Besluit toezicht luchtvaart BES

Type Amvb Bes

Publication 2021-01-01

State In force

Source BWB

artikelen 69

4.3. Objects outside the obstacle limitation surfaces

Note – Because of transverse slopes on a strip or clearway, in certain cases portions of the inner edge of the take-off climb surface may be below the corresponding elevation of the strip or clearway. It is not intended that the strip or clearway be graded to conform with the inner edge of the take-off climb surface, nor is it intended that terrain or objects which are above the take-off climb surface beyond the end of the strip or clearway, but below the level of the strip or clearway, be removed unless it is considered they may endanger airplanes. Similar considerations apply at the junction of a clearway and strip where differences in transverse slopes exist.

4.3.2 In areas beyond the limits of the obstacle limitation surfaces, at least those objects which extend to a height of 150 m or more above ground elevation shall be regarded as obstacles, unless a special aeronautical study indicates that they do not constitute a hazard to airplanes.

4.3.1 Arrangements shall be made to enable the DCA NA to be consulted concerning proposed construction beyond the limits of the obstacle limitation surfaces that extend above a height established by that authority, in order to permit an aeronautical study of the effect of such construction on the operation of airplanes.

4.4. Other objects

Note – This study may have regard to the nature of operations concerned and may distinguish between day and night operations.

4.4.2 Anything which may, in the opinion of the DCA NA after aeronautical study, endanger airplanes on the movement area or in the air within the limits of the inner horizontal and conical surfaces shall be regarded as an obstacle and shall be removed in so far as practicable.

4.4.1 Objects which do not project through the approach surface but which would nevertheless adversely affect the optimum siting or performance of visual or non-visual aids shall, as far as practicable, be removed.

5.1. Indicators and signaling devices

5.1.1.1 An aerodrome shall be equipped with at least one wind direction indicator.

Application

5.1.1.1 An aerodrome shall be equipped with at least one wind direction indicator.

Location

5.1.1.2 A wind direction indicator shall be located so as to be visible from aircraft in flight or on the movement area and in such a way as to be free from the effects of air disturbances caused by nearby objects.

5.1.1.4 The location of at least one wind direction indicator shall be marked by a circular band 15 m in diameter and 1.2 m wide. The band shall be centered about the wind direction indicator support and shall be in a color chosen to give adequate conspicuity, preferably white.

5.1.1.3 The wind direction indicator shall be in the form of a truncated cone made of fabric and shall have a length of not less than 3.6 m and a diameter, at the larger end, of not less than 0.9 m. It shall be constructed so that it gives a clear indication of the direction of the surface wind and a general indication of the wind speed. The color or colors shall be so selected as to make the wind direction indicator clearly visible and understandable from a height of at least 300 m, having regard to background. Where practicable, a single color, preferably white or orange, shall be used. Where a combination of two colors is required to give adequate conspicuity against changing backgrounds, they shall preferably be orange and white, red and white, or black and white, and shall be arranged in five alternate bands, the first and last bands being the darker color.

5.1.2. Landing direction indicator

Location

5.1.2.1 Where provided, a landing direction indicator shall be located in a conspicuous place on the aerodrome.

Location

5.1.2.1 Where provided, a landing direction indicator shall be located in a conspicuous place on the aerodrome.

5.1.2.3 The shape and minimum dimensions of a landing «T» shall be as shown in Figure 5-1. The color of the landing «T» shall be either white or orange, the choice being dependent on the color that contrasts best with the back-ground against which the indicator will be viewed. Where required for use at night the landing «T» shall either be illuminated or outlined by white lights.

5.1.2.2 The landing direction indicator shall be in the form of a «T».

Application

5.1.3 Signaling lamp

Application

5.1.3.1 A signaling lamp shall be provided at a con-trolled aerodrome in the aerodrome control tower.

When selecting the green light, use shall be made of the restricted boundary of green as specified in Appendix 1, 2.1.2.

5.1.3.2 A signaling lamp shall be capable of producing red, green and white signals, and of:

When selecting the green light, use shall be made of the restricted boundary of green as specified in Appendix 1, 2.1.2.

5.1.3.3 The beam spread shall be not less than 1° nor greater than 3°, with negligible light beyond 3°. When the signaling lamp is intended for use in the daytime the intensity of the colored light shall be not less than 6 000 cd.

Location of signal area

Note – The inclusion of detailed specifications for a signal area in this section is not intended to imply that one has to be provided. Attachment A, Section 15 provides guidance on the need to provide ground signals. Part 2, Appendix 1 specifies the shape, color and use of visual ground signals. The Aerodrome Design Manual, Part 4 provides guidance on their design.

Location of signal area

5.1.4.1 The signal area shall be located so as to be visible for all angles of azimuth above an angle of 10° above the horizontal when viewed from a height of 300 m.

5.1.4.3 The color of the signal area shall be chosen to contrast with the colors of the signal panels used, and it shall be surrounded by a white border not less than 0.3 m wide.

5.2. Markings

5.2.1. General

5.2. Markings

5.2.1.1 At an intersection of two (or more) runways the markings of the more important runway, except for the runway side stripe marking, shall be displayed and the markings of the other runway(s) shall be interrupted. The runway side stripe marking of the more important runway may be either continued across the intersection or interrupted.

5.2.1.2 The order of importance of runways for the display of runway markings shall be as follows:

1st – precision approach runway;

2nd – non-precision approach runway; and

3rd – non-instrument runway.

Color and conspicuity

Note – See 5.2.8.5 regarding the manner of connecting runway and taxiway centre line markings.

Note 1 – It has been found that, on runway surfaces of light color, the conspicuity of white markings can be improved by outlining them in black.

5.2.1.4 Runway markings shall be white.

Note 1 – It has been found that, on runway surfaces of light color, the conspicuity of white markings can be improved by outlining them in black.

Note 2 – It is preferable that the risk of uneven friction characteristics on markings be reduced in so far as practicable by the use of a suitable kind of paint.

Note 3 – Markings may consist of solid areas or a series of longitudinal stripes providing an effect equivalent to the solid areas.

5.2.1.5 Taxiway markings, runway turn pad markings and aircraft stand markings shall be yellow.

5.2.1.6 Apron safety lines shall be of a conspicuous color which shall contrast with that used for aircraft stand markings.

Unpaved taxiways

Note – Guidance on reflective materials is given in the Aerodrome Design Manual, Part 4.

Unpaved taxiways

Application

5.2.2.1 A runway designation marking shall be provided at the thresholds of a paved runway.

5.2.2.2 A runway designation marking shall be provided, so far as practicable, at the thresholds of an unpaved runway.

Location

5.2.2.2 A runway designation marking shall be provided, so far as practicable, at the thresholds of an unpaved runway.

Note – If the runway threshold is displaced from the extremity of the runway, a sign showing the designation of the runway may be provided for airplanes taking off.

Characteristics

Note – If the runway threshold is displaced from the extremity of the runway, a sign showing the designation of the runway may be provided for airplanes taking off.

5.2.2.5 In the case of parallel runways, each runway designation number shall be supplemented by a letter as follows, in the order shown from left to right when viewed from the direction of approach:

5.2.2.4 A runway designation marking shall consist of a two-digit number and on parallel runways shall be supplemented with a letter. On a single runway, dual parallel runways and triple parallel runways the two-digit number shall be the whole number nearest the one-tenth of the magnetic North when viewed from the direction of approach. On four or more parallel runways, one set of adjacent runways shall be numbered to the nearest one-tenth magnetic azimuth and the other set of adjacent runways numbered to the next nearest one-tenth of the magnetic azimuth. When the above rule would give a single digit number, it shall be preceded by a zero.

5.2.3. Runway centre line marking

Application

5.2.3.1 A runway centre line marking shall be provided on a paved runway.

Application

5.2.3.1 A runway centre line marking shall be provided on a paved runway.

Location

5.2.3.2 A runway centre line marking shall be located along the centre line of the runway between the runway designation markings as shown in Figure 5-2, except when interrupted in compliance with 5.2.1.1.

5.2.3.4 The width of the stripes shall be not less than:

5.2.4. Threshold marking

Application

5.2.4.1 A threshold marking shall be provided at the threshold of a paved instrument runway, and of a paved non-instrument runway where the code number is 3 or 4 and the runway is intended for use by international commercial air transport.

5.2.4.2 A threshold marking shall be provided at the threshold of a paved non-instrument runway where the code number is 3 or 4 and the runway is intended for use by other than international commercial air transport.

