Besluit toezicht luchtvaart BES

Type Amvb Bes

Publication 2021-01-01

State In force

Source BWB

artikelen 69

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

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

9.2.22 The operational objective of the rescue and fire fighting service shall be to achieve a response time not exceeding two minutes to any point of each operational runway, in optimum visibility and surface conditions.

9.2.21 The operational objective of the rescue and fire fighting service shall be to achieve a response time not exceeding three minutes to any point of each operational runway, in optimum visibility and surface conditions.

9.2.23 The operational objective of the rescue and fire fighting service shall be to achieve a response time not exceeding three minutes to any other part of the movement area in optimum visibility and surface conditions.

Note 1 – Response time is considered to be the time between the initial call to the rescue and fire fighting service, and the time when the first responding vehicle(s) is (are) in position to apply foam at a rate of at least 50 per cent of the discharge rate specified in Table 9-2.

Note 2 – To meet the operational objective as nearly as possible in less than optimum conditions of visibility, it may be necessary to provide suitable guidance and/or procedures for rescue and fire fighting vehicles.

Note 3 – Optimum visibility and surface conditions are defined as daytime, good visibility, no precipitation with normal response route free of surface contamination e.g. water, ice or snow.

Emergency access roads

9.2.25 A system of preventive maintenance of rescue and fire fighting vehicles shall be employed to ensure effectiveness of the equipment and compliance with the specified response time throughout the life of the vehicle.

Note – Aerodrome service roads may serve as emergency access roads when they are suitably located and constructed.

9.2.26 Emergency access roads shall be provided on an aerodrome where terrain conditions permit their construction, so as to facilitate achieving minimum response times. Particular attention shall be given to the provision of ready access to approach areas up to 1000 m from the threshold, or at least within the aerodrome boundary. Where a fence is provided, the need for convenient access to outside areas shall be taken into account.

Note – Aerodrome service roads may serve as emergency access roads when they are suitably located and constructed.

Fire stations

9.2.28 When the surface of the road is indistinguishable from the surrounding area, edge markers shall be placed at intervals of about 10 m.

9.2.30 The fire station shall be located so that the access for rescue and fire fighting vehicles into the runway area is direct and clear, requiring a minimum number of turns.

Communication and alerting systems

9.2.30 The fire station shall be located so that the access for rescue and fire fighting vehicles into the runway area is direct and clear, requiring a minimum number of turns.

9.2.32 An alerting system for rescue and fire fighting personnel, capable of being operated from that station, shall be provided at a fire station, any other fire station on the aerodrome and the aerodrome control tower.

Number of rescue and fire fighting vehicles

Note – Guidance on minimum characteristics of rescue and fire fighting vehicles is given in the Airport Services Manual, Part 1.

Personnel

Note – Guidance on minimum characteristics of rescue and fire fighting vehicles is given in the Airport Services Manual, Part 1.

Note 1 – Guidance to assist the DCA NA in providing proper training is given in Attachment A, Section 17; Airport Services Manual, Part 1; and Training Manual, Part E-2.

9.2.34 All rescue and fire fighting personnel shall be properly trained to perform their duties in an efficient manner and shall participate in live fire drills commensurate with the types of aircraft and type of rescue and fire fighting equipment in use at the aerodrome, including pressure-fed fuel fires.

Note 1 – Guidance to assist the DCA NA in providing proper training is given in Attachment A, Section 17; Airport Services Manual, Part 1; and Training Manual, Part E-2.

Note 2 – Fires associated with fuel discharged under very high pressure from a ruptured fuel tank are known as «pressure-fed fuel fires».

9.2.35 The rescue and fire fighting personnel training program shall include training in human performance, including team coordination.

Note – Guidance material to design training programs on human performance and team coordination can be found in the Human Factors Training Manual.

9.2.36 During flight operations, sufficient trained personnel shall be detailed and be readily available to ride the rescue and fire fighting vehicles and to operate the equipment at maximum capacity. These trained personnel shall be deployed in a way that ensures that minimum response times can be achieved and that continuous agent application at the appropriate rate can be fully maintained. Consideration shall also be given for personnel to use hand lines, ladders and other rescue and fire fighting equipment normally associated with aircraft rescue and fire fighting operations.

9.3. Disabled aircraft removal

9.2.38 All responding rescue and fire fighting personnel shall be provided with protective clothing and respiratory equipment to enable them to perform their duties in an effective manner.

9.3.1 A plan for the removal of an aircraft disabled on, or adjacent to, the movement area shall be established for an aerodrome, and a coordinator designated to implement the plan, when necessary.

