Besluit toezicht luchtvaart BES

Type Amvb Bes

Publication 2021-01-01

State In force

Source BWB

artikelen 69

5.3.16.5 Taxiway centre line lights shall be provided in all visibility conditions on a runway forming part of a standard taxi-route where specified as components of an advanced surface movement guidance and control system.

5.3.16.7 Taxiway centre line lights on an exit taxiway shall be fixed lights. Alternate taxiway centre line lights shall show green and yellow from their beginning near the runway centre line to the perimeter of the ILS/MLS critical/sensitive area or the lower edge of the inner transitional surface, whichever is farthest from the runway; and thereafter all lights shall show green (Figure 5-24). The light nearest to the perimeter shall always show yellow. Where aircraft may follow the same centre line in both directions, all the centre line lights shall show green to aircraft approaching the runway.

5.3.16.6 Taxiway centre line lights on a taxiway other than an exit taxiway and on a runway forming part of a standard taxi-route shall be fixed lights showing green with beam dimensions such that the light is visible only from airplanes on or in the vicinity of the taxiway.

Note 1 – Care is necessary to limit the light distribution of green lights on or near a runway so as to avoid possible confusion with threshold lights.

Note 2 – For yellow filter characteristics see Appendix 1, 2.2.

Note 3 – The size of the ILS/MLS critical/sensitive area depends on the characteristics of the associated ILS/MLS and other factors. Guidance is provided in Part 10, Volume I, Attachments C and G.

Note 4 – See 5.4.3 for specifications on runway vacated signs.

5.3.16.8 Taxiway centre line lights shall be in accordance with the specifications of:

5.3.16.9 Where higher intensities are required, from an operational point of view, taxiway centre line lights on rapid exit taxiways intended for use in runway visual range conditions less than a value of 350 m shall be in accordance with the specifications of Appendix 2, Figure A2-12. The number of levels of brilliancy settings for these lights shall be the same as that for the runway centre line lights.

Location

Note – High-intensity centre line lights shall only be used in case of an absolute necessity and following a specific study.

Location

5.3.16.12 Taxiway centre line lights on a straight section of a taxiway shall be spaced at longitudinal intervals of not more than 30 m, except that:

5.3.16.13 Taxiway centre line lights on a taxiway curve shall continue from the straight portion of the taxiway at a constant distance from the outside edge of the taxiway curve. The lights shall be spaced at intervals such that a clear indication of the curve is provided.

5.3.16.12 Taxiway centre line lights on a straight section of a taxiway shall be spaced at longitudinal intervals of not more than 30 m, except that:

5.3.16.14 On a taxiway intended for use in RVR conditions of less than a value of 350 m, the lights on a curve shall not exceed a spacing of 15 m and on a curve of less than 400 m radius the lights shall be spaced at intervals of not greater than 7.5 m. This spacing shall extend for 60 m before and after the curve.

Taxiway centre line lights on rapid exit taxiways

Location

5.3.16.15 Taxiway centre line lights on a rapid exit taxiway shall commence at a point at least 60 m before the beginning of the taxiway centre line curve and continue beyond the end of the curve to a point on the centre line of the taxiway where an airplane can be expected to reach normal taxiing speed. The lights on that portion parallel to the runway centre line shall always be at least 60 cm from any row of runway centre line lights, as shown in Figure 5-25.

5.3.16.16 The lights shall be spaced at longitudinal intervals of not more than 15 m, except that, where runway centre line lights are not provided, a greater interval not exceeding 30 m may be used.

Taxiway centre line lights on other exit taxiways

Location

5.3.16.17 Taxiway centre line lights on exit taxiways other than rapid exit taxiways shall commence at the point where the taxiway centre line marking begins to curve from the runway centre line, and follow the curved taxiway centre line marking at least to the point where the marking leaves the runway. The first light shall be at least 60 cm from any row of runway centre line lights, as shown in Figure 5-25.

5.3.16.18 The lights shall be spaced at longitudinal intervals of not more than 7.5 m.

Taxiway centre line lights on runways

Location

5.3.16.19 Taxiway centre line lights 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 shall be spaced at longitudinal intervals not exceeding 15 m.

Location

Application

5.3.17.1 Taxiway edge lights shall be provided at the edges of a runway turn pad, holding bay, de-icing/anti-icing facility, apron, etc. intended for use at night and on a taxiway not provided with taxiway centre line lights and intended for use at night, except that taxiway edge lights need not be provided where, considering the nature of the operations, adequate guidance can be achieved by surface illumination or other means.

Note – See 5.5.5 for taxiway edge markers.

Location

Note – See 8.2.3 for provisions concerning the inter-locking of runway and taxiway lighting systems.

Note – Guidance on the spacing of taxiway edge lights on curves is given in the Aerodrome Design Manual, Part 4.

5.3.17.3 Taxiway edge lights on a straight section of a taxiway and on a runway forming part of a standard taxi-route shall be spaced at uniform longitudinal intervals of not more than 60 m. The lights on a curve shall be spaced at intervals less than 60 m so that a clear indication of the curve is provided.

Note – Guidance on the spacing of taxiway edge lights on curves is given in the Aerodrome Design Manual, Part 4.

5.3.17.4 Taxiway edge lights on a holding bay, de-icing/anti-icing facility, apron, etc. shall be spaced at uniform longitudinal intervals of not more than 60 m.

Characteristics

5.3.17.6 The lights shall be located as near as practicable to the edges of the taxiway, runway turn pad, holding bay, de-icing/anti-icing facility, apron or runway, etc. or outside the edges at a distance of not more than 3 m.

Characteristics

Application

5.3.18.1 Runway turn pad lights shall be provided for continuous guidance on a runway turn pad intended for use in runway visual range conditions less than a value of 350 m, to enable an airplane to complete a 180-degree turn and align with the runway centre line.

5.3.18.2 Runway turn pad lights shall be provided on a runway turn pad intended for use at night.

Location

5.3.18.2 Runway turn pad lights shall be provided on a runway turn pad intended for use at night.

5.3.18.4 Runway turn pad lights on a straight section of the runway turn pad marking shall be spaced at longitudinal intervals of not more than 15 m.

5.3.18.3 Runway turn pad lights shall normally be located on the runway turn pad marking, except that they may be offset by not more than 30 cm where it is not practicable to locate them on the marking.

Characteristics

5.3.18.5 Runway turn pad lights on a curved section of the runway turn pad marking shall not exceed a spacing of 7.5 m.

5.3.18.7 Runway turn pad lights shall be in accordance with the specifications of Appendix 2, Figure A2-13, A2-14 or A2-15, as appropriate.

5.3.19. Stop bars

Application

Note 1 – The provision of stop bars requires their control either manually or automatically by air traffic services.

Note 2 – Runway incursions may take place in all visibility or weather conditions. The provision of stop bars at runway holding positions and their use at night and in visibility conditions greater than 550 m runway visual range can form part of effective runway incursion prevention measures.

Note 1 – The provision of stop bars requires their control either manually or automatically by air traffic services.

5.3.19.1 A stop bar shall be provided at every runway-holding position serving a runway when it is intended that the runway will be used in runway visual range conditions less than a value of 350 m, except where:

5.3.19.2 A stop bar shall be provided at every runway-holding position, serving a runway when it is intended that the runway will be used in runway visual range conditions of values between 350 m and 550 m, except where:

Location

5.3.19.4 Where the normal stop bar lights might be obscured (from a pilot’s view), for example, by snow or rain, or where a pilot may be required to stop the aircraft in a position so close to the lights that they are blocked from view by the structure of the aircraft, then a pair of elevated lights shall be added to each end of the stop bar.

Location

5.3.19.5 Stop bars shall be located across the taxiway at the point where it is desired that traffic stop. Where the additional lights specified in 5.3.19.4 are provided, these lights shall be located not less than 3 m from the taxiway edge.

5.3.19.7 Stop bars installed at a runway-holding position shall be unidirectional and shall show red in the direction of approach to the runway.

5.3.19.6 Stop bars shall consist of lights spaced at intervals of 3 m across the taxiway, showing red in the intended direction(s) of approach to the intersection or runway-holding position.

5.3.19.7 Stop bars installed at a runway-holding position shall be unidirectional and shall show red in the direction of approach to the runway.

5.3.19.8 Where the additional lights specified in 5.3.19.4 are provided, these lights shall have the same characteristics as the lights in the stop bar, but shall be visible to approaching aircraft up to the stop bar position.

