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Consistent with the individual requirements of each
aerodrome, these facilities serve the following purposes:
a) direct communication between the activating authority
and the aerodrome fire station in order to ensure the
prompt alerting and dispatch of rescue and fire fighting
vehicles and personnel in the event of an aircraft
accident or incident;
b) emergency signals to ensure the immediate summoning
of designated personnel not on standby duty;
c) as necessary, summoning essential related services on or
off the aerodrome; and
d) maintaining communication by means of two-way radio
with the rescue and fire fighting vehicles in attendance
at an aircraft accident or incident.
17.5.2 The availability of ambulance and medical
facilities for the removal and after-care of casualties arising
from an aircraft accident should receive the careful
consideration of the appropriate authority and should form part
of the overall emergency plan established to deal with such
emergencies.
18. Operators of vehicles
18.1 The authorities responsible for the operation of
vehicles on the movement area should ensure that the operators
are properly qualified. This may include, as appropriate
to the driver's function, knowledge of:
a) the geography of the aerodrome;
b) aerodrome signs, markings and lights;
c) radiotelephone operating procedures;
d) terms and phrases used in aerodrome control including
the ICAO spelling alphabet;
e) rules of air traffic services as they relate to ground
operations;
f ) airport rules and procedures; and
g) specialist functions as required, for example, in rescue
and fire fighting.
25/11/04 ATT A-18
Attachment A Annex 14 - Aerodromes
18.2 The operator should be able to demonstrate
competency, as appropriate, in:
a) the operation or use of vehicle transmitlreceive
equipment;
b) understanding and complying with air traffic control and
local procedures;
c) vehicle navigation on the aerodrome; and
d) special skills required for the particular function.
In addition, as required for any specialist function, the operator
should be the holder of a State driver's licence, a State radio
operator's licence or other licences.
18.3 The above should be applied as is appropriate to
the function to be performed by the operator and it is not
necessary that all operators be trained to the same level, for
example, operators whose functions are restricted to the
apron.
18.4 If special procedures apply for operations in low
visibility conditions, it is desirable to verify an operator's
knowledge of the procedures through periodic checks.
19. The ACN-PCN method of reporting
pavement strength
19.1 Overload operations
19.1.1 Overloading of pavements can result either from
loads too large, or from a substantially increased application
rate, or both. Loads larger than the defined (design or evaluation)
load shorten the design life, whilst smaller loads extend
it. With the exception of massive overloading, pavements in
their structural behaviour are not subject to a particular
limiting load above which they suddenly or catastrophically
fail. Behaviour is such that a pavement can. sustain a definable
load for an expected number of repetitions during its design
life. As a result, occasional minor over-loading is acceptable,
when expedient, with only limited loss in pavement life
expectancy and relatively small acceleration of pavement
deterioration. For those operations in which magnitude of
overload andlor the frequency of use do not justify a detailed
analysis, the following criteria are suggested:
a) for flexible pavements, occasional movements by
aircraft with ACN not exceeding 10 per cent above the
reported PCN should not adversely affect the pavement;
b) for rigid or composite pavements, in which a rigid
pavement layer provides a primary element of the
structure, occasional movements by aircraft with ACN
not exceeding 5 per cent above the reported PCN should
not adversely affect the pavement;
c) if the pavement structure is unknown, the 5 per cent
limitation should apply; and
d) the annual number of overload movements should not
exceed approximately 5 per cent of the total annual
aircraft movements.
19.1.2 Such overload movements should not normally be
permitted on pavements exhibiting signs of distress or failure.
Furthermore, overloading should be avoided during any
periods of thaw following frost penetration, or when the
strength of the pavement or its subgrade could be weakened by
water. Where overload operations are conducted, the appropriate
　
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