Location

Note – The Aerodrome Design Manual, Part 4, shows a form of marking which has been found satisfactory for the marking of downward slopes immediately before the threshold.

Location

5.2.4.4 The stripes of the threshold marking shall commence 6 m from the threshold.

except that on non-precision approach and non-instrument runways 45 m or greater in width, they may be as shown in Figure 5-2 (C).

5.2.4.5 A runway threshold marking shall consist of a pattern of longitudinal stripes of uniform dimensions disposed symmetrically about the centre line of a runway as shown in Figure 5-2 (A) and (B) for a runway width of 45 m. The number of stripes shall be in accordance with the runway width as follows:

Transverse stripe

5.2.4.6 The stripes shall extend laterally to within 3 m of the edge of a runway or to a distance of 27 m on either side of a runway centre line, whichever results in the smaller lateral distance. Where a runway designation marking is placed within a threshold marking there shall be a minimum of three stripes on each side of the centre line of the runway. Where a runway designation marking is placed above a threshold marking, the stripes shall be continued across the runway. The stripes shall be at least 30 m long and approximately 1.80 m wide with spacing of approximately 1.80 m between them except that, where the stripes are continued across a runway, a double spacing shall be used to separate the two stripes nearest the centre line of the runway, and in the case where the designation marking is included within the threshold marking this spacing shall be 22.5 m.

5.2.4.8 A transverse stripe shall be not less than 1.80 m wide.

Arrows

5.2.4.8 A transverse stripe shall be not less than 1.80 m wide.

5.2.4.10 When a runway threshold is temporarily displaced from the normal position, it shall be marked as shown in Figure 5-4 (A) or 5-4 (B) and all markings prior to the displaced threshold shall be obscured except the runway centre line marking, which shall be converted to arrows.

5.2.4.9 Where a runway threshold is permanently displaced, arrows conforming to Figure 5-4 (B) shall be provided on the portion of the runway before the displaced threshold.

5.2.5. Aiming point marking

Application

5.2.5.1 The provisions of Sections 5.2.5 and 5.2.6 shall not require the replacement of existing markings before 1 January 2005.

5.2.5.2 An aiming point marking shall be provided at each approach end of a paved instrument runway where the code number is 2, 3 or 4.

5.2.5.1 The provisions of Sections 5.2.5 and 5.2.6 shall not require the replacement of existing markings before 1 January 2005.

Location

5.2.5.3 An aiming point marking shall be provided at each approach end of:

5.2.5.5 An aiming point marking shall consist of two conspicuous stripes. The dimensions of the stripes and the lateral spacing between their inner sides shall be in accordance with the provisions of the appropriate column of Table 5-1. Where a touchdown zone marking is provided, the lateral spacing between the markings shall be the same as that of the touch-down zone marking.

5.2.6. Touchdown zone marking

Application

5.2.6.1 A touchdown zone marking shall be provided in the touchdown zone of a paved precision approach runway where the code number is 2, 3 or 4.

5.2.6.2 A touchdown zone marking shall be provided in the touchdown zone of a paved non-precision approach or non-instrument runway where the code number is 3 or 4 and additional conspicuity of the touchdown zone is desirable.

Location and characteristics

5.2.6.4 A touchdown zone marking shall conform to either of the two patterns shown in Figure 5-5. For the pattern shown in Figure 5-5 (A), the markings shall be not less than 22.5 m long and 3 m wide. For the pattern shown in Figure 5-5 (B), each stripe of each marking shall be not less than 22.5 m long and 1.8 m wide with a spacing of 1.5 m between adjacent stripes. The lateral spacing between the inner sides of the rectangles shall be equal to that of the aiming point marking where provided. Where an aiming point marking is not provided, the lateral spacing between the inner sides of the rectangles shall correspond to the lateral spacing specified for the aiming point marking in Table 5-1 (columns 2, 3, 4 or 5, as appropriate). The pairs of markings shall be provided at longitudinal spacing of 150 m beginning from the threshold except that pairs of touchdown zone markings coincident with or located within 50 m of an aiming point marking shall be deleted from the pattern.

5.2.6.3 A touchdown zone marking shall consist of pairs of rectangular markings symmetrically disposed about the runway centre line with the number of such pairs related to the landing distance available and, where the marking is to be displayed at both the approach directions of a runway, the distance between the thresholds, as follows:

5.2.7. Runway side stripe marking

Application

5.2.7.1 A runway side stripe marking shall be provided between the thresholds of a paved runway where there is a lack of contrast between the runway edges and the shoulders or the surrounding terrain.

5.2.7.2 A runway side stripe marking shall be provided on a precision approach runway irrespective of the contrast between the runway edges and the shoulders or the surrounding terrain.

Location

5.2.7.2 A runway side stripe marking shall be provided on a precision approach runway irrespective of the contrast between the runway edges and the shoulders or the surrounding terrain.

5.2.7.4 Where a runway turn pad is provided, the runway side stripe marking shall be continued between the runway and the runway turn pad.

Characteristics

5.2.7.4 Where a runway turn pad is provided, the runway side stripe marking shall be continued between the runway and the runway turn pad.

Characteristics

Application

5.2.8.1 Taxiway centre line marking shall be provided on a paved taxiway and apron where the code number is 3 or 4 in such a way as to provide continuous guidance between the runway centre line and aircraft stands.

5.2.8.2 Taxiway centre line marking shall be provided on a paved taxiway and apron where the code number is 1 or 2 in such a way as to provide continuous guidance between the runway centre line and aircraft stands.

Location

5.2.8.3 Taxiway centre line marking shall be provided on a paved runway when the runway is part of a standard taxi-route and:

Note – See 3.9.6 and Figure 3-2.

5.2.8.4 On a straight section of a taxiway the taxiway centre line marking shall be located along the taxiway centre line. On a taxiway curve the marking shall continue from the straight portion of the taxiway at a constant distance from the outside edge of the curve.

Note – See 3.9.6 and Figure 3-2.

Characteristics

5.2.8.6 Where taxiway centre line marking is provided on a runway in accordance with 5.2.8.3, the marking shall be located on the centre line of the designated taxiway.

Characteristics

Application

5.2.9.1 Where a runway turn pad is provided, a runway turn pad marking shall be provided for continuous guidance to enable an airplane to complete a 180-degree turn and align with the runway centre line.

Application

5.2.9.3 The runway turn pad marking shall be extended parallel to the runway centre line marking for a distance of at least 60 m beyond the point of tangency where the code number is 3 or 4, and for a distance of at least 30 m where the code number is 1 or 2.

5.2.9.2 The runway turn pad marking shall be curved from the runway centre line into the turn pad. The radius of the curve shall be compatible with the maneuvering capability and normal taxiing speeds of the airplanes for which the runway turn pad is intended. The intersection angle of the runway turn pad marking with the runway centre line shall not be greater than 30 degrees.

5.2.9.4 A runway turn pad marking shall guide the airplane in such a way as to allow a straight portion of taxiing before the point where a 180-degree turn is to be made. The straight portion of the runway turn pad marking shall be parallel to the outer edge of the runway turn pad.

5.2.9.5 The design of the curve allowing the airplane to negotiate a 180-degree turn shall be based on a nose wheel steering angle not exceeding 45 degrees.

Characteristics

Note – For ease of maneuvering, consideration may be given to providing a larger wheel-to-edge clearance for codes E and F airplanes. See 3.3.7.

Characteristics

Application and location

5.2.10.1 A runway-holding position marking shall be displayed along a runway-holding position.

Note – See 5.4.2 concerning the provision of signs at runway-holding positions.

5.2.10.1 A runway-holding position marking shall be displayed along a runway-holding position.

Note – See 5.4.2 concerning the provision of signs at runway-holding positions.

5.2.10.2 At an intersection of a taxiway and a non-instrument, non-precision approach or take-off runway, the runway-holding position marking shall be as shown in Figure 5-6, pattern A.

5.2.10.3 Where a single runway-holding position is provided at an intersection of a taxiway and a precision approach category I, II or III runway, the runway-holding position marking shall be as shown in Figure 5-6, pattern A. Where two or three runway-holding positions are provided at such an intersection, the runway-holding position marking closer (closest) to the runway shall be as shown in Figure 5-6, pattern A and the markings farther from the runway shall be as shown in Figure 5-6, pattern B.

5.2.10.4 The runway-holding position marking displayed at a runway-holding position established in accordance with 3.12.3 shall be as shown in Figure 5-6, pattern A.

5.2.10.5 Where increased conspicuity of the runway-holding position is required, the runway-holding position marking shall be as shown in Figure 5-7, pattern A or pattern B, as appropriate.

