Land or water on which aircraft can land, take off from, or move around on, is an aerodrome1. The description of that land or water as an ‘aerodrome’ isn’t based on the space being used, the size of the aircraft using the aerodrome, or how busy it is – it’s simply whether aircraft use it.
Aerodromes can be run and/or owned by councils, companies, clubs, or individuals. They are known as the ‘operator’ of their aerodrome.
The aerodrome ‘manager’ works for the operator, in charge of the day-to-day business and safety of the aerodrome.
The operator and manager can be the same person.
While the responsibility for complying with civil aviation rules and health and safety legislation lies with the aerodrome operator, in reality, it will probably be your job, as the aerodrome manager, to make sure that happens.
The role of an aerodrome manager is both complex and rewarding. How rewarding it is, depends largely on how well the different elements of the job are managed, and how the different demands of the role are balanced.
Note: ‘Airport’ and ‘aerodrome’ are used interchangeably in this section, but it’s good to remember that every airport is an ‘aerodrome’ because that’s how airports are referred to in legislation and regulations.
Rangiora aerodrome is extremely busy, with general aviation, microlight, and helicopter operations, including training. Photo courtesy of Lily Cook.
In New Zealand, the different types of aerodrome are defined under Part 139 of the Civil Aviation Rules.
A certificated aerodrome is one that has been issued with an aerodrome operator certificate by the CAA. This certification ensures that the aerodrome meets specific safety, operational, and maintenance standards.
Key aspects include:
Examples: Auckland Airport, New Plymouth Airport, and Westport Airport.
A qualifying aerodrome is a category providing a more flexible framework of rules. Qualifying aerodromes are typically used for smaller, less complex operations.
Key aspects include:
Examples: Milford Sound Airport and Glacier Country Heliport.
A non-certificated aerodrome does not require certification from the Civil Aviation Authority, and is typically used for private, recreational, or occasional operations.
Key aspects include:
Examples: North Shore Airport, Hastings Aerodrome, and Norfolk Aerodrome (in Taranaki).
“Right from the start it’s a good idea to be asking ‘Why’ questions. If the way a task is being done doesn’t make sense to you, then ask why it’s being done a particular way. Either you will fill in a knowledge gap, or you may find the way a task is being done is because, for example, ‘That’s the way we’ve always done it’.
“Naturally there’ll be a steep learning curve when you start out as an aerodrome manager, but continual improvement, and appropriately managing any changes you want to implement, should be key elements of your aerodrome management strategy.”
Alex Fechney, Safety and Operations Manager, Palmerston North Airport
Under the Civil Aviation Act 2023, aerodrome operators are included as those who must not cause ‘unnecessary danger’ to others. This applies to all operators – no matter where their aerodrome is or what happens there.
That said, not all aerodromes are equal. You could say the more complex the aerodrome, the higher the level of regulation. So, the operator of a farm strip used only for agricultural aircraft won’t be subject to the same requirements as the operators of Auckland Airport. It’s scaled appropriately.
But no matter the size, complexity, or simplicity of their aerodrome, all aerodrome operators must focus on safety. And as the manager working for that operator, you’ll likely be expected to make sure that happens.
Aerodromes can be commercial entities. Depending on who owns your aerodrome, part of your role could be managing it as a business, and being responsible for leasing buildings, collecting fees, employing staff, and engaging maintenance contractors.
Understanding and complying with the appropriate regulations for non-certificated and qualifying aerodromes is how you can help manage both the aviation risks and the health and safety risks. This publication is a starter guide to the essentials.
Maintaining the safe operation of your aerodrome involves consulting and collaborating with users, then deciding what activities can take place, and when. Photo: iStock.com/kruwt
An aerodrome manager, appointed by an operator, oversees the day-to-day operations of the aerodrome, particularly the safe ground movement of aircraft, and the aerodrome’s wider regulatory compliance.
This includes managing key aspects such as:
The operator may designate you, the aerodrome manager, as the primary point of contact with regulatory authorities like the CAA and WorkSafe.
You also bring together users of nearby airspace by establishing user groups to discuss their activities and procedures. You need to make sure they all comply with the terms and conditions of use of the aerodrome, and its standard operating procedures (SOPs).
You consult, coordinate, direct, and influence those users of the aerodrome – pilots and their passengers, aircraft owners, aero clubs, and aviation support companies such as engineering workshops – to keep the aerodrome safe for everyone working on it, or visiting it.