Note – Guidance on removal of a disabled aircraft, including recovery equipment, is given in the Airport Services Manual, Part 5. See also Part 13 concerning protection of evidence, custody and removal of aircraft.

9.4. Bird hazard reduction

9.3.2 The disabled aircraft removal plan shall be based on the characteristics of the aircraft that may normally be expected to operate at the aerodrome, and include among other things:

Note – See Annex 15, Chapter 8.

9.4.1 The bird strike hazard on, or in the vicinity of, an aerodrome shall be assessed through:

Note – See Annex 15, Chapter 8.

9.4.2 Bird strike reports shall be collected and forwarded to ICAO for inclusion in the ICAO Bird Strike Information System (IBIS) database.

Note – The IBIS is designed to collect and disseminate information on bird strikes to aircraft. Information on the system is included in the Manual on the ICAO Bird Strike Information System (IBIS).

9.4.3 When a bird strike hazard is identified at an aerodrome, the appropriate authority shall take action to decrease the number of birds constituting a potential hazard to aircraft operations by adopting measures for discouraging their presence on, or in the vicinity of, an aerodrome.

Note – Guidance on effective measures for establishing whether or not birds, on or near an aerodrome, constitute a potential hazard to aircraft operations, and on methods for discouraging their presence, is given in the Airport Services Manual, Part 3.

9.5. Apron management service

Note – Due consideration needs to be given to airport operators’ concerns related to land developments close to the airport boundary that may attract birds/wildlife.

9.5.2 When the aerodrome control tower does not participate in the apron management service, procedures shall be established to facilitate the orderly transition of aircraft between the apron management unit and the aerodrome control tower.

9.5.1 When warranted by the volume of traffic and operating conditions, an appropriate apron management service shall be provided on an apron by an aerodrome ATS unit, by another aerodrome operating authority, or by a cooperative combination of these, in order to:

Note – Guidance on an apron management service is given in the Airport Services Manual, Part 8 and in the Manual of Surface Movement Guidance and Control Systems (SMGCS).

9.5.3 An apron management service shall be provided with radiotelephony communications facilities.

9.5.4 Where low visibility procedures are in effect, persons and vehicles operating on an apron shall be restricted to the essential minimum.

Note – Guidance on related special procedures is given in the Manual of Surface Movement Guidance and Control Systems (SMGCS).

9.5.5 An emergency vehicle responding to an emergency shall be given priority over all other surface movement traffic.

9.6. Ground servicing of aircraft

9.5.7 An aircraft stand shall be visually monitored to ensure that the recommended clearance distances are provided to an aircraft using the stand.

9.6.2 When aircraft refueling operations take place while passengers are embarking, on board or disembarking, ground equipment shall be positioned so as to allow:

9.7. Aerodrome vehicle operations

9.6.2 When aircraft refueling operations take place while passengers are embarking, on board or disembarking, ground equipment shall be positioned so as to allow:

Note 2 – It is intended that roads located on the movement area be restricted to the exclusive use of aerodrome personnel and other authorized persons, and that access to the public buildings by an unauthorized person will not require use of such roads.

Note 1 – Guidance on aerodrome vehicle operations is contained in Attachment A, Section 18 and on traffic rules and regulations for vehicles in the Manual of Surface Movement Guidance and Control Systems (SMGCS).

9.7.1 A vehicle shall be operated:

9.7.2 The driver of a vehicle on the movement area shall comply with all mandatory instructions conveyed by markings and signs unless otherwise authorized by:

9.7.3 The driver of a vehicle on the movement area shall comply with all mandatory instructions conveyed by lights.

9.8. Surface movement guidance and control systems

Application

9.8.1 It is desirable to provide a surface movement guidance and control system at an aerodrome.

Note – Guidance on surface movement guidance and control systems is contained in the Manual of Surface Movement Guidance and Control Systems (SMGCS).

Characteristics

Note – Guidance on surface movement guidance and control systems is contained in the Manual of Surface Movement Guidance and Control Systems (SMGCS).

9.8.3 The visual aid components of a surface movement guidance and control system, i.e. markings, lights and signs shall be designed to conform with the relevant specifications in 5.2, 5.3 and 5.4, respectively.

9.8.2 The design of a surface movement guidance and control system shall take into account:

9.8.4 A surface movement guidance and control system shall be designed to assist in the prevention of inadvertent incursions of aircraft and vehicles onto an active runway.