5.3.19.9 Selectively switchable stop bars shall be installed in conjunction with at least three taxiway centre line lights (extending for a distance of at least 90 m from the stop bar) in the direction that it is intended for an aircraft to proceed from the stop bar.

Note – See 5.3.16.12 for provisions concerning the spacing of taxiway centre line lights.

5.3.19.10 The intensity in red light and beam spreads of stop bar lights shall be in accordance with the specifications in Appendix 2, Figures A2-12 through A2-16, as appropriate.

5.3.19.11 Where stop bars are specified as components of an advanced surface movement guidance and control system and where, from an operational point of view, higher intensities are required to maintain ground movements at a certain speed in very low visibilities or in bright daytime conditions, the intensity in red light and beam spreads of stop bar lights shall be in accordance with the specifications of Appendix 2, Figure A2-17, A2-18 or A2-19.

Note – High-intensity stop bars shall only be used in case of an absolute necessity and following a specific study.

5.3.19.12 Where a wide beam fixture is required, the intensity in red light and beam spreads of stop bar lights shall be in accordance with the specifications of Appendix 2, Figure A2-17 or A2-19.

5.3.19.13 The lighting circuit shall be designed so that:

5.3.20. Intermediate holding position lights

Note 2 – Care is required in the design of the electrical system to ensure that all of the lights of a stop bar will not fail at the same time. Guidance on this issue is given in the Aerodrome Design Manual, Part 5.

5.3.20. Intermediate holding position lights

Note – See 5.2.11 for specifications on intermediate holding position marking.

5.3.20.2 Intermediate holding position lights shall be provided at an intermediate holding position where there is no need for stop-and-go signals as provided by a stop bar.

Location

5.3.20.2 Intermediate holding position lights shall be provided at an intermediate holding position where there is no need for stop-and-go signals as provided by a stop bar.

Location

5.3.20.3 Intermediate holding position lights shall be located along the intermediate holding position marking at a distance of 0.3 m prior to the marking.

Characteristics

5.3.22. Runway guard lights

Note – The purpose of runway guard lights is to warn pilots, and drivers of vehicles when they are operating on taxiways, that they are about to enter an active runway. There are two standard configurations of runway guard lights as illustrated in Figure 5-27.

5.3.22. Runway guard lights

5.3.22.2 Runway guard lights, Configuration A, shall be provided at each taxiway/runway intersection associated with a runway intended for use in:

5.3.22.1 Runway guard lights, Configuration A, shall be provided at each taxiway/runway intersection associated with a runway intended for use in:

Location

5.3.22.3 Runway guard lights, Configuration A or Configuration B or both, shall be provided at each taxiway/runway intersection where enhanced conspicuity of the taxiway/runway intersection is needed, such as on a wide-throat taxiway, except that Configuration B shall not be collocated with a stop bar.

5.3.22.5 Runway guard lights, Configuration B, shall be located across the taxiway at a distance from the runway centre line not less than that specified for a take-off runway in Table 3-2.

Characteristics

5.3.22.5 Runway guard lights, Configuration B, shall be located across the taxiway at a distance from the runway centre line not less than that specified for a take-off runway in Table 3-2.

5.3.22.7 Where there is a need to enhance the contrast between the on and off state of runway guard lights, Configuration A, intended for use during the day, a visor of sufficient size to prevent sunlight from entering the lens without interfering with the function of the fixture shall be located above each lamp.

5.3.22.6 Runway guard lights, Configuration A, shall consist of two pairs of yellow lights.

Note – Some other device or design, e.g. specially designed optics, may be used in lieu of the visor.

5.3.22.8 Runway guard lights, Configuration B, shall consist of yellow lights spaced at intervals of 3 m across the taxiway.

5.3.22.9 The light beam shall be unidirectional and aligned so as to be visible to the pilot of an airplane taxiing to the holding position.

5.3.22.10 The intensity in yellow light and beam spreads of lights of Configuration A shall be in accordance with the specifications in Appendix 2, Figure A2-24.

5.3.22.11 Where runway guard lights are intended for use during the day, the intensity in yellow light and beam spreads of lights of Configuration A shall be in accordance with the specifications in Appendix 2, Figure A2-25.

5.3.22.12 Where runway guard lights are specified as components of an advanced surface movement guidance and control system where higher light intensities are required, the intensity in yellow light and beam spreads of lights of Configuration A shall be in accordance with the specifications in Appendix 2, Figure A2-25.

Note – Higher light intensities may be required to maintain ground movement at a certain speed in low visibilities.

5.3.22.13 The intensity in yellow light and beam spreads of lights of Configuration B shall be in accordance with the specifications in Appendix 2, Figure A2-12.

5.3.22.14 Where runway guard lights are intended for use during the day, the intensity in yellow light and beam spreads of lights of Configuration B shall be in accordance with the specifications in Appendix 2, Figure A2-20.

5.3.22.15 Where runway guard lights are specified as components of an advanced surface movement guidance and control system where higher light intensities are required, the intensity in yellow light and beam spreads of lights of Configuration B shall be in accordance with the specifications in Appendix 2, Figure A2-20.

5.3.22.16 The lights in each unit of Configuration A shall be illuminated alternately.

5.3.22.17 For Configuration B, adjacent lights shall be alternately illuminated and alternative lights shall be illuminated in unison.

5.3.23. Apron floodlighting (see also 5.3.16.1 and 5.3.17.1)

Application

5.3.23.1 Apron floodlighting shall be provided on an apron and on a designated isolated aircraft parking position intended to be used at night.

Note 1 – The designation of an isolated aircraft parking position is specified in 3.14.

5.3.23.1 Apron floodlighting shall be provided on an apron and on a designated isolated aircraft parking position intended to be used at night.

Location

Note 2 – Guidance on apron floodlighting is given in the Aerodrome Design Manual, Part 4.

Location

5.3.23.2 Apron floodlights shall be located so as to provide adequate illumination on all apron service areas, with a minimum of glare to pilots of aircraft in flight and on the ground, aerodrome and apron controllers, and personnel on the apron. The arrangement and aiming of floodlights shall be such that an aircraft stand receives light from two or more directions to minimize shadows.

5.3.23.4 The average luminance shall be at least the following:

5.3.23.3 The spectral distribution of apron floodlights shall be such that the colors used for aircraft marking connected with routine servicing, and for surface and obstacle marking, can be correctly identified.

5.3.23.4 The average luminance shall be at least the following:

5.3.24. Visual docking guidance system

Application

5.3.24.1 A visual docking guidance system shall be provided when it is intended to indicate, by a visual aid, the precise positioning of an aircraft on an aircraft stand and other alternative means, such as marshallers, are not practicable.

Note – The factors to be considered in evaluating the need for a visual docking guidance system are in particular: the number and type(s) of aircraft using the aircraft stand, weather conditions, space available on the apron and the precision required for maneuvering into the parking position due to aircraft servicing installation, passenger loading bridges, etc. See the Aerodrome Design Manual, Part 4 – Visual Aids for guidance on the selection of suitable systems.

Characteristics

5.3.24.2 The provisions of 5.3.24.3 to 5.3.24.7, 5.3.24.9, 5.3.24.10, 5.3.24.12 to 5.3.24.15, 5.3.24.17, 5.3.24.18 and 5.3.24.20 shall not require the replacement of existing installations before 1 January 2005.

5.3.24.4 The azimuth guidance unit and the stopping position indicator shall be adequate for use in all weather, visibility, background lighting and pavement conditions for which the system is intended both by day and night, but shall not dazzle the pilot.

5.3.24.3 The system shall provide both azimuth and stopping guidance.

Note – Care is required in both the design and on-site installation of the system to ensure that reflection of sunlight, or other light in the vicinity, does not degrade the clarity and conspicuity of the visual cues provided by the system.

5.3.24.5 The azimuth guidance unit and the stopping position indicator shall be of a design such that:

5.3.24.6 The azimuth guidance unit and the stopping position indicator shall be located in such a way that there is continuity of guidance between the aircraft stand markings, the aircraft stand maneuvering guidance lights, if present, and the visual docking guidance system.

5.3.24.7 The accuracy of the system shall be adequate for the type of loading bridge and fixed aircraft servicing installations with which it is to be used.

