Let's pick up with the markings on a closed runway — Page 447, Lesson 601

Let's pick up with the markings on a closed runway. When a runway or taxiway, or even just a portion of it, is permanently closed, the rule is that all normal runway and taxiway markings shall be obliterated. That means you physically remove or paint over the standard markings so a pilot can't mistake it for a usable surface. And the lighting on that closed runway or taxiway shall not be operated, except as required for maintenance purposes. So if crews need the lights to work on the surface safely, that's the one exception. Now, if the closure is only temporary, you don't necessarily obliterate the markings. Instead, you can use paint or other suitable means to identify the closed area. That's the distinction — permanent closure means the markings are gone for good; temporary closure just needs a clear visual indicator. Next, let's talk about non-load-bearing surfaces. This is a critical safety concept. Shoulders for taxiways, holding bays, and aprons, along with other non-load-bearing surfaces, are areas not designed to carry the weight of an aircraft. The problem arises when these surfaces cannot readily be distinguished from load-bearing surfaces. If an aircraft taxis onto them, it might result in damage to the aircraft. So the rule is: the boundary between such areas and the load-bearing surface shall be marked by a taxi side stripe marking. That's the standard marking that delineates the edge of the usable taxiway surface. Now, moving to the pre-threshold area. This is the surface before a threshold — the start of the runway. When that surface is paved and exceeds 60 meters in length, and it is not suitable for normal use by aircraft, then the entire length before the threshold should be marked with a chevron marking. A chevron is that V-shaped marking. And importantly, the chevron marking should point in the direction of the runway. So the arrows point toward the runway itself, telling pilots this area ahead is not for landing or takeoff. Now let's shift to emergency services. This is Section 22.19, Rescue and Fire Fighting, or RFF. The principal objective of an RFF service is to save lives. That's the whole point. For this reason, the provision of means of dealing with an aircraft accident or incident occurring at, or in the immediate vicinity of, an aerodrome assumes primary importance. Why? Because it is within this area that there are the greatest opportunities of saving lives. The thinking is that most survivable accidents happen on or near the airfield, so that's where you concentrate your rescue capability. This must assume at all times the possibility of, and need for, extinguishing a fire which may occur either immediately following an aircraft accident or incident, or at any time during rescue operations. So the fire risk isn't just at the moment of impact — it can flare up during the rescue itself. Now, the most important factors bearing on effective rescue in a survivable aircraft accident are three: the training received, the effectiveness of the equipment, and the speed with which personnel and equipment designated for rescue and fire fighting purposes can be put into use. So it's training, equipment quality, and response speed. Those three determine how well a rescue goes. There's an important scope limitation here. Requirements to combat building and fuel farm fires, or to deal with foaming of runways, are not taken into account. So the RFF service is specifically for aircraft accidents and incidents — not for structural fires or fuel storage fires, and not for runway foaming operations. Now, who provides this service? Public or private organizations, suitably located and equipped, may be designated to provide the RFF service. So it doesn't have to be a government body — a private company can do it, as long as they're properly located and equipped. And it is intended that the fire station housing these organizations be normally located on the aerodrome. However, an off-aerodrome location is not precluded, provided the response time can be met. So the station can be off-site, but only if they can still get to the scene fast enough to meet the required response time. Finally, Section 22.20 begins to address the level of protection to be provided. The level of protection provided at an aerodrome for RFF shall be appro... — and that's where the excerpt cuts off. We'll continue with that in the next part.