9.8.5 The system shall be designed to assist in the prevention of collisions between aircraft, and between aircraft and vehicles or objects, on any part of the movement area.

Note – Guidance on control of stop bars through induction loops and on a visual taxiing guidance and control system is contained in the Aerodrome Design Manual, Part 4.

9.8.6 Where a surface movement guidance and control system is provided by selective switching of stop bars and taxiway centre line lights, the following requirements shall be met:

Note 1 – See Sections 5.3.16 and 5.3.19 for specifications on taxiway centre line lights and stop bars, respectively.

Note 2 – Guidance on installation of stop bars and taxiway centre line lights in surface movement guidance and control systems is given in the Aerodrome Design Manual, Part 4.

9.8.7 Surface movement radar for the maneuvering area shall be provided at an aerodrome intended for use in runway visual range conditions less than a value of 350 m.

9.9. Siting of equipment and installations on operational areas

Note – Guidance on the use of surface movement radar is given in the Manual of Surface Movement Guidance and Control Systems (SMGCS) and in the Air Traffic Services Planning Manual (Doc 9426).

Note 2 – The design of light fixtures and their supporting structures, light units of visual approach slope indicators, signs, and markers, is specified in 5.3.1, 5.3.5, 5.4.1 and 5.5.1, respectively. Guidance on the frangible design of visual and non-visual aids for navigation is given in the Aerodrome Design Manual, Part 6 (in preparation).

Note 1 – Requirements for obstacle limitation surfaces are specified in 4.2.

9.9.1 Unless its function requires it to be there for air navigation purposes, no equipment or installation shall be:

9.9.2 Any equipment or installation required for air navigation purposes which must be located:

9.9.3 Existing non-visual aids need not meet the requirement of 9.9.2 until 1 January 2010.

9.9.4 Any equipment or installation required for air navigation purposes which must be located on the non-graded portion of a runway strip shall be regarded as an obstacle and shall be frangible and mounted as low as possible.

Note – Guidance on the siting of navigation aids is contained in the Aerodrome Design Manual, Part 6 (in preparation).

9.9.5 Unless its function requires it to be there for air navigation purposes, no equipment or installation shall be located within 240 m from the end of the strip and within:

9.9.6 Any equipment or installation required for air navigation purposes which must be located on or near a strip of a precision approach runway category I, II or III and which:

shall be frangible and mounted as low as possible.

9.9.7 Existing non-visual aids need not meet the requirement of 9.9.6 b) until 1 January 2010.

9.10. Fencing

Application

9.10.1 A fence or other suitable barrier shall be provided on an aerodrome to prevent the entrance to the movement area of animals large enough to be a hazard to aircraft.

9.10.2 Open.

9.10.1 A fence or other suitable barrier shall be provided on an aerodrome to prevent the entrance to the movement area of animals large enough to be a hazard to aircraft.

9.10.2 Open.

9.10.3 A fence or other suitable barrier shall be provided on an aerodrome to deter the inadvertent or premeditated access of an unauthorized person onto a non-public area of the aerodrome.

Note 1 – This is intended to include the barring of sewers, ducts, tunnels, etc., where necessary to prevent access.

Note 2 – Special measures may be required to prevent the access of an unauthorized person to runways or taxiways which overpass public roads.

9.10.4 Open.

Note 1 – This is intended to include the barring of sewers, ducts, tunnels, etc., where necessary to prevent access.

Note 2 – Special measures may be required to prevent the access of an unauthorized person to runways or taxiways which overpass public roads.

Location

9.10.6 Open.

9.10.8 Open.

9.10.7 The fence or barrier shall be located so as to separate the movement area and other facilities or zones on the aerodrome vital to the safe operation of aircraft from areas open to public access.

9.11. Security lighting

9.10.9 When greater security is thought necessary, a cleared area shall be provided on both sides of the fence or barrier to facilitate the work of patrols and to make trespassing more difficult. Consideration shall be given to the provision of a perimeter road inside the aerodrome fencing for the use of both maintenance personnel and security patrols.

9.11. Security lighting

10.1. General

10.1.1 A maintenance program, including preventive maintenance where appropriate, shall be established at an aerodrome to maintain facilities in a condition which does not impair the safety, regularity or efficiency of air navigation.

Note 1 – Preventive maintenance is programmed maintenance work done in order to prevent a failure or degradation of facilities.

Note 2 – «Facilities» are intended to include such items as pavements, visual aids, fencing, drainage systems and buildings.