Azimuth guidance unit

Location

5.3.24.10 The azimuth guidance unit shall be located on or close to the extension of the stand centre line ahead of the aircraft so that its signals are visible from the cockpit of an aircraft throughout the docking maneuver and aligned for use at least by the pilot occupying the left seat.

5.3.24.11 The azimuth guidance unit shall be aligned for use by the pilots occupying both the left and right seats.

Characteristics

5.3.24.11 The azimuth guidance unit shall be aligned for use by the pilots occupying both the left and right seats.

5.3.24.13 When azimuth guidance is indicated by color change, green shall be used to identify the centre line and red for deviations from the centre line.

Stopping position indicator

Location

5.3.24.14 The stopping position indicator shall be located in conjunction with, or sufficiently close to, the azimuth guidance unit so that a pilot can observe both the azimuth and stop signals without turning the head.

5.3.24.15 The stopping position indicator shall be usable at least by the pilot occupying the left seat.

Characteristics

5.3.24.16 The stopping position indicator shall be usable by the pilots occupying both the left and right seats.

5.3.24.18 The stopping position indicator shall show the stopping position for the aircraft for which guidance is being provided, and shall provide closing rate information to enable the pilot to gradually decelerate the aircraft to a full stop at the intended stopping position.

5.3.24.17 The stopping position information provided by the indicator for a particular aircraft type shall account for the anticipated range of variations in pilot eye height and/or viewing angle.

5.3.25. Aircraft stand maneuvering guidance lights

Application

5.3.25.1 Aircraft stand maneuvering guidance lights shall be provided to facilitate the positioning of an aircraft on an aircraft stand on a paved apron intended for use in poor visibility conditions, unless adequate guidance is provided by other means.

Application

Location

5.3.25.2 Aircraft stand maneuvering guidance lights shall be collocated with the aircraft stand markings.

5.3.25.4 The lights used to delineate lead-in, turning and lead-out lines shall be spaced at intervals of not more than 7.5 m on curves and 15 m on straight sections.

5.3.25.3 Aircraft stand maneuvering guidance lights, other than those indicating a stop position, shall be fixed yellow lights, visible throughout the segments within which they are intended to provide guidance.

5.3.25.4 The lights used to delineate lead-in, turning and lead-out lines shall be spaced at intervals of not more than 7.5 m on curves and 15 m on straight sections.

5.3.25.5 The lights indicating a stop position shall be fixed, unidirectional lights, showing red.

5.3.26. Road-holding position light

Application

5.3.26.1 A road-holding position light shall be provided at each road-holding position serving a runway when it is intended that the runway will be used in runway visual range conditions less than a value of 350 m.

5.3.26.2 A road-holding position light shall be provided at each road-holding position serving a runway when it is intended that the runway will be used in runway visual range conditions of values between 350 m and 550 m.

Location

Note – See 9.9 for the mass and height limitations and frangibility requirements of navigation aids located on runway strips.

Characteristics

Note – See 9.9 for the mass and height limitations and frangibility requirements of navigation aids located on runway strips.

Note – It is intended that the lights specified in sub-paragraph a) be controlled by the air traffic services.

5.3.26.4 The road-holding position light shall comprise:

Note – It is intended that the lights specified in sub-paragraph a) be controlled by the air traffic services.

5.3.26.5 The road-holding position light beam shall be unidirectional and aligned so as to be visible to the driver of a vehicle approaching the holding position.

5.3.26.6 The intensity of the light beam shall be adequate for the conditions of visibility and ambient light in which the use of the holding position is intended, but shall not dazzle the driver.

5.4. Signs

5.4.1. General

Note – Signs shall be either fixed message signs or variable message signs. Guidance on signs is contained in the Aerodrome Design Manual, Part 4.

5.4.1. General

Note – Signs shall be either fixed message signs or variable message signs. Guidance on signs is contained in the Aerodrome Design Manual, Part 4.

Note – See 5.2.17 for specifications on information marking.

5.4.1.1 Signs shall be provided to convey a mandatory instruction, information on a specific location or destination on a movement area or to provide other information to meet the requirements of 9.8.1.

Characteristics

5.4.1.2 A variable message sign shall be provided where:

5.4.1.4 Signs shall be rectangular, as shown in Figures 5-28 and 5-29 with the longer side horizontal.

5.4.1.3 Signs shall be frangible. Those located near a runway or taxiway shall be sufficiently low to preserve clearance for propellers and the engine pods of jet aircraft. The installed height of the sign shall not exceed the dimension shown in the appropriate column of Table 5-4.

5.4.1.4 Signs shall be rectangular, as shown in Figures 5-28 and 5-29 with the longer side horizontal.

5.4.1.5 The only signs on the movement area utilizing red shall be mandatory instruction signs.

5.4.1.6 The inscriptions on a sign shall be in accordance with the provisions of Appendix 4.

5.4.1.7 Signs shall be illuminated in accordance with the provisions of Appendix 4 when intended for use:

5.4.1.8 Signs shall be retro reflective and/or illuminated in accordance with the provisions of Appendix 4 when intended for use at night in association with non-instrument runways where the code number is 1 or 2.

5.4.1.9 A variable message sign shall show a blank face when not in use.

5.4.2. Mandatory instruction signs

5.4.1.11 The time interval to change from one message to another on a variable message sign shall be as short as practicable and shall not exceed 5 seconds.

5.4.2. Mandatory instruction signs

Note – See Figure 5-28 for pictorial representation of mandatory instruction signs and Figure 5-30 for examples of locating signs at taxiway/runway intersections.

5.4.2.2 Mandatory instruction signs shall include runway designation signs, category I, II or III holding position signs, runway-holding position signs, road-holding position signs and NO ENTRY signs.

5.4.2.1 A mandatory instruction sign shall be provided to identify a location beyond which an aircraft taxiing or vehicle shall not proceed unless authorized by the aerodrome control tower.

Note – See 5.4.7 for specifications on road-holding position signs.

5.4.2.3 A pattern «A» runway-holding position marking shall be supplemented at a taxiway/runway intersection or a runway/runway intersection with a runway designation sign.

5.4.2.4 A pattern «B» runway-holding position marking shall be supplemented with a category I, II or III holding position sign.

5.4.2.5 A pattern «A» runway-holding position marking at a runway-holding position established in accordance with 3.12.3 shall be supplemented with a runway-holding position sign.

Note – See 5.2.10 for specifications on runway-holding position marking.

5.4.2.6 A runway designation sign at a taxiway/runway intersection shall be supplemented with a location sign in the outboard (farthest from the taxiway) position, as appropriate.

Location

5.4.2.7 A NO ENTRY sign shall be provided when entry into an area is prohibited.

5.4.2.9 A category I, II or III holding position sign shall be located on each side of the runway-holding position marking facing the direction of the approach to the critical area.

5.4.2.8 A runway designation sign at a taxiway/runway intersection or a runway/runway intersection shall be located on each side of the runway-holding position marking facing the direction of approach to the runway.

5.4.2.9 A category I, II or III holding position sign shall be located on each side of the runway-holding position marking facing the direction of the approach to the critical area.

Characteristics

5.4.2.11 A runway-holding position sign shall be located on each side of the runway-holding position established in accordance with 3.12.3, facing the approach to the obstacle limitation surface or ILS/MLS critical/sensitive area, as appropriate.

5.4.2.13 The inscription on a runway designation sign shall consist of the runway designations of the intersecting runway properly oriented with respect to the viewing position of the sign, except that a runway designation sign installed in the vicinity of a runway extremity may show the runway designation of the concerned runway extremity only.

5.4.2.12 A mandatory instruction sign shall consist of an inscription in white on a red background.

5.4.2.14 The inscription on a category I, II, III or joint II/III holding position sign shall consist of the runway designator followed by CAT I, CAT II, CAT III or CAT II/III, as appropriate.

5.4.2.15 The inscription on a NO ENTRY sign shall be in accordance with Figure 5-28.

5.4.3. Information signs

5.4.2.17 Where appropriate, the following inscriptions/symbol shall be used:

5.4.3. Information signs

Note – See Figure 5-29 for pictorial representations of information signs.

5.4.3.2 Information signs shall include: direction signs, location signs, destination signs, runway exit signs, runway vacated signs and intersection take-off signs.

5.4.3.1 An information sign shall be provided where there is an operational need to identify by a sign, a specific location, or routing (direction or destination) information.

5.4.3.2 Information signs shall include: direction signs, location signs, destination signs, runway exit signs, runway vacated signs and intersection take-off signs.