5.2.11. Intermediate holding position marking

Application and location

5.2.11.1 An intermediate holding position marking shall be displayed along an intermediate holding position.

5.2.11.2 Open.

5.2.11.1 An intermediate holding position marking shall be displayed along an intermediate holding position.

5.2.11.2 Open.

Characteristics

5.2.11.4 Open.

Characteristics

Application

5.2.12.1 When a VOR aerodrome check-point is established, it shall be indicated by a VOR aerodrome check-point marking and sign.

Note – See 5.4.4 for VOR aerodrome check-point sign.

5.2.12.1 When a VOR aerodrome check-point is established, it shall be indicated by a VOR aerodrome check-point marking and sign.

Note – See 5.4.4 for VOR aerodrome check-point sign.

Location

Note – Guidance on the selection of sites for VOR aerodrome check-points is given in Part 10, Volume I, Attachment E.

Location

5.2.12.3 A VOR aerodrome check-point marking shall be centered on the spot at which an aircraft is to be parked to receive the correct VOR signal.

5.2.12.5 When it is preferable for an aircraft to be aligned in a specific direction, a line shall be provided that passes through the centre of the circle on the desired azimuth. The line shall extend 6 m outside the circle in the desired direction of heading and terminate in an arrowhead. The width of the line shall be 15 cm (see Figure 5-8 (B)).

5.2.12.4 A VOR aerodrome check-point marking shall consist of a circle 6 m in diameter and have a line width of 15 cm (see Figure 5-8 (A)).

5.2.13. Aircraft stand markings

Note – To provide contrast, markings may be bordered with black.

5.2.13. Aircraft stand markings

Note – Guidance on the layout of aircraft stand markings is contained in the Aerodrome Design Manual, Part 4.

Application

5.2.13.1 Aircraft stand markings shall be provided for designated parking positions on a paved apron and on a de-icing/anti-icing facility.

Location

5.2.13.2 Aircraft stand markings on a paved apron and on a de-icing/anti-icing facility shall be located so as to provide the clearances specified in 3.13.6 and in 3.15.9 respectively, when the nose wheel follows the stand marking.

5.2.13.4 An aircraft stand identification (letter and/or number) shall be included in the lead-in line a short distance after the beginning of the lead-in line. The height of the identification shall be adequate to be readable from the cockpit of aircraft using the stand.

5.2.13.3 Aircraft stand markings shall include such elements as stand identification, lead-in line, turn bar, turning line, alignment bar, stop line and lead-out line, as are required by the parking configuration and to complement other parking aids.

5.2.13.5 Where two sets of aircraft stand markings are superimposed on each other in order to permit more flexible use of the apron and it is difficult to identify which stand marking shall be followed, or safety would be impaired if the wrong marking was followed, then identification of the aircraft for which each set of markings is intended shall be added to the stand identification.

Note – Example: 2A-B747, 2B-F28.

5.2.13.6 Lead-in, turning and lead-out lines shall normally be continuous in length and have a width of not less than 15 cm. Where one or more sets of stand markings are superimposed on a stand marking, the lines shall be continuous for the most demanding aircraft and broken for other aircraft.

5.2.13.7 The curved portions of lead-in, turning and lead-out lines shall have radii appropriate to the most demanding aircraft type for which the markings are intended.

5.2.13.8 Where it is intended that an aircraft proceed in one direction only, arrows pointing in the direction to be followed shall be added as part of the lead-in and lead-out lines.

5.2.13.9 A turn bar shall be located at right angles to the lead-in line, abeam the left pilot position at the point of initiation of any intended turn. It shall have a length and width of not less than 6 m and 15 cm, respectively, and include an arrowhead to indicate the direction of turn.

Note – The distances to be maintained between the turn bar and the lead-in line may vary according to different aircraft types, taking into account the pilot’s field of view.

5.2.13.10 If more than one turn bar and/or stop line is required, they shall be coded.

5.2.13.11 An alignment bar shall be placed so as to be coincident with the extended centre line of the aircraft in the specified parking position and visible to the pilot during the final part of the parking maneuver. It shall have a width of not less than 15 cm.

5.2.14. Apron safety lines

Note – The distances to be maintained between the stop line and the lead-in line may vary according to different aircraft types, taking into account the pilot’s field of view.

5.2.14. Apron safety lines

Note – Guidance on apron safety lines is contained in the Aerodrome Design Manual, Part 4.

Application

5.2.14.1 Apron safety lines shall be provided on a paved apron as required by the parking configurations and ground facilities.

Location

5.2.14.2 Apron safety lines shall be located so as to define the areas intended for use by ground vehicles and other aircraft servicing equipment, etc., to provide safe separation from aircraft.

5.2.14.4 An apron safety line shall be continuous in length and at least 10 cm in width.

5.2.14.3 Apron safety lines shall include such elements as wing tip clearance lines and service road boundary lines as required by the parking configurations and ground facilities.

Application

5.2.15 Road-holding position marking

Application

5.2.15.1 A road-holding position marking shall be provided at all road entrances to a runway.

Location

5.2.15.2 The road-holding position marking shall be located across the road at the holding position.

5.2.16 Mandatory instruction marking

5.2.15.3 The road-holding position marking shall be in accordance with the local road traffic regulations.

Application

Note – Guidance on mandatory instruction marking is given in the Aerodrome Design Manual, Part 4.

5.2.16.2 Where operationally required, such as on taxiways exceeding 60 m in width, a mandatory instruction sign shall be supplemented by a mandatory instruction marking.

Location

5.2.16.2 Where operationally required, such as on taxiways exceeding 60 m in width, a mandatory instruction sign shall be supplemented by a mandatory instruction marking.

5.2.16.4 Except where operationally required, a mandatory instruction marking shall not be located on a runway.

Characteristics

5.2.16.4 Except where operationally required, a mandatory instruction marking shall not be located on a runway.

5.2.16.6 A NO ENTRY marking shall consist of an inscription in white reading NO ENTRY on a red background.

5.2.16.5 A mandatory instruction marking shall consist of an inscription in white on a red background. Except for a NO ENTRY marking, the inscription shall provide information identical to that of the associated mandatory instruction sign.

5.2.16.6 A NO ENTRY marking shall consist of an inscription in white reading NO ENTRY on a red background.

5.2.16.7 Where there is insufficient contrast between the marking and the pavement surface, the mandatory instruction marking shall include an appropriate border, preferably white or black.

5.2.17. Information marking

5.2.16.9 The background shall be rectangular and extend a minimum of 0.5 m laterally and vertically beyond the extremities of the inscription.

5.2.17. Information marking

Note – Guidance on information marking is contained in the Aerodrome Design Manual, Part 4.

5.2.17.2 Where operationally required an information sign shall be supplemented by an information marking.

5.2.17.1 Where an information sign would normally be installed and is impractical to install, as determined by the appropriate aerodrome authority, an information marking shall be displayed on the surface of the pavement.

5.2.17.2 Where operationally required an information sign shall be supplemented by an information marking.

Location

5.2.17.4 An information (location) marking shall be displayed on the pavement surface at regular intervals along taxiways of great length.

Location

5.2.17.5 The information marking shall be displayed across the surface of the taxiway or apron where necessary and positioned so as to be legible from the cockpit of an approaching aircraft.

5.2.17.7 Where there is insufficient contrast between the marking background and the pavement surface, the marking shall include:

5.2.17.6 An information marking shall consist of:

5.3. Lights

5.3.1. General

5.3. Lights

5.3.1.1 A non-aeronautical ground light near an aerodrome which might endanger the safety of aircraft shall be extinguished, screened or otherwise modified so as to eliminate the source of danger.

Lights which may endanger the safety of aircraft

5.3.1.1 A non-aeronautical ground light near an aerodrome which might endanger the safety of aircraft shall be extinguished, screened or otherwise modified so as to eliminate the source of danger.

Note 1– Figures 5-10, 5-11 and 5-12 may be used to determine the exposure levels and distances that adequately protect flight operations.

5.3.1.2 To protect the safety of aircraft against the hazardous effects of laser emitters, the following protected zones shall be established around aerodromes:

Note 1– Figures 5-10, 5-11 and 5-12 may be used to determine the exposure levels and distances that adequately protect flight operations.

Note 2 – The restrictions on the use of laser beams in the three protected flight zones, LFFZ, LCFZ and LSFZ, refer to visible laser beams only. Laser emitters operated by the authorities in a manner compatible with flight safety are excluded. In all navigable air space, the irradiance level of any laser beam, visible or invisible, is expected to be less than or equal to the maximum permissible exposure (MPE) unless such emission has been notified to the authority and permission obtained.