Aerodromes are governed by Part 139 of the Civil Aviation Rules, and you need to be fully familiar with that ‘Part’. It sets minimum standards for non-certificated aerodromes in Subpart I, and the CAA publishes guidance in a series of Part 139-related advisory circulars.
Equally, as required by Part 91 of the rules, all pilots-in-command of an aircraft must ensure the aerodrome is suitable for the purpose of taking off or landing. Pilots do this by checking the published information about the aerodrome in the Aeronautical Information Publication (AIP)(external link).
AIP Volume 4 illustrates the specific physical characteristics and layout of the aerodrome. This information helps pilots understand if their aircraft can operate safely there. This detail is often referred to as the aerodrome ‘plate’.
The aerodrome operator can detail conditions of use and associated limitations on the plate. All pilots operating aircraft at/or in the vicinity of an aerodrome should read, understand, and follow the published conditions and limitations for each aerodrome they intend to use.
Therefore, it’s crucial that you, on behalf of the aerodrome operator, consider all the relevant rules and good aviation practices when reviewing the AIP pages for your aerodrome. Establishing how those rules, SOPs, and wider conditions of use apply to your aerodrome is how you can inform the aeronautical users of your aerodrome about its safe practices.
Therefore, the information published in the AIP about your aerodrome must be correct and current. That is the responsibility of the aerodrome operator, but the operator will likely delegate the task to you. (More about the AIP later in this guide.)
You should advise and report to the CAA any unsafe or non-compliant activity, or operations outside the aerodrome’s conditions and limitations. Use the online reporting form ‘Report an occurrence’ to do this. The CAA will assess the severity of the occurrence and decide next steps. You should, however, conduct your own investigation into the event to identify the root cause, plus any safety lessons emerging from it. The results of your investigation must also be submitted to triage@caa.govt.nz.
Always keep records of your occurrence reports, and ask the CAA to tell you the results of any investigation they conduct, and the reasons for those outcomes. Those records help develop trend data for you and the operator, so you can identify any recurring component in occurrences – for example, a regular factor in events might turn out to be the physical layout of the aerodrome2.
Ultimately, the Civil Aviation Authority expects that you, as manager, are able and competent to carry out the responsibilities of your position description. This includes understanding the operations of your organisation, and the applicable civil aviation and health and safety compliance requirements, specific to your aerodrome.
Matamata aerodrome is home to the Matamata Aero Club, the Piako Gliding Club, and the Matamata-Piako Model Aero Club. Every January, the airfield hosts the Walsh Memorial Scout Flying School. Photo: CAA.
Working with people and organisations, all with different interests and priorities, is the nature of your role as an aerodrome manager.
From general aviation (GA) operators and flying clubs, to small and mid-sized commercial aviation companies, from experienced pilots to flight school students, from neighbouring landowners and councils and their district planning team, to the CAA and WorkSafe, maintaining positive relationships with all your stakeholders will enable safe, efficient, and effective operations at your aerodrome. It will also make your job much easier.
You are the point of contact for your aerodrome, so your stakeholders will look to you for operational and regulatory guidance, solutions to on-field issues, and well-considered coordination to keep everyone safe, and operations running smoothly. It’s crucial for you to establish credibility, connect with your users, balance their interests, and demonstrate leadership to enable a safe and workable solution. A good knowledge of Part 139 and any advisory circulars is essential to this.
Remember that you hold the authority and responsibility to approve activities on the aerodrome, and to prohibit activities that have been assessed as unsafe.
You need to know your aerodrome well, including runway characteristics, circuit traffic, the surrounding environment and natural features, wildlife habitats, maintenance schedules, and inspection frequencies. You also need to have a good understanding of how users make use of your aerodrome. All these enable you to oversee individual risks to safety, and then assess overall levels of risk at the aerodrome.
Your competency and pragmatic approach are valuable assets that will naturally attract your stakeholders to you. Build a network with other aerodrome managers to share knowledge and have a professional development plan. Coupled with other personal qualities, such as analytical skills, problem-solving ability, clear oral and written communication, as well as good project management skills, you’ll be seen as a very competent and credible manager.