5.4.3.3 A runway exit sign shall be provided where there is an operational need to identify a runway exit.

5.4.3.4 A runway vacated sign shall be provided where the exit taxiway is not provided with taxiway centre line lights and there is a need to indicate to a pilot leaving a runway the perimeter of the ILS/MLS critical/sensitive area or the lower edge of the inner transitional surface whichever is farther from the runway centre line.

Note – See 5.3.16 for specifications on color coding taxiway centre line lights.

5.4.3.5 An intersection take-off sign shall be provided when there is an operational need to indicate the remaining take-off run available (TORA) for intersection take-offs.

5.4.3.6 Where necessary, a destination sign shall be provided to indicate the direction to a specific destination on the aerodrome, such as cargo area, general aviation, etc.

5.4.3.7 A combined location and direction sign shall be provided when it is intended to indicate routing information prior to a taxiway intersection.

5.4.3.8 A direction sign shall be provided when there is an operational need to identify the designation and direction of taxiways at an intersection.

5.4.3.9 A location sign shall be provided at an intermediate holding position.

5.4.3.10 A location sign shall be provided in conjunction with a runway designation sign except at a runway/runway intersection.

5.4.3.11 A location sign shall be provided in conjunction with a direction sign, except that it may be omitted where an aeronautical study indicates that it is not needed.

Location

5.4.3.13 Where a taxiway ends at an intersection such as a ‘‘T’’ and it is necessary to identify this, a barricade, direction sign and/or other appropriate visual aid shall be used.

5.4.3.15 At a taxiway intersection, information signs shall be located prior to the intersection and in line with the taxiway intersection marking. Where there is no taxiway intersection marking, the signs shall be installed at least 60 m from the centre line of the intersecting taxiway where the code number is 3 or 4 and at least 40 m where the code number is 1 or 2.

5.4.3.14 Except as specified in 5.4.3.16 and 5.4.3.24 information signs shall, wherever practicable, be located on the left-hand side of the taxiway in accordance with Table 5-4.

Note – A location sign installed beyond a taxiway intersection may be installed on either side of a taxiway.

5.4.3.16 A runway exit sign shall be located on the same side of the runway as the exit is located (i.e. left or right) and positioned in accordance with Table 5-4.

5.4.3.17 A runway exit sign shall be located prior to the runway exit point in line with a position at least 60 m prior to the point of tangency where the code number is 3 or 4, and at least 30 m where the code number is 1 or 2.

5.4.3.18 A runway vacated sign shall be located at least on one side of the taxiway. The distance between the sign and the centre line of a runway shall be not less than the greater of the following:

5.4.3.19 Where provided in conjunction with a runway vacated sign, the taxiway location sign shall be positioned outboard of the runway vacated sign.

5.4.3.20 An intersection take-off sign shall be located at the left-hand side of the entry taxiway. The distance between the sign and the centre line of the runway shall be not less than 60 m where the code number is 3 or 4 and not less than 45 m where the code number is 1 or 2.

5.4.3.21 A taxiway location sign installed in conjunction with a runway designation sign shall be positioned outboard of the runway designation sign.

5.4.3.22 A destination sign shall not normally be collocated with a location or direction sign.

Characteristics

5.4.3.24 A direction sign, barricade and/or other appropriate visual aid used to identify a ‘‘T’’ intersection shall be located on the opposite side of the intersection facing the taxiway.

5.4.3.26 A location sign shall consist of an inscription in yellow on a black background and where it is a stand-alone sign shall have a yellow border.

5.4.3.25 An information sign other than a location sign shall consist of an inscription in black on a yellow background.

5.4.3.26 A location sign shall consist of an inscription in yellow on a black background and where it is a stand-alone sign shall have a yellow border.

5.4.3.27 The inscription on a runway exit sign shall consist of the designator of the exit taxiway and an arrow indicating the direction to follow.

5.4.3.28 The inscription on a runway vacated sign shall depict the pattern A runway-holding position marking as shown in Figure 5-29.

5.4.3.29 The inscription on an intersection take-off sign shall consist of a numerical message indicating the remaining take-off run available in meters plus an arrow, appropriately located and oriented, indicating the direction of the take-off as shown in Figure 5-29.

5.4.3.30 The inscription on a destination sign shall comprise an alpha, alphanumerical or numerical message identifying the destination plus an arrow indicating the direction to proceed as shown in Figure 5-29.

5.4.3.31 The inscription on a direction sign shall comprise an alpha or alphanumerical message identifying the taxiway(s) plus an arrow or arrows appropriately oriented as shown in Figure 5-29.

5.4.3.32 The inscription on a location sign shall comprise the designation of the location taxiway, runway or other pavement the aircraft is on or is entering and shall not contain arrows.

5.4.3.33 Where it is necessary to identify each of a series of intermediate holding positions on the same taxiway, the location sign shall consist of the taxiway designation and a number.

5.4.3.34 Where a location sign and direction signs are used in combination:

5.4.3.35 A taxiway shall be identified by a designator comprising a letter, letters or a combination of a letter or letters followed by a number.

5.4.4. VOR aerodrome check-point sign

Application

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

Note – See 5.2.12 for VOR aerodrome check-point marking.

Location

Note – See 5.2.12 for VOR aerodrome check-point marking.

Location

5.4.4.2 A VOR aerodrome check-point sign shall be located as near as possible to the check-point and so that the inscriptions are visible from the cockpit of an aircraft properly positioned on the VOR aerodrome check-point marking.

5.4.4.4 The inscriptions on a VOR check-point sign shall be in accordance with one of the alternatives shown in Figure 5-31 in which:

5.4.4.3 A VOR aerodrome check-point sign shall consist of an inscription in black on a yellow background.

5.4.5. Aerodrome identification sign

Application

5.4.5.1 An aerodrome identification sign shall be provided at an aerodrome where there is insufficient alternative means of visual identification.

Application

5.4.5.1 An aerodrome identification sign shall be provided at an aerodrome where there is insufficient alternative means of visual identification.

Location

5.4.5.2 The aerodrome identification sign shall be placed on the aerodrome so as to be legible, in so far as is practicable, at all angles above the horizontal.

5.4.5.4 The color selected for the sign shall give adequate conspicuity when viewed against its background.

5.4.5.3 The aerodrome identification sign shall consist of the name of the aerodrome.

5.4.6. Aircraft stand identification signs

Application

5.4.6.1 An aircraft stand identification marking shall be supplemented with an aircraft stand identification sign where feasible.

Application

5.4.6.1 An aircraft stand identification marking shall be supplemented with an aircraft stand identification sign where feasible.

Location

5.4.6.2 An aircraft stand identification sign shall be located so as to be clearly visible from the cockpit of an aircraft prior to entering the aircraft stand.

Characteristics

5.4.6.3 An aircraft stand identification sign shall consist of an inscription in black on a yellow background.

5.4.7. Road-holding position sign

5.4.7.1 A road-holding position sign shall be provided at all road entrances to a runway.

Location

5.4.7.2 The road-holding position sign shall be located 1.5 m from one edge of the road (left or right as appropriate to the local traffic regulations) at the holding position.

5.4.7.4 The inscription on a road-holding position sign shall be in the national language, be in conformity with the local traffic regulations and include the following:

5.4.7.3 A road-holding position sign shall consist of an inscription in white on a red background.

5.4.7.4 The inscription on a road-holding position sign shall be in the national language, be in conformity with the local traffic regulations and include the following:

5.5. Markers

5.5.1. General

Markers shall be frangible. Those located near a runway or taxiway shall be sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft.

Note 1 – Anchors or chains, to prevent markers which have broken from their mounting from blowing away, are sometimes used.

Markers shall be frangible. Those located near a runway or taxiway shall be sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft.

5.5.2. Unpaved runway edge markers

Application

5.5.2.1 Markers shall be pro-vided when the extent of an unpaved runway is not clearly indicated by the appearance of its surface compared with that of the surrounding ground.

Application

5.5.2.1 Markers shall be pro-vided when the extent of an unpaved runway is not clearly indicated by the appearance of its surface compared with that of the surrounding ground.

Location

5.5.2.2 Where runway lights are provided, the markers shall be incorporated in the light fixtures. Where there are no lights, markers of flat rectangular or conical shape shall be placed so as to delimit the runway clearly.

Characteristics

Application

5.5.3.1 Stopway edge markers shall be provided when the extent of a stopway is not clearly indicated by its appearance compared with that of the surrounding ground.

