116 (3) for the code letter, at a height of 2 m above the apron in the relevant parking direction, along the aeroplane centreline over the entire length of the parking position.
In addition to paragraph 9.116 (4)(a): Verification test measurements must be taken and recorded using a grid with a maximum spacing of 5m between measuring points.
In addition to paragraph 9.116 (4)(b): Two averages must be measured, one for each of the opposing directions, using a maximum spacing of 5m between measuring points.
In addition to paragraph 9.116 (4): Add the following: (c) Vertical Illuminance Characteristics of a parking position: To confirm the characteristics of Vertical Illuminance lux levels across the entire parking position, design modelling and subsequent verification test measurements must be taken and recorded using a grid with a maximum spacing of 5m between measuring points. Two readings must be taken and recorded for each measuring point on the test grid and the two readings must be measured in the same opposing directions as detailed in MOS 139 Chapter 9, Division 12, Sub-regulation 9.116 (4)(b)(i)-(ii).
Paragraph 9.134 – Road and car park lighting. Non aircraft guidance lighting on aerodromes or the surrounding Defence bases should be designed so that any resultant glare does not affect pilot visibility.
Emergency runways. For emergency runways that are located on a continuous section of taxiway the:
threshold and end lights must be installed symmetrically about the runway centreline in two groups with the lights uniformly spaced in each group.
gap between the groups must be half the distance between the runway edge markings.
2.12 Design requirement. The design of CNS and MET facilities must comply with the requirements of MOS Part 139 (Aerodromes), Chapter 19, except for the following:
Paragraph 19.01 (1). The assessment must be undertaken by the Defence ANSP authorised to provide services on the aerodrome.
Paragraph 19.01 (2) does not contain design requirements and is therefore not applicable to Defence aerodrome certification.
Paragraphs 19.01 (3)(a) and (3)(d). Advice must be sought from the Defence ANSP.
Paragraphs 19.01 (3)(b) and (3)(c) do not contain design requirements and are therefore not applicable to Defence aerodrome certification.
Paragraphs 19.01 (4)(a) and (4)(c). Advice must be sought from the Defence ANSP.
Paragraph 19.01 (4)(b) does not contain design requirements and is therefore not applicable to Defence aerodrome certification.
Paragraph 19.05 (2) does not contain design requirements and is therefore not applicable to Defence aerodrome certification.
Paragraph 19.02 does not contain design requirements and is therefore not applicable to Defence aerodrome certification.
Paragraphs 19.04 through 19.15. The various assessments and other information should be sought from S&CSPO and the relevant Defence ANSP.
Paragraph 19.06 (2) Note 3. The Aerodrome Operator should consult with the relevant ANSP.
Paragraph 19.17. The assessment should be undertaken by the Bureau of Meteorology through the relevant Aerodrome Operator.
2.13 Design requirement. The design of earthing points must comply with the requirements of MOS 139 Aerodromes, Chapter 20, except for the following:
Paragraph 20.01 (1). Ground earthing points must be installed at Defence aerodromes.
Paragraphs 20.01 (2), (3) and (5) do not contain design requirements and are therefore not applicable to Defence aerodrome certification.
Paragraph 20.01 (4). Earthing points must be marked with a white 45 cm diameter circle that includes the date of the next scheduled test. The white circle is to be enclosed by a 5 cm black ring.
2.14 Design requirement. The design of light aircraft tie-down facilities must comply with the requirements of MOS Part 139 (Aerodromes), Chapter 21.
Design element: Radio Communication Facilities
2.15 Design requirement. The design of radio communication facilities must comply with the requirements of MOS Part 139 (Aerodromes), Chapter 22, except for the following:
Paragraphs 22.01(2)-(3) do not contain design requirements and are therefore not applicable to Defence aerodrome certification.
Paragraphs 22.01 (6)-(8) do not contain design requirements and are therefore not applicable to Defence aerodrome certification.
2.16 Design requirement. The design of the facilities used in Aerodrome Rescue and Fire Fighting Services (ARFFS) must comply with the following MOS Part 139H requirements:
Chapter 6, paragraph 6.1.3 Emergency Access Roads.
Facility sizing. Each Defence aerodrome must store sufficient stocks of extinguishing agent and supply water to satisfy the performance criteria in Chapter 7. The facility must accommodate the required number of fire fighting vehicles and personnel to satisfy the requirements in Chapter 2 and Chapter 20.
Chapter 22 ARFFS Facilities, except for the following:
Paragraph 22.1.1.2. Replace this paragraph with the following: The siting of a fire station facility must take into consideration the requirement of achieving the response times as defined in Chapter 6.
Paragraph 22.1.1.3. Replace this paragraph with the following: Fire stations must provide a Fire Station Communications Centre where all landings and take-offs of air transport aircraft are observed so as not to delay response times.
Paragraphs 22.1.2.7-8 do not contain facilities design requirements and are therefore not applicable to Defence aerodrome certification.
Paragraphs 22.1.4-8 do not contain facilities design requirements and are therefore not applicable to Defence aerodrome certification.
Guidance on the design of fire stations is provided in the ICAO Airport Services Manual (Doc. 9137) Part 1 Chapter 9.