Note 3 – The protected flight zones are established in order to mitigate the risk of operating laser emitters in the vicinity of aerodromes.

Lights which may cause confusion

Note 5 – See also Part 11 – Air Traffic Services, Chapter 2.

within the approach area.

5.3.1.3 A non-aeronautical ground light which, by reason of its intensity, configuration or color, might prevent, or cause confusion in, the clear interpretation of aeronautical ground lights shall be extinguished, screened or otherwise modified so as to eliminate such a possibility. In particular, attention shall be directed to a non-aeronautical ground light visible from the air within the areas described hereunder:

within the approach area.

Aeronautical ground lights which may cause confusion to mariners

Note: 1: Aerodrome operators should liaise with local electricity and planning authorities, so that they can be alerted of lighting proposals in the vicinity of their aerodromes.

Aeronautical ground lights which may cause confusion to mariners

Note – In the case of aeronautical ground lights near navigable waters, consideration needs to be given to ensuring that the lights do not cause confusion to mariners.

Light fixtures and supporting structures

Note – See 9.9 for information regarding siting of equipment and installations on operational areas, and the Aerodrome Design Manual, Part 6 (in preparation) for guidance on frangibility of light fixtures and supporting structures.

5.3.1.5 The provisions of 5.3.1.4 shall not require the replacement of existing installations before 1 January 2005.

5.3.1.4 Elevated approach lights and their supporting structures shall be frangible except that, in that portion of the approach lighting system beyond 300 m from the threshold:

Elevated lights

5.3.1.6 When an approach light fixture or supporting structure is not in itself sufficiently conspicuous, it shall be suitably marked.

Elevated lights

5.3.1.7 Elevated runway, stopway and taxiway lights shall be frangible. Their height shall be sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft.

5.3.1.9 The temperature produced by conduction or radiation at the interface between an installed inset light and an aircraft tire shall not exceed 160°C during a 10-minute period of exposure.

5.3.1.8 Light fixtures inset in the surface of runways, stopways, taxiways and aprons shall be so designed and fitted as to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the lights themselves.

Light intensity and control

Note – Guidance on measuring the temperature of inset lights is given in the Aerodrome Design Manual, Part 4.

5.3.1.10 The intensity of runway lighting shall be adequate for the minimum conditions of visibility and ambient light in which use of the runway is intended, and compatible with that of the nearest section of the approach lighting system when provided.

Note – In dusk or poor visibility conditions by day, lighting can be more effective than marking. For lights to be effective in such conditions or in poor visibility by night, they must be of adequate intensity. To obtain the required intensity, it will usually be necessary to make the light directional, in which case the arcs over which the light shows will have to be adequate and so orientated as to meet the operational requirements. The runway lighting system will have to be considered as a whole, to ensure that the relative light intensities are suitably matched to the same end. (See Attachment A, Section 14, and the Aerodrome Design Manual, Part 4.)

Note – While the lights of an approach lighting system may be of higher intensity than the runway lighting, it is good practice to avoid abrupt changes in intensity as these could give a pilot a false impression that the visibility is changing during approach.

5.3.1.11 Where a high-intensity lighting system is provided, a suitable intensity control shall be incorporated to allow for adjustment of the light intensity to meet the prevailing conditions. Separate intensity controls or other suitable methods shall be provided to ensure that the following systems, when installed, can be operated at compatible intensities:

5.3.2. Emergency lighting

Application

5.3.2.1 At an aerodrome provided with runway lighting and without a secondary power supply, sufficient emergency lights shall be conveniently available for installation on at least the primary runway in the event of failure of the normal lighting system.

Note – Emergency lighting may also be useful to mark obstacles or delineate taxiways and apron areas.

Location

Note – Emergency lighting may also be useful to mark obstacles or delineate taxiways and apron areas.

Location

5.3.2.2 When installed on a runway the emergency lights shall, as a minimum, conform to the configuration required for a non-instrument runway.

Characteristics

Application

5.3.3.1 Where operationally necessary an aerodrome beacon or an identification beacon shall be provided at each aerodrome intended for use at night.

5.3.3.2 The operational requirement shall be determined having regard to the requirements of the air traffic using the aerodrome, the conspicuity of the aerodrome features in relation to its surroundings and the installation of other visual and non-visual aids useful in locating the aerodrome.

Aerodrome beacon

5.3.3.3 An aerodrome beacon shall be provided at an aerodrome intended for use at night if one or more of the following conditions exist:

5.3.3.5 The location of the beacon shall be such that the beacon is not shielded by objects in significant directions and does not dazzle a pilot approaching to land.

Characteristics

5.3.3.5 The location of the beacon shall be such that the beacon is not shielded by objects in significant directions and does not dazzle a pilot approaching to land.

5.3.3.7 The light from the beacon shall show at all angles of azimuth. The vertical light distribution shall extend upwards from an elevation of not more than 1° to an elevation deter-mined by the appropriate authority to be sufficient to provide guidance at the maximum elevation at which the beacon is intended to be used and the effective intensity of the flash shall be not less than 2000 cd.

5.3.3.6 The aerodrome beacon shall show either colored flashes alternating with white flashes, or white flashes only. The frequency of total flashes shall be from 20 to 30 per minute. Where used, the colored flashes emitted by beacons at land aerodromes shall be green and colored flashes emitted by beacons at water aerodromes shall be yellow. In the case of a combined water and land aerodrome, colored flashes, if used, shall have the color characteristics of whichever section of the aerodrome is designated as the principal facility.

Identification beacon

Application

5.3.3.8 An identification beacon shall be provided at an aerodrome which is intended for use at night and cannot be easily identified from the air by other means.

Application

5.3.3.8 An identification beacon shall be provided at an aerodrome which is intended for use at night and cannot be easily identified from the air by other means.

5.3.3.10 The location of the beacon shall be such that the beacon is not shielded by objects in significant directions and does not dazzle a pilot approaching to land.

Characteristics

5.3.3.10 The location of the beacon shall be such that the beacon is not shielded by objects in significant directions and does not dazzle a pilot approaching to land.

Note – At locations where a high ambient background lighting level cannot be avoided, the effective intensity of the flash may be required to be increased by a factor up to a value of 10.

5.3.3.11 An identification beacon at a land aerodrome shall show at all angles of azimuth. The vertical light distribution shall extend upwards from an elevation of not more than 1° to an elevation determined by the appropriate authority to be sufficient to provide guidance at the maximum elevation at which the beacon is intended to be used and the effective intensity of the flash shall be not less than 2 000 cd.

Note – At locations where a high ambient background lighting level cannot be avoided, the effective intensity of the flash may be required to be increased by a factor up to a value of 10.

5.3.3.12 An identification beacon shall show flashing-green at a land aerodrome and flashing-yellow at a water aerodrome.

5.3.4. Approach lighting systems

5.3.3.14 The speed of transmission shall be between six and eight words per minute, the corresponding range of duration of the Morse dots being from 0.15 to 0.2 seconds per dot.

5.3.4. Approach lighting systems

Note – It is intended that existing lighting systems not conforming to the specifications in 5.3.4.21, 5.3.4.39, 5.3.9.10, 5.3.10.10, 5.3.10.11, 5.3.11.5, 5.3.12.8, 5.3.13.6 and 5.3.16.8 be replaced not later than 1 January 2005.

A – Non-instrument runway

5.3.4.1 Application

A – Non-instrument runway

Where physically practicable, asimple approach lighting system as specified in 5.3.4.2 to 5.3.4.9 shall be provided to serve a non-instrument runway where the code number is 3 or 4 and intended for use at night, except when the runway is used only in conditions of good visibility, and sufficient guidance is provided by other visual aids.

Note – A simple approach lighting system can also provide visual guidance by day.

B – Non-precision approach runway

Where physically practicable, a simple approach lighting system as specified in 5.3.4.2 to 5.3.4.9 shall be provided to serve a non-precision approach runway, except when the runway is used only in conditions of good visibility or sufficient guidance is provided by other visual aids.

Note – It is advisable to give consideration to the installation of a precision approach category I lighting system or to the addition of a runway lead-in lighting system.

C – Precision approach runway category I

Simple approach lighting system

Location

5.3.4.2 A simple approach lighting system shall consist of a row of lights on the extended centre line of the runway extending, whenever possible, over a distance of not less than 420 m from the threshold with a row of lights forming a crossbar 18 m or 30 m in length at a distance of 300 m from the threshold.