Application

5.5.3.1 Stopway edge markers shall be provided when the extent of a stopway is not clearly indicated by its appearance compared with that of the surrounding ground.

Note – Markers consisting of small vertical boards camouflaged on the reverse side, as viewed from the runway, have proved operationally acceptable.

5.5.4. Open.

5.5.5. Taxiway edge markers

5.5.4. Open.

5.5.5.1 Taxiway edge markers shall be provided on a taxiway where the code number is 1 or 2 and taxiway centre line or edge lights or taxiway centre line markers are not provided.

Application

5.5.5.1 Taxiway edge markers shall be provided on a taxiway where the code number is 1 or 2 and taxiway centre line or edge lights or taxiway centre line markers are not provided.

Location

5.5.5.2 Taxiway edge markers shall be installed at least at the same locations as would the taxiway edge lights had they been used.

5.5.5.4 The marked surface as viewed by the pilot shall be a rectangle and shall have a minimum viewing area of 150 cm2 .

5.5.5.3 A taxiway edge marker shall be retro reflective blue.

5.5.6. Taxiway centre line markers

Application

5.5.6.1 Taxiway centre line markers shall be provided on a taxiway where the code number is 1 or 2 and taxiway centre line or edge lights or taxiway edge markers are not provided.

5.5.6.2 Taxiway centre line markers shall be provided on a taxiway where the code number is 3 or 4 and taxiway centre line lights are not provided if there is a need to improve the guidance provided by the taxiway centre line marking.

Location

Note – See 5.3.16.12 for the spacing of taxiway centre line lights.

5.5.6.3 Taxiway centre line markers shall be installed at least at the same location as would taxiway centre line lights had they been used.

Characteristics

5.5.6.4 Taxiway centre line markers shall normally be located on the taxiway centre line marking except that they may be offset by not more than 30 cm where it is not practicable to locate them on the marking.

5.5.6.6 The marked surface as viewed by the pilot shall be a rectangle and shall have a minimum viewing area of 20 cm2 .

5.5.6.5 A taxiway centre line marker shall be retro-reflective green.

5.5.7. Unpaved taxiway edge markers

Application

5.5.7.1 Where the extent of an unpaved taxiway is not clearly indicated by its appearance compared with that of the surrounding ground, markers shall be provided.

Application

5.5.7.1 Where the extent of an unpaved taxiway is not clearly indicated by its appearance compared with that of the surrounding ground, markers shall be provided.

Location

Application

5.5.8.1 Boundary markers shall be provided at an aerodrome where the landing area has no runway.

Application

5.5.8.1 Boundary markers shall be provided at an aerodrome where the landing area has no runway.

Location

5.5.8.2 Boundary markers shall be spaced along the boundary of the landing area at intervals of not more than 200 m, if the type shown in Figure 5-32 is used, or approximately 90 m, if the conical type is used with a marker at any corner.

Characteristics

6.1. Objects to be marked and/or lighted

Note – The marking and/or lighting of obstacles is intended to reduce hazards to aircraft by indicating the presence of the obstacles. It does not necessarily reduce operating limitations which may be imposed by an obstacle.

6.1.1 A fixed obstacle that extends above a take-off climb surface within 3000 m of the inner edge of the take-off climb surface shall be marked and, if the runway is used at night, lighted, except that:

6.1.2 fixed object, other than an obstacle, adjacent to a take-off climb surface shall be marked and, if the runway is used at night, lighted if such marking and lighting is considered necessary to ensure its avoidance, except that the marking may be omitted when:

6.1.3 A fixed obstacle that extends above an approach or transitional surface within 3000 m of the inner edge of the approach surface shall be marked and, if the runway is used at night, lighted, except that:

6.1.4 A fixed obstacle above a horizontal surface shall be marked and, if the aerodrome is used at night, lighted except that:

6.1.5 A fixed object that extends above an obstacle protection surface shall be marked and, if the runway is used at night, lighted.

Note – See 5.3.5 for information on the obstacle protection surface.

6.1.6 Vehicles and other mobile objects, excluding aircraft, on the movement area of an aerodrome are obstacles and shall be marked and, if the vehicles and aerodrome are used at night or in conditions of low visibility, lighted, except that aircraft servicing equipment and vehicles used only on aprons may be exempt.

6.1.7 Elevated aeronautical ground lights within the movement area shall be marked so as to be conspicuous by day. Obstacle lights shall not be installed on elevated ground lights or signs in the movement area.

6.1.8 All obstacles within the distance specified in Table 3-1, column 11 or 12, from the centre line of a taxiway, an apron taxiway or aircraft stand taxi lane shall be marked and, if the taxiway, apron taxiway or aircraft stand taxi lane is used at night, lighted.

6.1.9 Obstacles in accordance with 4.3.2 shall be marked and lighted, except that the marking may be omitted when the obstacle is lighted by high-intensity obstacle lights by day.

6.2. Marking of objects

General

6.2.1 Fixed objects, temporary and permanent, which extend above the obstacle limitation surfaces but are permitted to remain; or objects which are present on the movement area, are regarded as obstacles, and must be marked. The aerodrome operator must submit details of such obstacles to DCANA, for hazard assessment and particular requirements for marking and lighting.

This information must be included in the Aerodrome Manual.

Use of colors

6.2.2 All mobile objects to be marked shall be colored or display flags.

6.2.4 An object shall be colored to show alternating contrasting bands if:

6.2.3 An object shall be colored to show a checkered pattern if it has essentially unbroken surfaces and its projection on any vertical plane equals or exceeds 4.5 m in both dimensions. The pattern shall consist of rectangles of not less than 1.5 m and not more than 3 m on a side, the corners being of the darker color. The colors of the pattern shall contrast each with the other and with the background against which they will be seen. Orange and white or alternatively red and white shall be used, except where such colors merge with the background. (See Figure 6-1.)

6.2.4 An object shall be colored to show alternating contrasting bands if:

The bands shall be perpendicular to the longest dimension and have a width approximately 1/7 of the longest dimension or 30 m, whichever is less. The colors of the bands shall contrast with the background against which they will be seen. Orange and white shall be used, except where such colors are not conspicuous when viewed against the background. The bands on the extremities of the object shall be of the darker color. (See Figures 6-1 and 6-2.)

Note – Table 6-1 shows a formula for determining band widths and for having an odd number of bands, thus permitting both the top and bottom bands to be of the darker color.

6.2.5 An object shall be colored in a single conspicuous color if its projection on any vertical plane has both dimensions less than 1.5 m. Orange or red shall be used, except where such colors merge with the background.

Use of markers

6.2.6 When mobile objects are marked by color, a single conspicuous color, preferably red or yellowish green for emergency vehicles and yellow for service vehicles shall be used.

6.2.8 A marker displayed on an overhead wire, cable, etc., shall be spherical and have a diameter of not less than 60 cm.

6.2.7 Markers displayed on or adjacent to objects shall be located in conspicuous positions so as to retain the general definition of the object and shall be recognizable in clear weather from a distance of at least 1000 m for an object to be viewed from the air and 300 m for an object to be viewed from the ground in all directions in which an aircraft is likely to approach the object. The shape of markers shall be distinctive to the extent necessary to ensure that they are not mistaken for markers employed to convey other information, and they shall be such that the hazard presented by the object they mark is not increased.

6.2.8 A marker displayed on an overhead wire, cable, etc., shall be spherical and have a diameter of not less than 60 cm.

6.2.9 The spacing between two consecutive markers or between a marker and a supporting tower shall be appropriate to the diameter of the marker, but in no case shall the spacing exceed:

Use of flags

6.2.10 A marker shall be of one color. When installed, white and red, or white and orange markers shall be displayed alternately. The color selected shall contrast with the background against which it will be seen.

6.2.12 Flags used to mark fixed objects shall not be less than 0.6 m square and flags used to mark mobile objects, not less than 0.9 m square.

6.2.11 Flags used to mark objects shall be displayed around, on top of, or around the highest edge of, the object. When flags are used to mark extensive objects or groups of closely spaced objects, they shall be displayed at least every 15 m. Flags shall not increase the hazard presented by the object they mark.

6.2.12 Flags used to mark fixed objects shall not be less than 0.6 m square and flags used to mark mobile objects, not less than 0.9 m square.

6.3. Lighting of objects

Use of obstacle lights

6.3.1 The presence of objects which must be lighted, as specified in 6.1, shall be indicated by low-, medium-or high-intensity obstacle lights, or a combination of such lights.