10.2. Pavements

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

Note – Guidance on precautions to be taken in regard to the surface of shoulders is given in Attachment A, Section 8, and the Aerodrome Design Manual, Part 2.

10.2.1 The surface of pavements (runways, taxiways, aprons and adjacent areas) shall be kept clear of any loose stones or other objects that might cause damage to aircraft structures or engines, or impair the operation of aircraft systems.

Note – Guidance on precautions to be taken in regard to the surface of shoulders is given in Attachment A, Section 8, and the Aerodrome Design Manual, Part 2.

10.2.2 The surface of a runway shall be maintained in a condition such as to prevent formation of harmful irregularities.

Note – See Attachment A, Section 5.

10.2.3 Measurements of the friction characteristics of a runway surface shall be made periodically with a continuous friction measuring device using self-wetting features.

Note – Guidance on evaluating the friction characteristics of a runway is provided in Attachment A, Section 7. Additional guidance is included in the Airport Services Manual, Part 2.

10.2.4 Corrective maintenance action shall be taken when the friction characteristics for either the entire runway or a portion thereof are below a minimum friction level specified by the State.

Note – A portion of runway in the order of 100 m long may be considered significant for maintenance or reporting action.

10.2.5 Corrective maintenance action shall be considered when the friction characteristics for either the entire runway or a portion thereof are below a maintenance planning level specified by the DCA NA.

10.2.6 When there is reason to believe that the drainage characteristics of a runway, or portions thereof, are poor due to slopes or depressions, then the runway friction characteristics shall be assessed under natural or simulated conditions that are representative of local rain and corrective maintenance action shall be taken as necessary.

10.2.7 When a taxiway is used by turbine-engined airplanes, the surface of the taxiway shoulders shall be maintained so as to be free of any loose stones or other objects that could be ingested by the airplane engines.

Note – Guidance on this subject is given in the Aerodrome Design Manual, Part 2.

10.2.8 The surface of a paved runway shall be maintained in a condition so as to provide good friction characteristics and low rolling resistance. Snow, slush, ice, standing water, mud, dust, sand, oil, rubber deposits and other contaminants shall be removed as rapidly and completely as possible to minimize accumulation.

Note – The Airport Services Manual, Part 2, contains further information on this subject, on improving friction characteristics and on clearing of runways.

10.2.9 A taxiway shall be kept clear of snow, slush, ice, etc., to the extent necessary to enable aircraft to be taxied to and from an operational runway.

10.2.10 Aprons shall be kept clear of snow, slush, ice, etc., to the extent necessary to enable aircraft to maneuver safely or, where appropriate, to be towed or pushed.

10.2.11 Open

10.2.12 Open.

10.3. Runway pavement overlays

10.2.13 Chemicals which may have harmful effects on aircraft or pavements, or chemicals which may have toxic effects on the aerodrome environment, shall not be used.

10.3.1 The longitudinal slope of the temporary ramp, measured with reference to the existing runway surface or previous overlay course, shall be:

Note – The following specifications are intended for runway pavement overlay projects when the runway is to be returned to an operational status before overlay of the entire runway is complete thus normally necessitating a temporary ramp between the new and old runway surfaces. Guidance on overlaying pavements and assessing their operational status is given in the Aerodrome Design Manual, Part 3.

10.3.1 The longitudinal slope of the temporary ramp, measured with reference to the existing runway surface or previous overlay course, shall be:

10.3.2 Overlaying shall proceed from one end of the runway toward the other end so that based on runway utilization most aircraft operations will experience a down ramp.

10.4. Visual aids

10.3.4 Before a runway being overlaid is returned to a temporary operational status, a runway centre line marking conforming to the specifications in Section 5.2.3 shall be provided. Additionally, the location of any temporary threshold shall be identified by a 3.6 m wide transverse stripe.

10.4.1 A light shall be deemed to be unserviceable when the main beam average intensity is less than 50 per cent of the value specified in the appropriate figure in Appendix 2. For light units where the designed main beam average intensity is above the value shown in Appendix 2, the 50 per cent value shall be related to that design value.

Note – These specifications are intended to define the maintenance performance level objectives. They are not intended to define whether the lighting system is operationally out of service.

10.4.2 A system of preventive maintenance of visual aids shall be employed to ensure lighting and marking system reliability.

Note – Guidance on preventive maintenance of visual aids is given in the Airport Services Manual, Part 9.