5.3.4.3 The lights forming the crossbar shall be as nearly as practicable in a horizontal straight line at right angles to, and bisected by, the line of the centre line lights. The lights of the crossbar shall be spaced so as to produce a linear effect, except that, when a crossbar of 30 m is used, gaps may be left on each side of the centre line. These gaps shall be kept to a minimum to meet local requirements and each shall not exceed 6 m.

Note 1 – Spacing for the crossbar lights between 1 m and 4 m are in use. Gaps on each side of the centre line may improve directional guidance when approaches are made with a lateral error, and facilitate the movement of rescue and fire fighting vehicles.

Note 2 – See Attachment A, Section 11 for guidance on installation tolerances.

5.3.4.4 The lights forming the centre line shall be placed at longitudinal intervals of 60 m, except that, when it is desired to improve the guidance, an interval of 30 m may be used. The innermost light shall be located either 60 m or 30 m from the threshold, depending on the longitudinal interval selected for the centre line lights.

5.3.4.5 If it is not physically possible to provide a centre line extending for a distance of 420 m from the threshold, it shall be extended to 300 m so as to include the crossbar. If this is not possible, the centre line lights shall be extended as far as practicable, and each centre line light shall then consist of a barrette at least 3 m in length. Subject to the approach system having a crossbar at 300 m from the threshold, an additional crossbar may be provided at 150 m from the threshold.

Characteristics

Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and lighted accordingly.

Note 1 – When the barrette as in b) is composed of lights approximating to point sources, a spacing of 1.5 m between adjacent lights in the barrette has been found satisfactory.

5.3.4.7 The lights of a simple approach lighting system shall be fixed lights and the color of the lights shall be such as to ensure that the system is readily distinguishable from other aeronautical ground lights, and from extraneous lighting if present. Each centre line light shall consist of either:

Note 1 – When the barrette as in b) is composed of lights approximating to point sources, a spacing of 1.5 m between adjacent lights in the barrette has been found satisfactory.

Note 2 – It may be advisable to use barrettes 4 m in length if it is anticipated that the simple approach lighting system will be developed into a precision approach lighting system.

Note 3 – At locations where identification of the simple approach lighting system is difficult at night due to surrounding lights, sequence flashing lights installed in the outer portion of the system may resolve this problem.

Precision approach category I lighting system

Location

5.3.4.10 A precision approach category I lighting system shall consist of a row of lights on the extended centre line of the runway extending, wherever possible, over a distance of 900 m from the runway threshold with a row of lights forming a crossbar 30 m in length at a distance of 300 m from the runway threshold.

Note – The installation of an approach lighting system of less than 900 m in length may result in operational limitations on the use of the runway. See Attachment A, Section 11.

5.3.4.11 The lights forming the crossbar shall be as nearly as practicable in a horizontal straight line at right angles to, and bisected by, the line of the centre line lights. The lights of the crossbar shall be spaced so as to produce a linear effect, except that gaps may be left on each side of the centre line. These gaps shall be kept to a minimum to meet local requirements and each shall not exceed 6 m.

Note 2 – See Attachment A, Section 11 for guidance on installation tolerances.

5.3.4.12 The lights forming the centre line shall be placed at longitudinal intervals of 30 m with the innermost light located 30 m from the threshold.

Characteristics

Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and lighted accordingly.

5.3.4.15 Where the serviceability level of the approach lights specified as a maintenance objective in 10.4.10 can be demonstrated, each centre line light position may consist of either:

5.3.4.14 The centre line and crossbar lights of a precision approach category I lighting system shall be fixed lights showing variable white. Each centre line light position shall consist of either:

5.3.4.15 Where the serviceability level of the approach lights specified as a maintenance objective in 10.4.10 can be demonstrated, each centre line light position may consist of either:

5.3.4.16 The barrettes shall be at least 4 m in length. When barrettes are composed of lights approximating to point sources, the lights shall be uniformly spaced at intervals of not more than 1.5 m.

5.3.4.17 If the centre line consists of barrettes as described in 5.3.4.14 b) or 5.3.4.15 b), each barrette shall be supplemented by a capacitor discharge light, except where such lighting is considered unnecessary taking into account the characteristics of the system and the nature of the meteorological conditions.

5.3.4.18 Each capacitor discharge light as described in 5.3.4.17 shall be flashed twice a second in sequence, beginning with the outermost light and progressing toward the threshold to the innermost light of the system. The design of the electrical circuit shall be such that these lights can be operated independently of the other lights of the approach lighting system.

5.3.4.19 If the centre line consists of lights as described in 5.3.4.14 a) or 5.3.4.15 a), additional crossbars of lights to the crossbar provided at 300 m from the threshold shall be provided at 150 m, 450 m, 600 m and 750 m from the threshold. The lights forming each crossbar shall be as nearly as practicable in a horizontal straight line at right angles to, and bisected by, the line of the centre line lights. The lights shall be spaced so as to produce a linear effect, except that gaps may be left on each side of the centre line. These gaps shall be kept to a minimum to meet local requirements and each shall not exceed 6 m.

Note – See Attachment A, Section 11 for detailed configuration.

5.3.4.20 Where the additional crossbars described in 5.3.4.19 are incorporated in the system, the outer ends of the crossbars shall lie on two straight lines that either are parallel to the line of the centre line lights or converge to meet the runway centre line 300 m from threshold.

Precision approach category II and III lighting system

Location

5.3.4.22 The approach lighting system shall consist of a row of lights on the extended centre line of the runway, extending, wherever possible, over a distance of 900 m from the runway threshold. In addition, the system shall have two side rows of lights, extending 270 m from the threshold, and two crossbars, one at 150 m and one at 300 m from the threshold, all as shown in Figure 5-13. Where the serviceability level of the approach lights specified as maintenance objectives in 10.4.7 can be demonstrated, the system may have two side rows of lights, extending 240 m from the threshold, and two crossbars, one at 150 m and one at 300 m from the threshold, all as shown in Figure 5-14.

Note – The length of 900 m is based on providing guidance for operations under category I, II and III conditions. Reduced lengths may support category II and III operations but may impose limitations on category I operations. See Attachment A, Section 11.

5.3.4.23 The lights forming the centre line shall be placed at longitudinal intervals of 30 m with the innermost lights located 30 m from the threshold.

5.3.4.24 The lights forming the side rows shall be placed on each side of the centre line, at a longitudinal spacing equal to that of the centre line lights and with the first light located 30 m from the threshold. Where the serviceability level of the approach lights specified as maintenance objectives in 10.4.7 can be demonstrated, lights forming the side rows may be placed on each side of the centre line, at a longitudinal spacing of 60 m with the first light located 60 m from the threshold.

The lateral spacing (or gauge) between the innermost lights of the side rows shall be not less than 18 m nor more than 22.5 m, and preferably 18 m, but in any event shall be equal to that of the touchdown zone lights.

5.3.4.25 The crossbar provided at 150 m from the threshold shall fill in the gaps between the centre line and side row lights.

5.3.4.26 The crossbar provided at 300 m from the threshold shall extend on both sides of the centre line lights to a distance of 15 m from the centre line.

5.3.4.27 If the centre line beyond a distance of 300 m from the threshold consists of lights as described in 5.3.4.31 b) or 5.3.4.32 b), additional crossbars of lights shall be provided at 450 m, 600 m and 750 m from the threshold.

5.3.4.28 Where the additional crossbars described in 5.3.4.27 are incorporated in the system, the outer ends of these crossbars shall lie on two straight lines that either are parallel to the centre line or converge to meet the runway centre line 300 m from the threshold.

Characteristics

Any ILS or MLS azimuth antenna protruding through the plane of the lights shall be treated as an obstacle and marked and lighted accordingly.

all of which shall show variable white.

5.3.4.30 The centre line of a precision approach category II and III lighting system for the first 300 m from the threshold shall consist of barrettes showing variable white, except that, where the threshold is displaced 300 m or more, the centre line may consist of single light sources showing variable white. Where the serviceability level of the approach lights specified as maintenance objectives in 10.4.7 can be demonstrated, the centre line of a precision approach category II and III lighting system for the first 300 m from the threshold may consist of either:

all of which shall show variable white.

5.3.4.31 Beyond 300 m from the threshold each centre line light position shall consist of either:

all of which shall show variable white.

5.3.4.32 Where the serviceability level of the approach lights specified as maintenance objectives in 10.4.7 can be demonstrated, beyond 300 m from the threshold each centre line light position may consist of either:

all of which shall show variable white.

5.3.4.33 The barrettes shall be at least 4 m in length. When barrettes are composed of lights approximating to point sources, the lights shall be uniformly spaced at intervals of not more than 1.5 m.

