Chapter 1

Using Aerodrome Standards

CHAPTER ONE — USING AERODROME STANDARDS

SECTION SUBJECT PAGE

1 General 1–1
2 Concessions against standards 1–1
3 Standards and recommended practices 1–2

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Using Aerodrome Standards

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Using Aerodrome Standards

USING AERODROME STANDARDS

1 GENERAL
1.1 It is important that everybody using this Volume reads this Chapter because in it the
key concepts of aerodrome standards and concessions against aerodrome standards are
defined and explained.
1.2 Aerodrome standards are statutory requirements devised and used to protect people
from injury or death on aerodromes, or through the operation of aircraft in the vicinity of
aerodromes. They are mandatory, being written directions concerning the conduct of civil
aviation issued pursuant to regulation 5 of Civil Aviation Regulations 1988 (CAR 1988).
1.3 Aerodrome standards apply to the ownership, licensing, planning, design,
construction, operation, maintenance and audit of Australian licensed civil aerodromes.
Some are based on the operational capabilities of pilots and aircraft and help to ensure the
safe landing, take-off and movement of aircraft at aerodromes. Others are concerned, for
instance, with the safe handling of passengers and freight and operation of terminals.
1.4 Aerodrome standards set out in this Volume, to be known as the Rules and
Practices for Aerodromes (RPA) standards, are to be applied in conjunction with other
relevant, binding standards (eg other aviation standards, Federal, State and local
government standards, Standards Association of Australia (SAA) standards, etc). Where
another standard conflicts with an RPA standard, CASA should be contacted for resolution.
1.5 It should be noted that where a difference is found between a standard set out in this
volume, and in another document, the RPA standard is to prevail. Where this appears to be
inappropriate or cause an anomaly, then the matter is to be referred to CASA for resolution
prior to the standard being applied. Where an RPA standard is seen to be unduly onerous,
the aerodrome operator should raise the matter with CASA, as set out in the procedures on
concessions below.
1.6 It should be noted that there is no requirement for the aerodrome operator to apply
RPA standards retroactively to an existing facility where such an application would involve
a significant cost. However, the standards are to be applied to all new facilities and to
every case of a major upgrade of an aerodrome facility. The aerodrome operator is to seek
from CASA a written concession to cover the interim period prior to an existing facility
being upgraded to meet the new standards, and details of the concession are to be noted in
the Aerodrome Manual.

2 CONCESSIONS AGAINST STANDARDS

2.1 The standards set out in the RPAs follow a general CASA principle which
recognises that, because of the high level of diversity in aerodromes and aerodrome
situations across Australia, it is not feasible to write standards to suit all cases. The RPAs
have necessarily been designed to suit the majority of situations. Inherent in this principle
is the granting of concessions against standards as a common and normal event.
2.2 In general terms, aerodrome operators are bound to comply with the standards, but
where meeting a specific standard would cause major difficulties or impose a heavy
monetary penalty on the aerodrome operator, CASA should be approached for a written
concession against the standard. It may be necessary, when granting a concession, for

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Using Aerodrome Standards
CASA to impose compensating restrictions which will ensure an equivalent overall level of
safety to that which was originally expected. Interim concessions may also be granted
covering the period until it becomes practicable to adhere to the standard.
2.3 However, it should be noted that some aerodrome standards are not subject to
concession, as failure to observe the standard may endanger life.
2.4 The principle of granting concessions also recognises that, in creating many
aerodrome standards, it has been convenient to collect a broad range of civil aircraft into
only seven general categories, each of which contains aircraft with similar operational
characteristics. Thus, instead of preparing separate standards for each aircraft type, only
seven groups of standards are required. While each aircraft in each category has different
performance characteristics, the standards have necessarily been established for the most
critical aircraft in each category. This means that for other aircraft in each category there is
a margin of safety which may give grounds for granting concessions against design
standards in specific cases.
2.5 Any query regarding RPA standards, or applications for concessions against these
standards, should be referred to the respective CASA Area Office.

3 STANDARDS AND RECOMMENDED PRACTICES

3.1 This volume of the RPAs contains both standards (ie mandatory requirements) for
aerodromes, which have the force of law, and some recommended practices, which are
based on experience and are intended to assist in achieving the implementation of the
standards in a cost-effective manner. Standards are phrased in the text as direct
requirements, ie “is to” or “are to”. Recommended practices are phrased in the text as
discretionary matters, ie “should” or “may”.

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