Note – High-intensity obstacle lights are intended for day use as well as night use. Care is needed to ensure that these lights do not create disconcerting dazzle. Guidance on the design, location and operation of high-intensity obstacle lights is given in the Aerodrome Design Manual, Part 4.

6.3.1 The presence of objects which must be lighted, as specified in 6.1, shall be indicated by low-, medium-or high-intensity obstacle lights, or a combination of such lights.

6.3.2 Low-intensity obstacle lights, Type A or B, shall be used where the object is a less extensive one and its height above the surrounding ground is less than 45 m.

6.3.3 Where the use of low-intensity obstacle lights, Type A or B, would be inadequate or an early special warning is required, then medium- or high-intensity obstacle lights shall be used.

6.3.4 Low-intensity obstacle lights, Type C, shall be displayed on vehicles and other mobile objects excluding aircraft.

6.3.5 Low-intensity obstacle lights, Type D, shall be displayed on follow-me vehicles.

6.3.6 Low-intensity obstacle lights, Type B, shall be used either alone or in combination with medium-intensity obstacle lights, Type B, in accordance with 6.3.7.

6.3.7 Medium-intensity obstacle lights, Type A, B or C, shall be used where the object is an extensive one or its height above the level of the surrounding ground is greater than 45 m. Medium-intensity obstacle lights, Types A and C, shall be used alone, whereas medium-intensity obstacle lights, Type B, shall be used either alone or in combination with low-intensity obstacle lights, Type B.

Note – A group of trees or buildings is regarded as an extensive object.

6.3.8 High-intensity obstacle lights, Type A, shall be used to indicate the presence of an object if its height above the level of the surrounding ground exceeds 150 m and an aeronautical study indicates such lights to be essential for the recognition of the object by day.

Location of obstacle lights

6.3.10 Where, in the opinion of the DCA NA, the use of high-intensity obstacle lights, Type A or B, or medium-intensity obstacle lights, Type A, at night may dazzle pilots in the vicinity of an aerodrome (within approximately 10000 m radius) or cause significant environmental concerns, a dual obstacle lighting system shall be provided. This system shall be composed of high-intensity obstacle lights, Type A or B, or medium-intensity obstacle lights, Type A, as appropriate, for daytime and twilight use and medium-intensity obstacle lights, Type B or C, for night-time use.

6.3.11 One or more low-, medium-or high-intensity obstacle lights shall be located as close as practicable to the top of the object. The top lights shall be so arranged as to at least indicate the points or edges of the object highest in relation to the obstacle limitation surface.

Note – Recommendations on how a combination of low-, medium-, and/or high-intensity lights on obstacles shall be displayed are given in Appendix 6.

6.3.12 In the case of chimney or other structure of like function, the top lights shall be placed sufficiently below the top so as to minimize contamination by smoke etc. (see Figures 6-2 and 6-3).

6.3.13 In the case of a tower or antenna structure indicated by high-intensity obstacle lights by day with an appurtenance, such as a rod or an antenna, greater than 12 m where it is not practicable to locate a high-intensity obstacle light on the top of the appurtenance, such a light shall be located at the highest practicable point and, if practicable, a medium-intensity obstacle light, Type A, mounted on the top.

6.3.14 In the case of an extensive object or of a group of closely spaced objects, top lights shall be displayed at least on the points or edges of the objects highest in relation to the obstacle limitation surface, so as to indicate the general definition and the extent of the objects. If two or more edges are of the same height, the edge nearest the landing area shall be marked. Where low-intensity lights are used, they shall be spaced at longitudinal intervals not exceeding 45 m. Where medium-intensity lights are used, they shall be spaced at longitudinal intervals not exceeding 900 m.

6.3.15 When the obstacle limitation surface concerned is sloping and the highest point above the obstacle limitation surface is not the highest point of the object, additional obstacle lights shall be placed on the highest point of the object.

6.3.16 Where an object is indicated by medium-intensity obstacle lights, Type A, and the top of the object is more than 105 m above the level of the surrounding ground or the elevation of tops of nearby buildings (when the object to be marked is surrounded by buildings), additional lights shall be provided at intermediate levels. These additional intermediate lights shall be spaced as equally as practicable, between the top lights and ground level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 105 m (see 6.3.7).

6.3.17 Where an object is indicated by medium-intensity obstacle lights, Type B, and the top of the object is more than 45 m above the level of the surrounding ground or the elevation of tops of nearby buildings (when the object to be marked is surrounded by buildings), additional lights shall be provided at intermediate levels. These additional intermediate lights shall be alternately low-intensity obstacle lights, Type B, and medium-intensity obstacle lights, Type B, and shall be spaced as equally as practicable between the top lights and ground level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 52 m.

6.3.18 Where an object is indicated by medium-intensity obstacle lights, Type C, and the top of the object is more than 45 m above the level of the surrounding ground or the elevation of tops of nearby buildings (when the object to be marked is surrounded by buildings), additional lights shall be provided at intermediate levels. These additional intermediate lights shall be spaced as equally as practicable, between the top lights and ground level or the level of tops of nearby buildings, as appropriate, with the spacing not exceeding 52 m.

6.3.19 Where high-intensity obstacle lights, Type A, are used, they shall be spaced at uniform intervals not exceeding 105 m between the ground level and the top light(s) specified in 6.3.11 except that where an object to be marked is surrounded by buildings, the elevation of the tops of the buildings may be used as the equivalent of the ground level when determining the number of light levels.

6.3.20 Where high-intensity obstacle lights, Type B, are used, they shall be located at three levels:

Note – In some cases, this may require locating the lights off the tower.

Low-intensity obstacle light – Characteristics

6.3.22 The number and arrangement of low-, medium- or high-intensity obstacle lights at each level to be marked shall be such that the object is indicated from every angle in azimuth. Where a light is shielded in any direction by another part of the object, or by an adjacent object, additional lights shall be provided on that object in such a way as to retain the general definition of the object to be lighted. If the shielded light does not contribute to the definition of the object to be lighted, it may be omitted.

6.3.24 Low-intensity obstacle lights, Types A and B, shall be in accordance with the specifications in Table 6-3.

6.3.23 Low-intensity obstacle lights on fixed objects, Types A and B, shall be fixed-red lights.

6.3.24 Low-intensity obstacle lights, Types A and B, shall be in accordance with the specifications in Table 6-3.

6.3.25 Low-intensity obstacle lights, Type C, displayed on vehicles associated with emergency or security shall be flashing-blue and those displayed on other vehicles shall be flashing-yellow.

6.3.26 Low-intensity obstacle lights, Type D, displayed on follow-me vehicles shall be flashing-yellow.

6.3.27 Low-intensity obstacle lights, Types C and D, shall be in accordance with the specifications in Table 6-3.

6.3.28 Low-intensity obstacle lights on objects with limited mobility such as aerobridges shall be fixed-red. The intensity of the lights shall be sufficient to ensure conspicuity considering the intensity of the adjacent lights and the general levels of illumination against which they would normally be viewed.

Medium-intensity obstacle light – Characteristics

6.3.29 Low-intensity obstacle lights on objects with limited mobility shall as a minimum be in accordance with the specifications for low-intensity obstacle lights, Type A, in Table 6-3.

Medium-intensity obstacle light – Characteristics

6.3.30 Medium-intensity obstacle lights, Type A, shall be flashing-white lights, Type B shall be flashing-red lights and Type C shall be fixed-red lights. 6.3.31 Medium-intensity obstacle lights, Types A, B and C, shall be in accordance with the specifications in Table 6-3. 6.3.32 Medium-intensity obstacle lights, Types A and B, located on an object shall flash simultaneously.

6.3.34 High-intensity obstacle lights, Types A and B, shall be in accordance with the specifications in Table 6-3.

6.3.33 High-intensity obstacle lights, Types A and B, shall be flashing-white lights.

6.3.34 High-intensity obstacle lights, Types A and B, shall be in accordance with the specifications in Table 6-3.

CHAPTER 7. VISUAL AIDS FOR DENOTING RESTRICTED USE AREAS

7.1. Closed runways and taxiways, or parts thereof

CHAPTER 7. VISUAL AIDS FOR DENOTING RESTRICTED USE AREAS

7.1.1 A closed marking shall be displayed on a runway or taxiway, or portion thereof, which is permanently closed to the use of all aircraft.