5.3.4.34 If the centre line beyond 300 m from the threshold consists of barrettes as described in 5.3.4.31 a) or 5.3.4.32 a), each barrette beyond 300 m shall be supplemented by a capacitor discharge light, except where such lighting is considered unnecessary taking into account the characteristics of the system and the nature of the meteorological conditions.

5.3.4.35 Each capacitor discharge light shall be flashed twice a second in sequence, beginning with the outermost light and progressing toward the threshold to the innermost light of the system. The design of the electrical circuit shall be such that these lights can be operated independently of the other lights of the approach lighting system.

5.3.4.36 The side row shall consist of barrettes showing red. The length of a side row barrette and the spacing of its lights shall be equal to those of the touchdown zone light barrettes.

5.3.4.37 The lights forming the crossbars shall be fixed lights showing variable white. The lights shall be uniformly spaced at intervals of not more than 2.7 m.

5.3.4.38 The intensity of the red lights shall be compatible with the intensity of the white lights.

5.3.5. Visual approach slope indicator systems

Application

5.3.5.1 A visual approach slope indicator system shall be provided to serve the approach to a runway whether or not the runway is served by other visual approach aids or by non-visual aids, where one or more of the following conditions exist:

Note – Guidance on the priority of installation of visual approach slope indicator systems is contained in Attachment A, Section 12.

5.3.5.2 The standard visual approach slope indicator systems shall consist of the following:

as shown in Figure 5-15.

5.3.5.3 PAPI, T-VASIS or AT-VASIS shall be provided where the code number is 3 or 4 when one or more of the conditions specified in 5.3.5.1 exist.

T-VASIS and AT-VASIS

Description

5.3.5.6 The T-VASIS shall consist of twenty light units symmetrically disposed about the runway centre line in the form of two wing bars of four light units each, with bisecting longitudinal lines of six lights, as shown in Figure 5-16.

5.3.5.7 The AT-VASIS shall consist of ten light units arranged on one side of the runway in the form of a single wing bar of four light units with a bisecting longitudinal line of six lights.

Siting

When on or above the approach slope, no light shall be visible from the fly-up light units; when on or below the approach slope, no light shall be visible from the fly-down light units.

Note – The siting of T-VASIS will provide, for a 3° slope and a nominal eye height over the threshold of 15 m (see 5.3.5.6 and 5.3.5.19), a pilot’s eye height over threshold of 13 m to 17 m when only the wing bar lights are visible. If increased eye height at the threshold is required (to provide adequate wheel clearance), then the approaches may be flown with one or more fly-down lights visible. The pilot’s eye height over the threshold is then of the following order:

Characteristics of the light units

5.3.5.11 The light distribution of the beam of each light unit shall be of fan shape showing over a wide arc in azimuth in the approach direction. The wing bar light units shall produce a beam of white light from 1°54′ vertical angle up to 6° vertical angle and a beam of red light from 0° to 1°54′ vertical angle. The fly-down light units shall produce a white beam extending from an elevation of 6° down to approximately the approach slope, where it shall have a sharp cut-off. The fly-up light units shall produce a white beam from approximately the approach slope down to 1°54′ vertical angle and a red beam below a 1°54′ vertical angle. The angle of the top of the red beam in the wing bar units and fly-up units may be increased to comply with 5.3.5.21.

5.3.5.10 The systems shall be suitable for both day and night operations.

5.3.5.12 The light intensity distribution of the fly-down, wing bar and fly-up light units shall be as shown in Appendix 2, Figure A2-22.

5.3.5.13 The color transition from red to white in the vertical plane shall be such as to appear to an observer, at a distance of not less than 300 m, to occur over a vertical angle of not more than 15′.

5.3.5.14 At full intensity the red light shall have a Y coordinate not exceeding 0.320.

5.3.5.15 A suitable intensity control shall be provided to allow adjustments to meet the prevailing conditions and to avoid dazzling the pilot during approach and landing.

Approach slope and elevation setting of light beams

5.3.5.17 The light units shall be so designed that deposits of condensation, dirt, etc., on optically transmitting or reflecting surfaces shall interfere to the least possible extent with the light signals and shall in no way affect the elevation of the beams or the contrast between the red and white signals. The construction of the light units shall be such as to minimize the probability of the slots being wholly or partially blocked by snow or ice where these conditions are likely to be encountered.

5.3.5.19 When the runway on which a T-VASIS is provided is equipped with an ILS and/or MLS, the siting and elevations of the light units shall be such that the visual approach slope conforms as closely as possible with the glide path of the ILS and/or the minimum glide path of the MLS, as appropriate.

5.3.5.18 The approach slope shall be appropriate for use by the airplanes using the approach.

5.3.5.20 The elevation of the beams of the wing bar light units on both sides of the runway shall be the same. The elevation of the top of the beam of the fly-up light unit nearest to each wing bar, and that of the bottom of the beam of the fly-down light unit nearest to each wing bar, shall be equal and shall correspond to the approach slope. The cut-off angle of the top of the beams of successive fly-up light units shall decrease by 5′ of arc in angle of elevation at each successive unit away from the wing bar. The cut-in angle of the bottom of the beam of the fly-down light units shall increase by 7′ of arc at each successive unit away from the wing bar (see Figure 5-17).

5.3.5.21 The elevation setting of the top of the red light beams of the wing bar and fly-up light units shall be such that, during an approach, the pilot of an airplane to whom the wing bar and three fly-up light units are visible would clear all objects in the approach area by a safe margin if any such light did not appear red.

PAPI and APAPI

Description

5.3.5.23 The PAPI system shall consist of a wing bar of 4 sharp transition multi-lamp (or paired single lamp) units equally spaced. The system shall be located on the left side of the runway unless it is physically impracticable to do so.

Note – Where a runway is used by aircraft requiring visual roll guidance which is not provided by other external means, then a second wing bar may be provided on the opposite side of the runway.

5.3.5.24 The APAPI system shall consist of a wing bar of 2 sharp transition multi-lamp (or paired single lamp) units. The system shall be located on the left side of the runway unless it is physically impracticable to do so.

Siting

5.3.5.26 The wing bar of an APAPI shall be constructed and arranged in such a manner that a pilot making an approach will:

Siting

5.3.5.27 The light units shall be located as in the basic configuration illustrated in Figure 5-18, subject to the installation tolerances given therein. The units forming a wing bar shall be mounted so as to appear to the pilot of an approaching airplane to be substantially in a horizontal line. The light units shall be mounted as low as possible and shall be frangible.

5.3.5.29 The color transition from red to white in the vertical plane shall be such as to appear to an observer, at a distance of not less than 300 m, to occur within a vertical angle of not more than 3′.

5.3.5.28 The system shall be suitable for both day and night operations.

5.3.5.30 At full intensity the red light shall have a Y coordinate not exceeding 0.320.

5.3.5.31 The light intensity distribution of the light units shall be as shown in Appendix 2, Figure A2-23.

Note – See the Aerodrome Design Manual, Part 4 for additional guidance on the characteristics of light units.

5.3.5.32 Suitable intensity control shall be provided so as to allow adjustment to meet the prevailing conditions and to avoid dazzling the pilot during approach and landing.

Approach slope and elevation setting of light units

5.3.5.34 The light units shall be so designed that deposits of condensation, snow, ice, dirt, etc., on optically transmitting or reflecting surfaces shall interfere to the least possible extent with the light signals and shall not affect the contrast between the red and white signals and the elevation of the transition sector.

5.3.5.36 When the runway is equipped with an ILS and/or MLS, the siting and the angle of elevation of the light units shall be such that the visual approach slope conforms as closely as possible with the glide path of the ILS and/or the minimum glide path of the MLS, as appropriate.

5.3.5.35 The approach slope as defined in Figure 5-19 shall be appropriate for use by the airplanes using the approach.

5.3.5.37 The angle of elevation settings of the light units in a PAPI wing bar shall be such that, during an approach, the pilot of an airplane observing a signal of one white and three reds will clear all objects in the approach area by a safe margin.

5.3.5.38 The angle of elevation settings of the light units in an APAPI wing bar shall be such that, during an approach, the pilot of an airplane observing the lowest on slope signal, i.e. one white and one red, will clear all objects in the approach area by a safe margin.

5.3.5.39 The azimuth spread of the light beam shall be suitably restricted where an object located outside the obstacle protection surface of the PAPI or APAPI system, but within the lateral limits of its light beam, is found to extend above the plane of the obstacle protection surface and an aeronautical study indicates that the object could adversely affect the safety of operations. The extent of the restriction shall be such that the object remains outside the confines of the light beam.