The ability to connect with your stakeholders will be invaluable. Actively listening to their concerns, issues, or even just casual conversations, will allow you to understand the ‘real’ situation and therefore come up with pragmatic solutions to problems. Actively listening also reassures your stakeholders that you are genuinely interested in their issue, and are a person they can trust to listen, and fairly consider all sides.
As an aerodrome manager, you should not live in isolation. Your connections should extend beyond your aerodrome into the community. Widening your network to know, for instance, your local emergency services, utility providers, interest groups, and neighbours, will come in handy when you’re trying to find solutions to issues. It’s important to remember your aerodrome is part of your local community, so it only makes sense to establish that connection.
If you’re new to the aerodrome world, you’ll very quickly realise that every stakeholder has their own set of interests. As the aerodrome manager, acknowledging those interests is key to forging positive relationships. However, your central task is to always maintain a safe aerodrome on behalf of the aerodrome operator.
At times, there will be conflicting interests among users, or with your own. It’s then your job to take control of the situation and maintain the safe operation of your aerodrome by deciding what activities can take place, and when. You do this through consulting, collaborating, and coordinating with users, and through a shared understanding of the risks to safety.
People generally try to understand the rationale behind a decision, so make sure you provide that, proactively. That will give you a greater chance of reaching consensus. And when you have consensus in the room, the effort made by everyone in working towards a common goal is much stronger than without it.
You also need to have good self-awareness of your own personality type and leadership style. Rather than adopting a ‘textbook definition’ of leadership, nurture your social strengths to develop your own style in leading the operations at your aerodrome.
With leadership, you’ll be able to manage and lead those people around you to achieve common goals, ie, safety and efficiency.
There may be times when users try to influence your decisions in their favour by citing their longer involvement in aviation, or appealing to tradition and past practice. While it’s important to respect other points of view and get all sides of an issue, your decision should be based on your assessment of risk.
It’s important you inform your team, and aerodromes users, of your decisions, by using the TSCC principle:
Tell – them what you intend to do
Sell – them on the idea. Tell them why you want to do it
Consult – ask for their input
Collaborate – genuinely take that input into consideration, when deciding on the final form of the project
To introduce change to those groups, especially significant change, try adopting the ADKAR model:
Awareness - make people aware of the need, or the change and its benefits
Desires - encourage the desire in people to participate in the change
Knowledge - share knowledge on the method of change
Ability - help people acquire the skills and behaviours needed for the change
Review change - make sure no unintended consequences are occurring as a result of the change.
Milford Sound Piopiotahi aerodrome, in the Fiordland National Park, is used mainly for scenic flights and tourist activities. Photo: iStock.com/Lina Shatalova.
As an aerodrome manager, it’s your job to ensure all operations are safe and efficient. An important aspect of this is providing consistent information to all users about how they can safely operate.
“As a new aerodrome manager, you’ll soon appreciate the responsibility and complexity of your role, along with the challenges it entails. It’s completely normal to feel overwhelmed. I’ve learned that you don’t have to navigate these challenges by yourself. There are many experienced aerodrome managers, industry groups, and specialised airport advisors who’re happy to offer advice to help with any situation you face. There’s not much those of us already in the role haven’t seen before and a knowledgeable and understanding ear is always available.”
Simon Lockie, of Lockie Airport Management
This will include things like the aerodrome’s aircraft joining procedures, circuit use and patterns, and the facilities your aerodrome provides. This information should be provided in the AIP, and, as noted earlier, pilots are responsible for becoming familiar with that information.
The AIP provides comprehensive and relevant information for aviators to allow them to operate safely.
The information is grouped into different sections.
The aerodrome manager, on behalf of the aerodrome operator, is responsible for consulting with affected users regarding changes to the AIP.
Most of an aerodrome’s information is contained in the aerodrome charts section of the AIP and is divided into aerodrome and operational data. This data may also include information, if required, regarding ground movements and instrument flight procedures.
As mentioned earlier, as aerodrome manager, your task is to make sure – on behalf of the aerodrome operator – that the information published for your aerodrome is accurate. Guidance on the information that should be provided in the AIP can be found in Advisory Circular AC139-9 Notification of aerodrome data and information.
SOPs should be supported by current and accurate documentation, maintained and shared by the aerodrome operator, to make sure processes are conducted to an appropriate standard.