7.1.2 A closed marking shall be displayed on a temporarily closed runway or taxiway or portion thereof, except that such marking may be omitted when the closing is of short duration and adequate warning by air traffic services is provided.

Location

7.1.3 On a runway a closed marking shall be placed at each end of the runway, or portion thereof, declared closed, and additional markings shall be so placed that the maximum interval between markings does not exceed 300 m. On a taxi-way a closed marking shall be placed at least at each end of the taxiway or portion thereof closed.

Note – When an area is temporarily closed, frangible barriers or markings utilizing materials other than paint or other suitable means may be used to identify the closed area.

7.1.4 The closed marking shall be of the form and proportions as detailed in Figure 7-1, Illustration a), when displayed on a runway, and shall be of the form and proportions as detailed in Figure 7-1, Illustration b), when displayed on a taxiway. The marking shall be white when displayed on a runway and shall be yellow when displayed on a taxiway.

Note – When an area is temporarily closed, frangible barriers or markings utilizing materials other than paint or other suitable means may be used to identify the closed area.

7.1.5 When a runway or taxiway or portion thereof is permanently closed, all normal runway and taxiway markings shall be obliterated.

7.2. Non-load-bearing surfaces

Application

7.2.1 Shoulders for taxiways, runway turn pads, holding bays and aprons and other non-load bearing surfaces which cannot readily be distinguished from load-bearing surfaces and which, if used by aircraft, might result in damage to the aircraft shall have the boundary between such areas and the load-bearing surface marked by a taxi side stripe marking.

Note – The marking of runway sides is specified in 5.2.7.

Location

Note – The marking of runway sides is specified in 5.2.7.

Location

7.2.2 A taxi side stripe marking shall be placed along the edge of the load-bearing pavement, with the outer edge of the marking approximately on the edge of the load-bearing pavement.

Note – Guidance on providing additional transverse stripes at an intersection or a small area on the apron is given in the Aerodrome Design Manual, Part 4.

7.3. Pre-threshold area

Application

7.3.1 When the surface before a threshold is paved and exceeds 60 m in length and is not suitable for normal use by aircraft, the entire length before the threshold shall be marked with a chevron marking.

Application

Location

7.3.2 A chevron marking shall point in the direction of the runway and be placed as shown in Figure 7-2.

Characteristics

Application

7.4.1 Unserviceability markers shall be displayed wherever any portion of a taxiway, apron or holding bay is unfit for the movement of aircraft but it is still possible for aircraft to bypass the area safely. On a movement area used at night, unserviceability lights shall be used.

Note – Unserviceability markers and lights are used for such purposes as warning pilots of a hole in a taxiway or apron pavement or outlining a portion of pavement, such as on an apron, that is under repair. They are not suitable for use when a portion of a runway becomes unserviceable, nor on a taxiway when a major portion of the width becomes unserviceable. In such instances, the runway or taxiway is normally closed.

Location

Note – Guidance on the location of unserviceability lights is given in Attachment A, Section 13.

Characteristics of unserviceability markers

Note – Guidance on the location of unserviceability lights is given in Attachment A, Section 13.

Characteristics of unserviceability markers

7.4.3 Unserviceability markers shall consist of conspicuous upstanding devices such as flags, cones or marker boards.

Characteristics of unserviceability lights

7.4.4 An unserviceability light shall consist of a red fixed light. The light shall have an intensity sufficient to ensure conspicuity considering the intensity of the adjacent lights and the general level of illumination against which it would normally be viewed. In no case shall the intensity be less than 10 cd of red light.

Characteristics of unserviceability cones

7.4.5 An unserviceability cone shall be at least 0.5 m in height and red, orange or yellow or any one of these colors in combination with white.

Characteristics of unserviceability flags

7.4.6 An unserviceability flag shall be at least 0.5 m square and red, orange or yellow or any one of these colors in combination with white.

Characteristics of unserviceability marker boards

Note – The safety of operations at aerodromes depends on the quality of the supplied power. The total electrical power supply system may include connections to one or more external sources of electric power supply, one or more local generating facilities and to a distribution network including transformers and switchgear. Many other aerodrome facilities supplied from the same system need to be taken into account while planning the electrical power system at aerodromes.

8.1.1 Adequate primary power supply shall be available at aerodromes for the safe functioning of air navigation facilities.

8.1.2 The design and provision of electrical power systems for aerodrome visual and radio navigation aids shall be such that an equipment failure will not leave the pilot with inadequate visual and non-visual guidance or misleading information.

Note – The design and installation of the electrical systems need to take into consideration factors that can lead to malfunction, such as electromagnetic disturbances, line losses, power quality, etc. Additional guidance is given in the Aerodrome Design Manual, Part 5.

8.1.3 Electric power supply connections to those facilities for which secondary power is required shall be so arranged that the facilities are automatically connected to the secondary power supply on failure of the primary source of power.

8.1.4 The time interval between failure of the primary source of power and the complete restoration of the services required by 8.1.10 shall be as short as practicable, except that for visual aids associated with non-precision, precision approach or take-off runways the requirements of Table 8-1 for maximum switch-over times shall apply.

Visual aids

Application

8.1.6 For a precision approach runway, a secondary power supply capable of meeting the requirements of Table 8-1 for the appropriate category of precision approach runway shall be provided. Electric power supply connections to those facilities for which secondary power is required shall be so arranged that the facilities are automatically connected to the secondary power supply on failure of the primary source of power.

8.1.7 For a runway meant for take-off in runway visual range conditions less than a value of 800 m, a secondary power supply capable of meeting the relevant requirements of Table 8-1 shall be provided.

8.1.8 At an aerodrome where the primary runway is a non-precision approach runway, a secondary power supply capable of meeting the requirements of Table 8-1 shall be provided except that a secondary power supply for visual aids need not be provided for more than one non-precision approach runway.

8.1.9 At an aerodrome where the primary runway is a non-instrument runway, a secondary power supply capable of meeting the requirements of 8.1.4 shall be provided, except that a secondary power supply for visual aids need not be provided when an emergency lighting system in accordance with the specification of 5.3.2 is provided and capable of being deployed in 15 minutes.

8.1.10 The following aerodrome facilities shall be provided with a secondary power supply capable of supplying power when there is a failure of the primary power supply:

Note – The requirement for minimum lighting may be met by other than electrical means.

Note – Specifications for secondary power supply for radio navigation aids and ground elements of communications systems are given in Part 10, Volume I, Chapter 2.

8.2. System design

Note – Guidance on electrical systems is included in the Aerodrome Design Manual, Part 5.

Note – Guidance on means of providing this protection is given in the Aerodrome Design Manual, Part 5.

8.2.1 For a runway meant for use in runway visual range conditions less than a value of 550 m, the electrical systems for the power supply, lighting and control of the lighting systems included in Table 8-1 shall be so designed that an equipment failure will not leave the pilot with inadequate visual guidance or misleading information.

Note – Guidance on means of providing this protection is given in the Aerodrome Design Manual, Part 5.

8.3. Monitoring

8.2.3 Where a runway forming part of a standard taxi-route is provided with runway lighting and taxiway lighting, the lighting systems shall be interlocked to preclude the possibility of simultaneous operation of both forms of lighting.

8.3.1 A system of monitoring shall be employed to indicate the operational status of the lighting systems.

Note – Guidance on this subject is given in the Aerodrome Design Manual, Part 5.

8.3.1 A system of monitoring shall be employed to indicate the operational status of the lighting systems.

8.3.2 Where lighting systems are used for aircraft control purposes, such systems shall be monitored automatically so as to provide an indication of any fault which may affect the control functions. This information shall be automatically relayed to the air traffic service unit.

8.3.3 Where a change in the operational status of lights has occurred, an indication shall be provided within two seconds for a stop bar at a runway-holding position and within five seconds for all other types of visual aids.

8.3.4 For a runway meant for use in runway visual range conditions less than a value of 550 m, the lighting systems detailed in Table 8-1 shall be monitored automatically so as to provide an indication when the serviceability level of any element falls below the minimum serviceability level specified in 10.4.7 to 10.4.11, as appropriate. This information shall be automatically relayed to the maintenance crew.