Obstacle protection surface

5.3.5.40 Where wing bars are installed on each side of the runway to provide roll guidance, corresponding units shall be set at the same angle so that the signals of each wing bar change symmetrically at the same time.

5.3.5.41 An obstacle protection surface shall be established when it is intended to provide a visual approach slope indicator system.

Note – The following specifications apply to T-VASIS, AT-VASIS, PAPI and APAPI.

5.3.5.41 An obstacle protection surface shall be established when it is intended to provide a visual approach slope indicator system.

5.3.5.42 The characteristics of the obstacle protection surface, i.e. origin, divergence, length and slope shall correspond to those specified in the relevant column of Table 5-3 and in Figure 5-20.

5.3.5.43 New objects or extensions of existing objects shall not be permitted above an obstacle protection surface except when, in the opinion of the appropriate authority, the new object or extension would be shielded by an existing immovable object.

Note – Circumstances in which the shielding principle may reasonably be applied are described in the Airport Services Manual, Part 6.

5.3.5.44 Existing objects above an obstacle protection surface shall be removed except when, in the opinion of the appropriate authority, the object is shielded by an existing immovable object, or after aeronautical study it is determined that the object would not adversely affect the safety of operations of airplanes.

5.3.6. Circling guidance lights

Application

5.3.6.1 Circling guidance lights shall be provided when existing approach and runway lighting systems do not satisfactorily permit identification of the runway and/or approach area to a circling aircraft in the conditions for which it is intended the runway be used for circling approaches.

Application

5.3.6.3 Circling guidance lights shall consist of:

5.3.6.2 The location and number of circling guidance lights shall be adequate to enable a pilot, as appropriate, to:

5.3.6.3 Circling guidance lights shall consist of:

Characteristics

Note – Guidance on installation of circling guidance lights is given in the Aerodrome Design Manual, Part 4.

5.3.6.5 The lights shall be designed and be installed in such a manner that they will not dazzle or confuse a pilot when approaching to land, taking off or taxiing.

5.3.7. Runway lead-in lighting systems

Application

5.3.7.1 A runway lead-in lighting system shall be provided where it is desired to provide visual guidance along a specific approach path, for reasons such as avoiding hazardous terrain or for purposes of noise abatement.

Note – Guidance on providing lead-in lighting systems is given in the Aerodrome Design Manual, Part 4.

Location

Note – Guidance on providing lead-in lighting systems is given in the Aerodrome Design Manual, Part 4.

Note – Runway lead-in lighting systems may be curved, straight or a combination thereof.

5.3.7.2 A runway lead-in lighting system shall consist of groups of lights positioned so as to define the desired approach path and so that one group may be sighted from the preceding group. The interval between adjacent groups shall not exceed approximately 1600 m.

Characteristics

5.3.7.3 A runway lead-in lighting system shall extend from a point as determined by the appropriate authority, up to a point where the approach lighting system, if provided, or the runway or the runway lighting system is in view.

5.3.7.5 The flashing lights shall be white, and the steady burning lights gaseous discharge lights.

5.3.7.4 Each group of lights of a runway lead-in lighting system shall consist of at least three flashing lights in a linear or cluster configuration. The system may be augmented by steady burning lights where such lights would assist in identifying the system.

5.3.8. Runway threshold identification lights

Application

5.3.8.1 Runway threshold identification lights shall be installed:

Application

5.3.8.1 Runway threshold identification lights shall be installed:

Location

5.3.8.2 Runway threshold identification lights shall be located symmetrically about the runway centre line, in line with the threshold and approximately 10 m outside each line of runway edge lights.

5.3.8.4 The lights shall be visible only in the direction of approach to the runway.

5.3.9. Runway edge lights

Application

5.3.9.1 Runway edge lights shall be provided for a runway intended for use at night or for a precision approach runway intended for use by day or night.

5.3.9.2 Runway edge lights shall be provided on a runway intended for take-off with an operating minimum below an RVR of the order of 800 m by day.

Location

5.3.9.2 Runway edge lights shall be provided on a runway intended for take-off with an operating minimum below an RVR of the order of 800 m by day.

5.3.9.4 Runway edge lights shall be placed along the edges of the area declared for use as the runway or outside the edges of the area at a distance of not more than 3 m.

5.3.9.3 Runway edge lights shall be placed along the full length of the runway and shall be in two parallel rows equidistant from the centre line, commencing one-light spacing from the threshold and continuing to one-light spacing from the runway end.

5.3.9.4 Runway edge lights shall be placed along the edges of the area declared for use as the runway or outside the edges of the area at a distance of not more than 3 m.

5.3.9.5 Where the width of the area which could be declared as runway exceeds 60 m, the distance between the rows of lights shall be determined taking into account the nature of the operations, the light distribution characteristics of the runway edge lights, and other visual aids serving the runway.

5.3.9.6.The longitudinal spacing of runway edge lights must be uniform and be:

5.3.9.6.1 The lights on opposite sides of the runway axis shall be on lines at right angels to that axis. At intersections of runways, lights may be spaced irregularly or omitted, provided that adequate guidance remains available to the pilot.

5.3.9.6.2 Where the runway is a non-instrument or a non-precision instrument runway, and it is intersected by other runways or taxiways:

5.3.9.6.3 Runway edge lights must not to be omitted on a precision approach runway.

Characteristics

5.3.9.6.5 Unless a light is omitted or displaced in accordance with Paragraph 5.3.9.6.2, a runway edge light must be aligned with a light on the opposite side of the runway

5.3.9.8 The runway edge lights shall show at all angles in azimuth necessary to provide guidance to a pilot landing or taking off in either direction. When the runway edge lights are intended to provide circling guidance, they shall show at all angles in azimuth (see 5.3.6.1).

5.3.9.7 Runway edge lights shall be fixed lights showing variable white, except that:

5.3.10. Runway threshold and wing bar lights (see Figure 5-21).

Application of runway threshold lights

5.3.10.1 Runway threshold lights shall be provided for a runway equipped with runway edge lights except on a non-instrument or non-precision approach runway where the threshold is displaced and wing bar lights are provided.

Application of runway threshold lights

5.3.10.3 When a threshold is displaced from the extremity of a runway, threshold lights shall be placed in a row at right angles to the runway axis at the displaced threshold.

5.3.10.2 When a threshold is at the extremity of a runway, the threshold lights shall be placed in a row at right angles to the runway axis as near to the extremity of the runway as possible and, in any case, not more than 3 m outside the extremity.

5.3.10.3 When a threshold is displaced from the extremity of a runway, threshold lights shall be placed in a row at right angles to the runway axis at the displaced threshold.

Application of wing bar lights

5.3.10.5 The lights prescribed in 5.3.10.4 a) and b) shall be either:

5.3.10.7 Wing bar lights shall be provided on a non-instrument or non-precision approach runway where the threshold is displaced and runway threshold lights are required, but are not provided.

Location of wing bar lights

5.3.10.7 Wing bar lights shall be provided on a non-instrument or non-precision approach runway where the threshold is displaced and runway threshold lights are required, but are not provided.

Location of wing bar lights

5.3.10.8 Wing bar lights shall be symmetrically disposed about the runway centre line at the threshold in two groups, i.e. wing bars. Each wing bar shall be formed by at least five lights extending at least 10 m outward from, and at right angles to, the line of the runway edge lights, with the innermost light of each wing bar in the line of the runway edge lights.

5.3.10.10 Runway threshold lights on a precision approach runway shall be in accordance with the specifications of Appendix 2, Figure A2-3.

5.3.10.9 Runway threshold and wing bar lights shall be fixed unidirectional lights showing green in the direction of approach to the runway. The intensity and beam spread of the lights shall be adequate for the conditions of visibility and ambient light in which use of the runway is intended.

5.3.11. Runway end lights (see Figure 5-21)

Application

5.3.11.1 Runway end lights shall be provided for a run-way equipped with runway edge lights.

Note – When the threshold is at the runway extremity, fittings serving as threshold lights may be used as runway end lights.

Location

Note – When the threshold is at the runway extremity, fittings serving as threshold lights may be used as runway end lights.

5.3.11.3 Runway end lighting shall consist of at least six lights. The lights shall be either:

5.3.11.2 Runway end lights shall be placed on a line at right angles to the runway axis as near to the end of the runway as possible and, in any case, not more than 3 m outside the end.

Characteristics

For a precision approach runway category III, the spacing between runway end lights, except between the two innermost lights if a gap is used, shall not exceed 6 m.