For many aerodromes, SOPs are contained in an aerodrome operations manual. Storing the SOPs in one document allows those SOPs to be shared, discussed, and reviewed more effectively. An up-to-date copy of your aerodrome’s operations manual should be provided to any operator based at your aerodrome.
Another key document for aerodromes is an emergency plan. This is a common way of describing the types of emergencies planned for, and the equipment and infrastructure available, to help in an emergency. It also provides a series of priority actions for the aerodrome manager and arriving emergency services. Copies of these plans should also be shared with other organisations based at your aerodrome.
As an aerodrome manager it’s important to think about the ‘what ifs’. Planning for an emergency should mean that, in a real emergency, the response will be as effective as possible. It’s possible that attending an incident at an aerodrome is the first time emergency services personnel have been in an operational aerodrome environment.
An emergency plan, therefore, developed collaboratively with the local emergency services, can help to teach them what additional hazards there may be in dealing with an aerodrome emergency, and to help you identify what information is most relevant to the emergency services. Good relationships with the local community and its various agencies will greatly help with this.
Information on aerodrome emergency planning can be found in Advisory Circular AC139-14 Aerodrome Certification – Aerodrome Emergency Plan.
An Air New Zealand Q300 on approach to Bay of Islands Airport. The uncontrolled aerodrome at Kerikeri is home to the Bay of Islands Aero Club, private aircraft and hangars, pilot training, the local Coastguard aerial unit, ag operations, and scenic flight and skydiving operators which use both fixed- and rotary-wing aircraft. Photo: CAA.
One of the most important aspects of your role is effective communication. One of the best ways to do this is through holding user group meetings.
A user group promotes the development and coordination of procedures for the safe use of an aerodrome and associated airspace, with the aim that procedures are understood and practised by everyone using your aerodrome. Planned changes to operations or the physical layout of the aerodrome should be communicated to the users of the aerodrome via regular and structured user group meetings.
Aerodrome safety will be greatly enhanced when all users meet on a regular basis to discuss issues, review changes to procedures, and propose safety improvements. The CAA strongly supports the formation and operation of aerodrome user groups at all aerodromes. It’s the best forum to discuss the impact of proposed changes on the operating environment, and on the types of operations conducted at the aerodrome. The user group’s invitation lists, discussions and agreements, and attendance should be recorded to ensure the rationale behind previous changes can be understood to better inform future decision-making.
Aviation is full of passionate individuals who enjoy sharing their views on a wide range of topics. It’s important to ensure your user group remains a ‘safe space’ that encourages open and respectful dialogue. Everyone’s opinion should be heard and considered before reaching an outcome. In the rare event of a significant divide in opinions, consider inviting the CAA to attend your next user group meeting so they can provide their perspective and help guide the discussion.
More guidance material about aerodrome user groups can be found in Advisory Circular AC139-17 Aerodrome User Groups.
All aerodrome operators, from those running international airports to small non-certificated aerodromes, must establish procedures to make sure aircraft movements are restricted or prohibited where an unsafe condition exists. Once an unsafe condition has been identified, it’s vital that information is shared as widely as possible, and the unsafe condition is mitigated or eliminated.
You should arrange for clear, easy-to-understand safety information and guidance, perhaps in the form of large signs, to be provided to staff, users, passengers, and visitors to the aerodrome. This includes people transiting through the aerodrome, such as visiting pilots and their passengers. The safety information should include details of known aerodrome hazards, aerodrome security, how to report a hazard or accident, permitted parking areas, the use of a vehicle on the aerodrome, the aerodrome’s emergency evacuation points, and key contact details.
Any formal induction to the aerodrome should be tailored to the audience and is often split between operational and non-operational activities.
Established in 1943, Ardmore aerodrome is a large aviation industrial hub, including helicopter maintenance, aircraft restoration, and aircraft assembly industries. It’s also home to many Warbirds, multiple training organisations, and recreational pilots. Photo: iStock.com/zvonko1959
“Being an airport manager comes with a steep learning curve, but the support within the airport community – especially among small airports – is incredible. You’re never alone in figuring things out, because there’s always someone willing to share their insights and experiences. Now, I find myself sharing what I’ve learned with others, knowing that it’s all part of the journey.
“The role is all about balance – managing the needs of diverse users, from the local aero club to larger operators, all while ensuring the airport operates smoothly and safely. It’s challenging, but the sense of community and shared purpose makes it immensely rewarding.”
