National governments could no longer provide the level of funding required for airport development and expansion is the most appropriate because this can be exhibited by the rate at which most of the European governments have chosen to privatize most of their airports in order to reduce expenditure on the airport sector.
Private sector operators are better placed to meet ICAO safety requirements is not correct because both parties have equal capacity on this issue.
Government employees lacked the expertise to operate airport is not correct because there are so many expertise to operate airports in any country and are unemployed.
Government operated airports only maintain good relationships with other international airlines is not correct because they fly to different parts of the world.
It is not true that major airports have been privatized because they are able to self regulate; in fact privatized airports are still regulated by the national governments.
Capital expenditure is planned to meet forecast demand for additional facilities because airport industry is dynamic in nature and additional flexibility is required in capital expenditure to capture these dynamic changes.
Is only required to fund construction of airside facilities is less fit because there are other factors such as increased quality control and efficiencies that should be addressed with the capital expenditure.
Capital expenditure is not only a recurring cost to the airport operator because there are non-recurring costs that have to be addressed by the same capital expenditure.
Capital expenditure always require the airport operator to borrow money is not correct because when regulated asset base based regulation is applied by the airport’s authority, it enables the operator to have surplus of funds.
Capital expenditure does not only fund day-to-day maintenance but it also enables the authority to conduct effective consultations with its airlines.
Ensuring ICAO requirements are implemented nationally is most suitable because it has made a mandatory requirement for all airlines which carry domestic passengers to adhere to its regulatory oversight process with respect to guidelines set by ICAO in order to mitigate risks associated with aviation.
DIRD does not meet its international obligations by providing air traffic services but instead meet domestic regulations. This is not correct.
DIRD does not meet its international obligation by controlling privatized commonwealth airports; it only ensures that its domestic passengers are exposed to less aviation risk.
DIRD does not meet International obligations by implementing national aviation policy while instead it aims at ensuring safety and maximizing returns from the airports for its national gains.
DIRD does not meet its monitoring airports compliance with environment requirements because in doing so, it aims at ensuring that aims at mitigating risks associated with aviations in order to make airlines both foreign and domestic to operate smoothly in its airspace.
Operators of certified airports frequently establish standard operating procedures to supplement and develop the operating procedures documented in the aerodrome manual. Through standardization process, the airport authority is able is able to achieve increased quality control, consistency and efficiency uniform across its operating regions compared to the procedures documented in the aerodrome manual.
Standard operating procedures are not frequently established by operators of certified airports to provide training documentation for staff because such information is provided in the aerodrome manual.
Operators of certified airports do not frequently establish operating procedures to ensure the landside facilities maintained safety because all the safety and maintenance measures have been outlined in the aerodrome manual.
Standard operating procedures are not established to meet the CASA safety management requirements because these requirements are outlined in the aerodrome manual.
Airside safety hazards are minimized through conduction of aerodrome safety inspection but not through standard operating procedures.
Infringement of the airport’s airspace and continued safety of airside facilities is most suitable because through airport serviceability inspections, the airport operators, CASA and users of the airport are assured of that safe operations in the airport have been assessed and detected deficiencies are detected and rectified in time.
Airport serviceability inspections do not provide daily check of any emerging environmental problems that require monitoring because that is the role of the airport authority.
Daily check is not conducted to provide the safety of apron/ramp activities because that that is the operators o the certified airports.
CASA does not require the airport serviceability inspections to provide daily check f the compliance with the access requirements because that role is assumed by the airport authorities.
Daily check of any potential hazards requiring attention in the terminal or landside areas is done by operators of certified airports with respect to operating procedures documented in the aerodrome manual.
Establish the volume of airspace that needs to be kept as free from obstacles as possible. There is a volume airspace that should be kept free of obstacles to allow for free maneuver of airplanes and to mitigate aviation risks.
Airport’s OLS is not defined to allow the airport operator to apply to CASA for a hazardous object determination in relation to new structures because that is determined in the aerodromes manual
OLS is defined to assist the airport operator to report of obstacles to CASA fits less because it does not provide for action on the detailed report.
Enable the airport operator to prevent development external to the airport that may affect the safety of aircraft operations is false because is the role of airport authority.
Requiring the use of specific runways and taxiways is most suitable because such runways and taxiways can be fitted with noise reduction apparatus and are mostly located away from operation zones of the airport.
Prohibiting aircraft engine ground running by maintenance organizations is not correct because aircraft engine running cannot be avoided.
Establishing runway end safety zones is not fit because it would do less in reducing noise pollution.
Limiting the types of aircraft that may access the airport is not correct because each and every airline has different types of airplanes that have different engines. However, it is impossible to find type of airplanes that do not produce any sound.
Creating parklands between the airport and noise sensitive areas is less fit because it does not consider the effects of noise on the users of the parklands.
If the airport is used for by aircraft having a maximum take-off weight of more than 5700 kilograms this because such an aircraft will have special requirements and the operators will require permit to have reference to information that affect their operations.
For routine airside maintenance works is not correct because it is captured in the aerodromes manual
Unscheduled works will be less fit because it can be rescheduled to fit to the program
Landside works is not correct because it is captured in the aerodromes manual and does not need method of working plan to be executed
If the airport is used for regular public transport operation is not correct because it is captured in the normal operations of the airport.
Install and maintain appropriate marking and floodlighting is the most suitable because it ensures that high visibility is achieved and accidents are minimized.
Carry out regular technical inspections is not correct because without visibility technical inspections are useless.
Mount periodic safety awareness campaigns is less suitable because it safety awareness is only relevant if the workers are visible to running automobiles in the aprons.
Undertake regular cleans-ups of fuel and oil spills is less suitable because it should be done by personnel and personnel must have clear visibility to detect such spill.
Have regular drug and alcohol testing of apron/ramp personnel is not correct because they are supposed to understand ethics of their jobs.
Providing signage and information system is the most suitable because it provides the passenger with relevant information therefore reducing the need for personal assistance.
Appropriate location of aircraft stands/gates is not appropriate because in one way or the other these passengers will need information on issues such as services and utilities.
Regulating the time taken to security screen passengers is not correct because it may compromise the security of the airport and the country in the long run.
Providing self check-in facilities is not correct because its expensive to install and maintain and can easily be manipulated by the users.
Providing a linear terminal layout is less suitable in this case because it would need a lot of space to practice in which in most cases is absent in several airports.
Blee, J. (2010). Aviation in Australia (Vol. 10). Exisle Publishing.
Cork, L., Clothier, R., Gonzalez, L. F., & Walker, R. (2007). The future of UAS: Standards, regulations, and operational experiences [workshop report]. Aerospace and Electronic Systems Magazine, IEEE, 22(11), 29-44.
Vreedenburgh, M. (1999, December). Airport operational efficiency. In ICAO Airport Privatization Seminar for the NAM/CAR/SAM Regions. Guatemala City. Retrieved December (pp. 13-16).