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d. Code 1 runway . . . . 60M
73.4 Aerodrome Lighting
73.4.1 When aerodrome lighting is required and PAL is not being used,
the pilot in command or operator must ensure that arrangements
have been made for the lighting to be operating during the following
periods:
a. departure: from at least 10 minutes before ETD to at least 30
minutes after take-off;
b. arrival: from at least 30 minutes before ETA to the time landing
and taxiing has been completed.
The above shall apply to runway, obstacle and taxiway lighting.
Note 1. An operator planning a flight by an aircraft with tyre
pressures and/or weight in excess of that permitted by AD 1.1 Section
6. must ensure that a pavement concession is obtained.
Note 2. Emergency Landings. When safety is involved, the
nearest aerodrome which will permit a landing without danger to
the aircraft may be used, irrespective of the damage that may be
caused to the pavement.
Note 3. Mercy Flights. Decisions should be made in accordance
with the degree of urgency involved. Severe overloading of
pavements is acceptable if the safety of patients, crew and aircraft
is not thereby jeopardised.
Note 4. Aerodrome lighting at an aerodrome where a control
tower is operating will be activated by ATC as necessary. Pilots
GEN TOC ENR TOC AD TOC Index
ENR (EN ROUTE) A/L 45 effective 24 NOV 05
requiring aerodrome lighting outside the control tower’s published
hours should use PAL, if available, or make appropriate arrangements
with ATC. If ATC has already ceased duty, requests should
be directed to the local aerodrome operator. Confirmation should
be obtained that requests for lighting will be satisfied.
Note 5. A pilot having made arrangements with ATS for night
lighting must notify any change in requirements.
Note 6. Aerodrome lighting at non-controlled aerodromes
should be arranged direct with the aerodrome operator, or by using
PAL facilities, if available.
Note 7. ERSA identifies locations where selected runway
lighting is routinely left switched on during hours of darkness.
74. FUEL REQUIREMENTS
74.1 General
Guidance concerning fuel to be carried is contained in Civil Aviation
Advisory Publication (CAAP) 234-1, available from Airservices
Australia Publications Unit (see details GEN 0.3 para 2.) and
online http://www.casa.gov.au/download/CAAPs/ops/234_1.pdf
(CASA website).
74.2 Air Operator Certificate (AOC) Holders
Fuel requirements for aircraft operated under an AOC are as approved
in the company Operations Manual.
74.3 Holding Fuel
74.3.1 Weather holding fuel requirements are detailed at sub-section
72.2.
74.3.2 Standing advisories for traffic holding fuel for some major aerodromes
are promulgated in ERSA. In other cases, when traffic delays
for a particular aerodrome are anticipated, ATC will advise the
holding fuel by NOTAM. The pilot in command of an aircraft arriving
at a destination without the notified traffic holding fuel will not be
accorded a priority approach unless the pilot declares an emergency.
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ENR (EN ROUTE) A/L 45 effective 24 NOV 05
75. INFORMATION BY PILOTS
75.1 A pilot in command becoming aware of any irregularity of operation
of any navigational or communications facility or service or
other hazard to navigation must report the details as soon as practicable.
Reports must be made to the appropriate ATS unit, except
that defects, or hazards on a landing area must be reported to the
person or authority granting use of the area.
75.2 When a landing is made on a water-affected runway, the pilot is
requested to advise ATS of the extent of water on the runway and
the braking characteristics experienced.
75.2.1 The following terms should be used to describe water on a runway:
DAMP – The surface shows a change of colour due to moisture.
WET – The surface is soaked but there is not standing water.
WATER PATCHES – Patches of standing water are visible.
FLOODED – Extensive standing water is visible.
75.2.2 The following terms should be used to describe braking characteristics
experienced:
GOOD – Pilots should not expect to find the conditions as good as
when operating on a dry runway, but should not experience any
directional control or braking difficulties because of runway conditions.
MEDIUM – Braking action may be such that the achievement of a
satisfactory landing or accelerate-stop performance, taking into
account the prevailing circumstances, depends on precise handling
techniques.
POOR – There may be a significant deterioration both in braking
　
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