Melanie Anderson, Chief Executive, Glacier Country Heliport and Hokitika Airport
1. Consider a safety management system: An SMS is a scalable tool, which, even if you aren’t required to have one, will help you focus on the elements you know are essential for you – like hazard registers, risk assessment, and emergency procedures. Share it with those who’re affected by those risks. Make sure those who spot hazards and risks know how to alert you.
2. Regular inspections: Keep a simple checklist for daily or weekly inspections of runways, fencing, fuel depots, wildlife, or things that might need attention. If weather affects your inspections, think about whether further checks are needed in different conditions.
3. Communication: As noted in the previous section, it’s vital to stay in touch with the users of your aerodrome and others who come and go, such as fuel suppliers. Proactively ask them if they need anything changed, and make sure they can get in touch with you if there’s an immediate problem.
4. Review: Safety is part of work, and needs to have time and resources committed to it. Although many safety issues can be managed well on a day-to-day basis, you should set aside time to do an overall review of all your aerodrome’s risks and your management of them. You should do this at least every six months, and consider discussing your risks and plans with those who’re experienced in a similar area, so you can share insights. Make it a point to check in regularly with your users.
You can get further help and guidance on managing safety risks at aerodromes by talking to the CAA Aeronautical Services Unit (ASU) - aerodromes@caa.govt.nz. And, as WorkSafe is the regulator for non-flight safety matters, look at its advice and guidance too.
One method to communicate unsafe conditions to all aviators planning to use an aerodrome is via a NOTAM (NOtice to AirMen). Instructions on how to issue a NOTAM are at ifis.airways.co.nz(external link). It’s good practice to have other people able to issue a NOTAM in your absence.
NOTAMs publish temporary changes to operationally significant information which require immediate publication – for instance, a runway suddenly having to be temporarily closed. Pilots are responsible for checking for NOTAMs affecting their flight plan, as part of their preflight briefing.
To raise a NOTAM, a person must be authorised by their organisation. This information is held by Airways and can be updated via originators.aeropath.co.nz(external link).
Let's start with the basics. Under New Zealand's health and safety legislation, a 'PCBU' means a 'Person conducting a business or undertaking'. This 'person' can be an individual or an organisation. For most non-certificated or smaller certificated aerodromes, if you manage or control the aerodrome, you're likely the PCBU (or work for one), typically as part of the local council or as the airport owner.
As a PCBU, you have legal responsibilities to keep workers and everyone else safe, including all aerodrome users and the general public. The key to achieving this is reducing risk 'so far as is reasonably practicable', which means you doing what you can, within reason, to either remove or reduce hazards that can create risk that may result in harm.
“If you’re new to the role of aerodrome manager you have quite possibly been dropped in at the deep end, often with little or no handover from your predecessor, and with only a few staff in your team.
“At smaller aerodromes the airport manager may need to be able to take on many tasks – from coordinating hay-making on the airfield, to being the chairperson of an airport users group, ensuring runway markings are clearly visible, through to managing budgets, and responding to noise complaints.
“While this can seem daunting at first, rest assured that there’s a wealth of knowledge within the airport community and we’re all happy to share our experiences to help you out.”
Phil McBride, Whanganui Airport Manager
Where your aerodrome is a shared space, one in which multiple people operate, it's important to recognise that the different users may hold diverse levels of responsibility under HSWA.
Some aerodrome users are likely to be PCBUs themselves, ie, aviation operators, maintenance providers, or ground handling services. In meeting their duties, collaboration between you and other PCBUs becomes essential. You have a shared duty to coordinate, cooperate, and consult with other PCBUs working in the same space and sharing the same activities. Where multiple organisations are operating on or around your aerodrome, you'll need to work together to align your efforts and manage risks as effectively as possible.
Then there are others who may not have PCBU duties but still have important legal responsibilities under HSWA. Volunteers, aerodrome visitors, recreational pilots, and other individuals at your aerodrome all have duties to take reasonable care for their own health and safety and to ensure the actions they take or don't take do not adversely affect the health and safety of others. They must also comply with any reasonable instruction you give them, and cooperate with any reasonable policy or procedure you've established relating to health and safety at the workplace. Everyone benefits from this shared commitment to keeping themselves and others safe.