CHAPTER 9. AERODROME OPERATIONAL SERVICES, EQUIPMENT AND INSTALLATIONS

9.1. Aerodrome emergency planning

CHAPTER 9. AERODROME OPERATIONAL SERVICES, EQUIPMENT AND INSTALLATIONS

Note – Aerodrome emergency planning is the process of preparing an aerodrome to cope with an emergency occurring at the aerodrome or in its vicinity. The objective of aerodrome emergency planning is to minimize the effects of an emergency, particularly in respect of saving lives and maintaining aircraft operations. The aerodrome emergency plan sets forth the procedures for coordinating the response of different aerodrome agencies (or services) and of those agencies in the surrounding community that could be of assistance in responding to the emergency. Guidance material to assist the appropriate authority in establishing aerodrome emergency planning is given in the Airport Services Manual, Part 7.

9.1.1 An aerodrome emergency plan shall be established at an aerodrome, commensurate with the aircraft operations and other activities conducted at the aerodrome.

9.1.2 The aerodrome emergency plan shall provide for the coordination of the actions to be taken in an emergency occurring at an aerodrome or in its vicinity.

Note – Examples of emergencies are: aircraft emergencies, sabotage including bomb threats, unlawfully seized aircraft, dangerous goods occurrences, building fires and natural disasters.

9.1.3 The plan shall coordinate the response or participation of all existing agencies which, in the opinion of the appropriate authority, could be of assistance in responding to an emergency.

Note – Examples of agencies are:

9.1.4 The plan shall provide for cooperation and coordination with the rescue coordination centre, as necessary.

9.1.5 The aerodrome emergency plan document shall include at least the following:

Emergency operations centre and command post

Note – Guidance material on Human Factors principles can be found in the Human Factors Training Manual.

9.1.8 The emergency operations centre shall be a part of the aerodrome facilities and shall be responsible for the overall coordination and general direction of the response to an emergency.

9.1.7 A fixed emergency operations centre and a mobile command post shall be available for use during an emergency.

9.1.8 The emergency operations centre shall be a part of the aerodrome facilities and shall be responsible for the overall coordination and general direction of the response to an emergency.

Communication system

9.1.10 A person shall be assigned to assume control of the emergency operations centre and, when appropriate, another person the command post.

Communication system

9.1.11 Adequate communication systems linking the command post and the emergency operations centre with each other and with the participating agencies shall be provided in accordance with the plan and consistent with the particular requirements of the aerodrome.

Note – The plan includes all participating agencies and associated equipment.

9.1.12 The plan shall contain procedures for periodic testing of the adequacy of the plan and for reviewing the results in order to improve its effectiveness.

Note – The plan includes all participating agencies and associated equipment.

Emergencies in difficult environments

Note – The purpose of a full-scale exercise is to ensure the adequacy of the plan to cope with different types of emergencies. The purpose of a partial exercise is to ensure the adequacy of the response to individual participating agencies and components of the plan, such as the communications system.

9.1.15 At those aerodromes located close to water and/or swampy areas, or difficult terrain, the aerodrome emergency plan shall include the establishment, testing and assessment at regular intervals of a pre-determined response for the specialist rescue services.

9.2. Rescue and fire fighting

General

Note – The principal objective of a rescue and fire fighting service is to save lives. 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 because it is within this area that there are the greatest opportunities of saving lives. 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.

The most important factors bearing on effective rescue in a survivable aircraft accident are: 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.

Application

Requirements to combat building and fuel farm fires, or to deal with foaming of runways, are not taken into account.

Note – Public or private organizations, suitably located and equipped, may be designated to provide the rescue and fire fighting service. It is intended that the fire station housing these organizations be normally located on the aerodrome, although an off-aerodrome location is not precluded provided the response time can be met.

9.2.1 Rescue and fire fighting equipment and services shall be provided at an aerodrome.

9.2.2 Where an aerodrome is located close to water/ swampy areas, or difficult terrain, and where a significant portion of approach or departure operations takes place over these areas, specialist rescue services and fire fighting equipment appropriate to the hazard and risk shall be available.

Note 1 – Special fire fighting equipment need not be provided for water areas; this does not prevent the provision of such equipment if it would be of practical use, such as when the areas concerned include reefs or islands.

Level of protection to be provided

Note 3 – Additional guidance is available in Chapter 13 of the Airport Services Manual, Part 1.

Note – Either a take-off or a landing constitutes a movement.

9.2.3 The level of protection provided at an aerodrome for rescue and fire fighting shall be appropriate to the aerodrome category determined using the principles in 9.2.5 and 9.2.6, except that, where the number of movements of the airplanes in the highest category normally using the aerodrome is less than 700 in the busiest consecutive three months, the level of protection provided shall be not less than one category below the determined category.

Note – Either a take-off or a landing constitutes a movement.

9.2.4 The level of protection provided at an aerodrome for rescue and fire fighting shall be equal to the aerodrome category determined using the principles in 9.2.5 and 9.2.6.

9.2.5 The aerodrome category shall be determined from Table 9-1 and shall be based on the longest airplanes normally using the aerodrome and their fuselage width.

Note – To categorize the airplanes using the aerodrome, first evaluate their overall length and second, their fuselage width.

9.2.6 If, after selecting the category appropriate to the longest airplane’s overall length, that airplane’s fuselage width is greater than the maximum width in Table 9-1, column 3 for that category, then the category for that airplane shall actually be one category higher.

Extinguishing agents

9.2.7 During anticipated periods of reduced activity, the level of protection available shall be no less than that needed for the highest category of airplane planned to use the aerodrome during that time irrespective of the number of movements.

Note – Descriptions of the agents may be found in the Airport Services Manual, Part 1.

9.2.8 Both principal and complementary agents shall normally be provided at an aerodrome.

Note – Descriptions of the agents may be found in the Airport Services Manual, Part 1.

9.2.9 The principal extinguishing agent shall be:

except that the principal extinguishing agent for aerodromes in categories 1 to 3 shall preferably meet the minimum performance level B.

Note – Information on the required physical properties and fire extinguishing performance criteria needed for a foam to achieve an acceptable performance level A or B rating is given in the Airport Services Manual, Part 1.

9.2.10 The complementary extinguishing agent shall be a dry chemical powder suitable for extinguishing hydrocarbon fires.

Note 1 – When selecting dry chemical powders for use with foam, care must be exercised to ensure compatibility.

Note 2 – Alternate complementary agents having equivalent fire fighting capability may be utilized. Additional information on extinguishing agents is given in the Airport Services Manual, Part 1.

9.2.11 The amounts of water for foam production and the complementary agents to be provided on the rescue and fire fighting vehicles shall be in accordance with the aerodrome category determined under 9.2.3, 9.2.4, 9.2.5, 9.2.6 and Table 9-2, except that these amounts may be modified as follows:

For the purpose of agent substitution, the following equivalents shall be used:

1 kg complementary agent = 1.0 L water for production of a foam meeting performance level A

1 kg complementary agent = 0.66 L water for production of a foam meeting performance level B

Note 1 – The amounts of water specified for foam production are predicated on an application rate of 8.2 L/min/m2 for a foam meeting performance level A, and 5.5 L/min/m2 for a foam meeting performance level B.

Note 2 – When any other complementary agent is used, the substitution ratios need to be checked.

9.2.12 The quantity of foam concentrates separately provided on vehicles for foam production shall be in proportion to the quantity of water provided and the foam concentrate selected.

9.2.13 The amount of foam concentrate provided on a vehicle shall be sufficient to produce at least two loads of foam solution.

9.2.14 Supplementary water supplies, for the expeditious replenishment of rescue and fire fighting vehicles at the scene of an aircraft accident, shall be provided.

9.2.15 When both a foam meeting performance level A and a foam meeting performance level B are to be used, the total amount of water to be provided for foam production shall first be based on the quantity which would be required if only a foam meeting performance level A were used, and then reduced by 3 L for each 2 L of water provided for the foam meeting performance level B.

9.2.16 The discharge rate of the foam solution shall not be less than the rates shown in Table 9-2.

9.2.17 The complementary agents shall comply with the appropriate specifications of the International Organization for Standardization (ISO).*

Rescue equipment

9.2.19 A reserve supply of foam concentrate and complementary agent, equivalent to 200 per cent of the quantities of these agents to be provided in the rescue and fire fighting vehicles, shall be maintained on the aerodrome for vehicle replenishment purposes. Where a major delay in the replenishment of this supply is anticipated, the amount of reserve supply shall be increased.

Note – Guidance on the rescue equipment to be provided at an aerodrome is given in the Airport Services Manual, Part 1.

Response time

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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