5.3.11.5 Runway end lights on a precision approach run-way shall be in accordance with the specifications of Appendix 2, Figure A2-8.

5.3.12. Runway centre line lights

Application

5.3.12.1 Runway centre line lights shall be provided on a precision approach runway category II or III.

5.3.12.2 Runway centre line lights shall be provided on a precision approach runway category I, particularly when the runway is used by aircraft with high landing speeds or where the width between the runway edge lights is greater than 50 m.

5.3.12.1 Runway centre line lights shall be provided on a precision approach runway category II or III.

Location

5.3.12.4 Runway centre line lights shall be provided on a runway intended to be used for take-off with an operating minimum of an RVR of the order of 400 m or higher when used by airplanes with a very high take-off speed, particularly where the width between the runway edge lights is greater than 50 m.

Note – Existing centre line lighting where lights are spaced at 7.5 m need not be replaced.

5.3.12.5 Runway centre line lights shall be located along the centre line of the runway, except that the lights may be uniformly offset to the same side of the runway centre line by not more than 60 cm where it is not practicable to locate them along the centre line. The lights shall be located from the threshold to the end at longitudinal spacing of approximately 15 m. Where the serviceability level of the runway centre line lights specified as maintenance objectives in 10.4.7 or 10.4.11, as appropriate, can be demonstrated and the runway is intended for use in runway visual range conditions of 350 m or greater, the longitudinal spacing may be approximately 30 m.

Note – Existing centre line lighting where lights are spaced at 7.5 m need not be replaced.

Characteristics

Where necessary, provision shall be made to extinguish those centre line lights specified in b) or reset the intensity of the approach lighting system or barrettes when the runway is being used for landing. In no case shall only the single source runway centre line lights show from the beginning of the runway to a displaced threshold when the runway is being used for landing.

Note – Care is required in the design of the electrical system to ensure that failure of part of the electrical system will not result in a false indication of the runway distance remaining.

5.3.12.7 Runway centre line lights shall be fixed lights showing variable white from the threshold to the point 900 m from the runway end; alternate red and variable white from 900 m to 300 m from the runway end; and red from 300 m to the runway end, except that for runways less than 1800 m in length, the alternate red and variable white lights shall extend from the mid-point of the runway usable for landing to 300 m from the runway end.

5.3.13. Runway touchdown zone lights

Application

5.3.13.1 Touchdown zone lights shall be provided in the touchdown zone of a precision approach runway category II or III.

Application

5.3.13.1 Touchdown zone lights shall be provided in the touchdown zone of a precision approach runway category II or III.

Note – To allow for operations at lower visibility minima, it may be advisable to use a 30 m longitudinal spacing between barrettes.

Characteristics

Note – To allow for operations at lower visibility minima, it may be advisable to use a 30 m longitudinal spacing between barrettes.

5.3.13.4 A barrette shall be not less than 3 m nor more than 4.5 m in length.

5.3.13.3 A barrette shall be composed of at least three lights with a spacing between the lights of not more than 1.5 m.

5.3.13.4 A barrette shall be not less than 3 m nor more than 4.5 m in length.

5.3.14. Rapid exit taxiway indicator lights

5.3.13.6 Touchdown zone lights shall be in accordance with the specifications of Appendix 2, Figure A2-5.

5.3.14. Rapid exit taxiway indicator lights

Note – The purpose of rapid exit taxiway indicator lights (RETILs) is to provide pilots with distance-to-go information to the nearest rapid exit taxiway on the runway, to enhance situational awareness in low visibility conditions and enable pilots to apply braking action for more efficient roll-out and runway exit speeds. It is essential that pilots operating at aerodromes with runway(s) displaying rapid exit taxiway indicator lights be familiar with the purpose of these lights.

Note – See Attachment A, Section 14.

5.3.14.1 Rapid exit taxiway indicator lights shall be provided on a runway intended for use in runway visual range conditions less than a value of 350 m and/or where the traffic density is heavy.

Location

5.3.14.2 Rapid exit taxiway indicator lights shall not be displayed in the event of any lamp failure or other failure that prevents the display of the light pattern depicted in Figure 5-23, in full.

5.3.14.4 Where more than one rapid exit taxiway exists on a runway, the set of rapid exit taxiway indicator lights for each exit shall not overlap when displayed.

Characteristics

5.3.14.4 Where more than one rapid exit taxiway exists on a runway, the set of rapid exit taxiway indicator lights for each exit shall not overlap when displayed.

5.3.14.6 Rapid exit taxiway indicator lights shall be in accordance with the specifications in Appendix 2, Figure A2-6 or Figure A2-7, as appropriate.

5.3.14.5 Rapid exit taxiway indicator lights shall be fixed unidirectional yellow lights, aligned so as to be visible to the pilot of a landing airplane in the direction of approach to the runway.

5.3.15. Stopway lights

Application

5.3.15.1 Stopway lights shall be provided for a stopway intended for use at night.

Application

5.3.15.1 Stopway lights shall be provided for a stopway intended for use at night.

Location

5.3.15.2 Stopway lights shall be placed along the full length of the stopway and shall be in two parallel rows that are equidistant from the centre line and coincident with the rows of the runway edge lights. Stopway lights shall also be pro-vided across the end of a stopway on a line at right angles to the stopway axis as near to the end of the stopway as possible and, in any case, not more than 3 m outside the end.

Characteristics

Application

5.3.16.1 Taxiway centre line lights shall be provided on an exit taxiway, taxiway, de-icing/anti-icing facility and apron intended for use in runway visual range conditions less than a value of 350 m in such a manner as to provide continuous guidance between the runway centre line and aircraft stands, except that these lights need not be provided where the traffic density is light and taxiway edge lights and centre line marking provide adequate guidance.

5.3.16.2 Taxiway centre line lights shall be provided on a taxiway intended for use at night in runway visual range conditions of 350 m or greater, and particularly on complex taxiway intersections and exit taxiways, except that these lights need not be provided where the traffic density is light and taxiway edge lights and centre line marking provide adequate guidance.

Note – Where there may be a need to delineate the edges of a taxiway, e.g. on a rapid exit taxiway, narrow taxiway or in snow conditions, this may be done with taxiway edge lights or markers.

5.3.16.3 Taxiway centre line lights shall be provided on an exit taxiway, taxiway, de-icing/anti-icing facility and apron in all visibility conditions where specified as components of an advanced surface movement guidance and control system in such a manner as to provide continuous guidance between the runway centre line and aircraft stands.

5.3.16.4 Taxiway centre line lights shall be provided on a runway forming part of a standard taxi-route and intended for taxiing in runway visual range conditions less than a value of 350 m, except that these lights need not be provided where the traffic density is light and taxiway edge lights and centre line marking provide adequate guidance.

Characteristics

De raadpleging van dit document komt niet in de plaats van het lezen van het oorspronkelijke Staatsblad of de Staatscourant. Wij aanvaarden geen aansprakelijkheid voor eventuele onnauwkeurigheden die voortvloeien uit de omzetting van het origineel naar dit formaat.

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Besluit toezicht luchtvaart BES

4.3. Objects outside the obstacle limitation surfaces

4.4. Other objects

CHAPTER 5. VISUAL AIDS FOR NAVIGATION

5.1. Indicators and signaling devices

CHAPTER 5. VISUAL AIDS FOR NAVIGATION

5.1. Indicators and signaling devices

Application

Location

5.1.2. Landing direction indicator

Location

Location

Application

Application

Location of signal area

Location of signal area

5.2. Markings

5.2.1. General

5.2. Markings

Color and conspicuity

Unpaved taxiways

Unpaved taxiways

Application

Location

Characteristics

5.2.3. Runway centre line marking

Application

Application

Location

5.2.4. Threshold marking

Application

Location

Location

Transverse stripe

Arrows

5.2.5. Aiming point marking

Application

Location

5.2.6. Touchdown zone marking

Application

Location and characteristics

5.2.7. Runway side stripe marking

Application

Location

Characteristics

Characteristics

Application

Location

Characteristics

Characteristics

Application

Application

Characteristics

Characteristics

Application and location

5.2.11. Intermediate holding position marking

Application and location

Characteristics

Characteristics

Application

Location

Location

5.2.13. Aircraft stand markings

5.2.13. Aircraft stand markings

Application

Location

5.2.14. Apron safety lines

5.2.14. Apron safety lines

Application

Location

Application

Application

Location

Application

Location

Characteristics

5.2.17. Information marking

5.2.17. Information marking

Location

Location