It's easy to see how setting up aerodrome user groups can become a valuable tool for you. They bring everyone together to set shared expectations, raise concerns, agree on standards, and discuss changes. This way, safety isn't left to chance, and everyone pulls in the same direction.
Given these shared legal responsibilities, clear rules become essential for everyone's benefit. Your aerodrome conditions of use and standard operating procedures (SOPs) for all users, visitors, passengers, and staff help everyone understand their role in maintaining safety.
These procedures not only reduce risk but also protect both you, and others with duties, from legal liability. Keeping clear and up-to-date records of these procedures helps you effectively manage legal risk while ensuring everyone knows what's expected of them.
The requirements of HSWA align well with aviation safety regulations. For certificated aerodromes under Part 139, you as the certificate holder, must establish procedures to restrict or, if necessary, prohibit aircraft operations in any part of the aerodrome where unsafe conditions may exist. While Part 139 doesn't apply to smaller, non-certificated aerodromes, the same principle applies under HSWA in that you must manage unsafe conditions to protect workers and others at your aerodrome.
To meet your responsibilities effectively, you must take a systematic approach to managing risks. This could involve you creating a robust safety management system that involves identifying hazards, assessing risks, and conducting regular aerodrome inspections to ensure unsafe conditions don't exist, or if they do, that you eliminate or minimise the associated risks so far as is reasonably practicable.
These unsafe conditions might include foreign object debris (FOD), damage to runway surfaces, inoperative lighting, unauthorised construction works, or your failure to publish necessary NOTAMs to warn users of hazards.
If you're looking for guidance on identifying relevant risks, the topics covered in Advisory Circular AC139-7 Aerodrome Standards and Requirements for Aeroplanes at or below 5700 kg MCTOW in Non-Air Transport Operations, provide an excellent starting point. Given your legal duties, you might benefit from consulting with a safety management expert to ensure comprehensive coverage.
Once you've identified hazards and assessed the risks they pose, HSWA requires you to eliminate them where reasonably practicable. If complete elimination isn't possible, you must minimise the risks so far as is reasonably practicable.
Here's a practical approach for you. List your risks and evaluate both the likelihood and potential severity of harm. For each risk, first ask whether you can completely eliminate it. If elimination isn't considered reasonably practicable, you should then focus on minimising the risk by reducing either the likelihood of it occurring or the severity of potential consequences.
This process works best when you make it collaborative. HSWA actually requires you to engage with workers and others when identifying hazards, assessing risks, and making decisions about elimination and minimisation strategies. This means you actively involving pilots, neighbours, contractors, and anyone else affected by your aerodrome operations.
Your aerodrome user group provides an ideal forum for these discussions. Encourage everyone to contribute their insights about risks they've noticed, and potential solutions. Different users bring different perspectives and experiences that can help you identify risks you might have missed, and suggest practical ways to address them.
Once you've implemented a risk management system to ensure everyone has a shared understanding of how to identify and manage risks, you should carry out health and safety briefings where possible for people who work at your aerodrome or visit it.
It's wise for you to document the risks as well as your responses to managing them. You should also document your expectations of others in managing the risks and make this information available to anyone affected by these risks. You could insert this information into lease contracts if you rent out your aerodrome or parts of it, or perhaps arrange for clear signage to be displayed for visiting users.
Once your system is in place, you should check regularly that it's working effectively. Ask yourself, 'How can I confirm that everyone using my aerodrome understands what's happening and what's needed to keep this aerodrome a safe place to fly and work?'
“At its core, your role as an aerodrome manager is about people – your team, your community, service providers, government agencies, and every airport user. Successfully managing these relationships needs open communication channels so issues are addressed swiftly and with buy-in from relevant stakeholders. You may find yourself in the middle of operational conflicts, and strong relationships built on trust will be your most valuable tool.
“Lean on other airport managers for help, and join the NZ Airports Association for networking, and keeping abreast of industry issues.
“Establishing robust systems and processes is crucial for ensuring safety and efficiency. Taking the time to design well thought-out workflows pays off in the long run, because it reduces the risk of human error and creates consistent, repeatable results.
“And of course, you need to have a thorough understanding of aviation regulations for compliance, but also for making informed decisions about safety and efficiency, and to confidently handle audits.”
Daniel Alexander, Bay of Islands and Kaitaia Airports Manager
Whether your aerodrome is large or small, whether the regulations are simple or complex, whether flights are frequent or few, what matters most is the action you undertake! It's your understanding of the risks at your aerodrome that will keep people safe when they use it.
By working together, sharing knowledge, and maintaining open communication channels, you'll help create an environment where safety is everyone's responsibility and everyone's benefit.
You should stay in touch with workers and all users at the aerodrome to make sure hazards and their associated risks are identified. This will help the PCBU in making decisions about eliminating or minimising the risks. Safety procedures should also be created following this consultation.
Resulting policies, procedures, and guidelines should be documented, and sufficient, competent people provided to enable regular inspections. Prioritising these tasks should make certain that hazards with the potential to affect aircraft operations are eliminated or minimised in a timely manner.
Documenting procedures allows you to demonstrate how you’re meeting your obligations under HSWA. For example, providing a record of periodic airfield inspections, with documented follow-up activity for issues raised, is one way you can show you’re supporting the management of risks.
Hazards affecting the aerodrome environment can change over time. It’s important to review risk assessments periodically, particularly wildlife hazards which can be seasonal, or increased by nearby farming practices. Work with aerodrome staff and all users to do this.
Other risk assessments should be conducted when there are changes to types of aircraft and their operations at the aerodrome. For non-certificated aerodromes, see rule 139.21(a) and for certificated aerodromes, see 139.131(a) for more examples of when the risk associated with the change should be assessed. See AC139-15 Aeronautical studies for aerodrome operators for further guidance on aeronautical studies.
The management of shared activities undertaken by multiple PCBUs at your aerodrome should be discussed by all the PCBUs involved. As a suggestion, the discussion could best be organised and led by you as the person in charge, on behalf of the PCBU, for that worksite. This will make certain that everybody knows what’s happening and how work being undertaken at the aerodrome can be done safely.
If you’re the owner of a farm strip and receive no recompense of any sort from other pilots using your strip, then you probably don’t need to worry about regulatory compliance with HSWA. However, if you receive any benefits at all, or you’re unsure where you stand, you need to check with WorkSafe to see what your obligations may be.
Photo courtesy of Lily Cook.
Operators of an unmanned aircraft3 must comply with Civil Aviation Rule 101.205 Aerodromes, which says they can operate within four kilometres of an uncontrolled aerodrome, only if they’ve first got permission from the aerodrome operator.
The exception to this is if the holder of a Part 102 Unmanned Aircraft Operator certificate has been granted a ‘variation’ by the Director of Civil Aviation to rule 101.205. An unmanned aircraft operator with such a variation doesn’t need your agreement to fly within that four-kilometre area from the aerodrome.
When such a variation is granted, it will almost always be on the condition that the Part 102 operator must notify the aerodrome operator that they’ll be flying within four kilometres of the aerodrome, and request information from the aerodrome operator about any known hazards to their operation.
It’s in everyone’s best interest, however, for Part 102 operators and the aerodrome operator to establish effective lines of communication, develop processes for risk management, understand the nature of the variation that may have been granted, and share operational information in a timely manner.
There may also be some benefit to both parties if they were able to agree on a memorandum of understanding as to how the UA operator’s Part 102 operations within four kilometres of the aerodrome will be conducted.
Note that a Part 102 certificate holder will not automatically be granted any variations from the rules. They must apply for one from the Director, and be able to fulfil a number of conditions, to obtain that variation.
The variations that a Part 102 certificate holder has been granted are listed on the specification document of the Part 102 organisation. You could ask to see a copy of that document from the Part 102 organisation. They shouldn’t have any concern providing that information, as it’s a public document, so it’s not commercially sensitive nor that organisation’s intellectual property.
A Part 101 operator must get the approval of the aerodrome operator, to fly their UA within four kilometres of the aerodrome. If the answer is no, they can’t fly there legally.
Having a blanket ‘no’ policy, however, could cause people to ignore those rules and do it anyway. It’s better to know about a drone operation and try to manage that, than to put a statement on the website that says, “We don’t allow any drones within four km of our aerodrome”. But at the end of the day, if you’re not happy with what is being proposed by someone wanting to fly under Part 101, you do have the right to say no.
If the request comes from a Part 102 certificate holder, and they haven’t been granted a variation to CAR 101.205, then they’re seeking your approval. If you say no, they can’t fly there.
As noted above, if the request comes from a Part 102 certificate holder, who the Director has granted the variation to CAR 101.205(a)(1)(i), they’re just notifying you they’ll be operating nearby. They’re able to do so lawfully, even if you don’t want them to be there.
The Part 102 certificate holder is responsible for managing and mitigating the risks of their unmanned aircraft operations. They still have an obligation to give way to, and remain well clear of, any manned aircraft that might be operating into or out of the aerodrome.
There are many more requirements under Rule 101.205, such as each UA pilot having an observer nearby while the aircraft is in flight. Also, that the aircraft cannot be flown higher than 400 feet above ground level (without special approval from the Director).
To look at all the requirements of UA pilots, go to aviation.govt.nz/rules. Even though you might think these are rules for UA pilots only, and they are, it might also be worthwhile you knowing them, so you can make sure the UA pilot will be fully complying with their obligations, when they fly.
If a UA pilot wishes to fly inside controlled airspace, they must first get authorisation from the relevant air traffic control team.
Photo courtesy of Queenstown Airport
Every participant in New Zealand’s aviation community shares responsibility for safety and security. The aviation community includes licensed pilots, engineers, air traffic controllers, as well as aviation operators like airlines, flying schools, aircraft maintenance organisations – and yourself, the aerodrome manager.
The safety and security standards we all need to adhere to are set by the Minister of Transport under the Civil Aviation Act 2023. These standards are called the civil aviation rules. Along with the relevant legislation, below are some of the many key references you need to be familiar with, to help you continuously build a safe and compliant operation at your aerodrome.
| Legal document and section | Description |
|---|---|
| Legislation | |
| Civil Aviation Act 2023 Section 80(external link) | Fit and proper person test |
| Health and Safety at Work Act 2015 Section 17(external link) | Meaning of PCBU |
| Health and Safety at Work Act 2015 Part 2, Subpart 2(external link) | Duties of PCBUs |
| Health and Safety at Work Act 2015 Section 58(external link) and Section 61(external link) | Engagement with workers and worker participation |
| Health and Safety at Work Act 2015 Section 34(external link) | Overlapping duties |
| Civil Aviation Rules – Non-Certificated Aerodromes | |
| Part 139.19 and Part 139 Subpart I | Operating Requirements – Non-certificated Aerodromes |
| Civil Aviation Rules – Qualifying Aerodromes | |
| Part 139 Subpart AA | Determination of Qualifying Aerodrome |
| Part 139 Subpart G | Certification Requirements for Qualifying Aerodrome Operator Certificate |
| Part 139 Subpart H | Operating Requirements for Qualifying Aerodrome |
| Part 100 | Safety Management |
| Applicable to all – Advisory Circulars | |
| Advisory Circular AC100-1 | Safety Management |
| Advisory Circular AC139-2 | Aerodrome Certification Exposition |
| Advisory Circular AC139-3 | Aerodrome Inspection Programme and Condition Reporting |
| Advisory Circular AC139-9 | Notification of Aerodrome Data and Information |
| Advisory Circular AC139-14 | Aerodrome Certification – Aerodrome Emergency plan |
| Advisory Circular AC139-16 | Wildlife Hazard Management at Aerodromes |
| Advisory Circular AC139-17 | Aerodrome User Groups |
| Advisory Circulars AC101-1 and AC102-1 | RPAS and the 4km rule |
Finally, the New Zealand aviation system largely follows the standards and recommended practices set out by the International Civil Aviation Organization (ICAO). New Zealand is one of 193 ICAO member states. That means everyone not only contributes to the safety of the aviation community here in New Zealand, but also towards overarching aviation safety and security standards internationally.
The CAA has a dedicated aerodromes team to provide guidance to aerodrome managers.
Email: aerodromes@caa.govt.nz
Photo courtesy of Lily Cook
1 Section 5, Civil Aviation Act 2023
2 Planned changes at your aerodrome range from changes to runway or taxiway layout, to new equipment used, say, to aid navigation. You should be aware of any unintended consequences of these changes. For example, a new hangar resulting in a sheltering effect on an anemometer (a device for measuring wind speed) leading to inaccurate wind observations. Communications with stakeholders when planning change is key to ensuring a safe operating environment.
3 Also known as a ‘remotely piloted aerial system’ (RPAS), an ‘unmanned aerial vehicle’ (UAV) – or more commonly, a drone.