10.4.3 The system of preventive maintenance employed for a precision approach runway category II or III shall include at least the following checks:

10.4.4 In-field measurement of intensity, beam spread and orientation of lights included in approach and runway lighting systems for a precision approach runway category II or III shall be undertaken by measuring all lights, as far as practicable, to ensure conformance with the applicable specification of Appendix 2.

10.4.5 Measurement of intensity, beam spread and orientation of lights included in approach and runway lighting systems for a precision approach runway category II or III shall be undertaken using a mobile measuring unit of sufficient accuracy to analyze the characteristics of the individual lights.

10.4.6 The frequency of measurement of lights for a precision approach runway category II or III shall be based on traffic density, the local pollution level, the reliability of the installed lighting equipment and the continuous assessment of the results of the in-field measurements but in any event shall not be less than twice a year for in-pavement lights and not less than once a year for other lights.

10.4.7 The system of preventive maintenance employed for a precision approach runway category II or III shall have as its objective that, during any period of category II or III operations, all approach and runway lights are serviceable, and that in any event at least:

In order to provide continuity of guidance, the allowable percentage of unserviceable lights shall not be permitted in such a way as to alter the basic pattern of the lighting system. Additionally, an unserviceable light shall not be permitted adjacent to another unserviceable light, except in a barrette or a crossbar where two adjacent unserviceable lights may be permitted.

Note – With respect to barrettes, crossbars and runway edge lights, lights are considered to be adjacent if located consecutively and:

10.4.8 The system of preventive maintenance employed for a stop bar provided at a runway-holding position used in conjunction with a runway intended for operations in runway visual range conditions less than a value of 350 m shall have the following objectives:

10.4.9 The system of preventive maintenance employed for a taxiway intended for use in runway visual range conditions less than a value of 350 m shall have as its objective that no two adjacent taxiway centre line lights be unserviceable.

10.4.10 The system of preventive maintenance employed for a precision approach runway category I shall have as its objective that, during any period of category I operations, all approach and runway lights are serviceable, and that in any event at least 85 per cent of the lights are serviceable in each of the following:

In order to provide continuity of guidance an unserviceable light shall not be permitted adjacent to another unserviceable light unless the light spacing is significantly less than that specified.

Note – In barrettes and crossbars, guidance is not lost by having two adjacent unserviceable lights.

10.4.11 The system of preventive maintenance employed for a runway meant for take-off in runway visual range conditions less than a value of 550 m shall have as its objective that, during any period of operations, all runway lights are serviceable and that in any event:

In order to provide continuity of guidance, an unserviceable light shall not be permitted adjacent to another unserviceable light.

APPENDIX 1. COLOURS FOR AERONAUTICAL GROUND LIGHTS, MARKINGS, SIGNS AND PANELS

1. General

Note – The following specifications define the chromaticity limits of colors to be used for aeronautical ground lights, markings, signs and panels. The specifications are in accord with the 1983 specifications of the International Commission on Illumination (CIE). It is not possible to establish specifications for colors such that there is no possibility of confusion. For reasonably certain recognition, it is important that the eye illumination be well above the threshold of perception, that the color not be greatly modified by selective atmospheric attenuations and that the observer’s color vision be adequate. There is also a risk of confusion of color at an extremely high level of eye illumination such as may be obtained from a high-intensity source at very close range. Experience indicates that satisfactory recognition can be achieved if due attention is given to these factors.

The chromaticities are expressed in terms of the standard observer and coordinate system adopted by the International Commission on Illumination (CIE) at its Eighth Session at Cambridge, England, in 1931.*

2. Colors for aeronautical ground lights

2.1. Chromaticities

2.1.1 The chromaticities of aeronautical ground lights shall be within the following boundaries:

Note – Guidance on chromaticity changes resulting from the effect of temperature on filtering elements is given in the Aerodrome Design Manual, Part 4.

2.1.1 The chromaticities of aeronautical ground lights shall be within the following boundaries:

Note – Guidance on chromaticity changes resulting from the effect of temperature on filtering elements is given in the Aerodrome Design Manual, Part 4.

2.2. Discrimination between lights

2.1.3 Where increased certainty of recognition is more important than maximum visual range, green signals shall be within the following boundaries:

2.2.2 If there is a requirement to discriminate yellow from green and/or white, as for example on exit taxiway centre line lights, the y coordinates of the yellow light shall not exceed a value of 0.40.

2.2.1 If there is a requirement to discriminate yellow and white from each other, they shall be displayed in close proximity of time or space as, for example, by being flashed successively from the same beacon.

Note – The limits of white have been based on the assumption that they will be used in situations in which the characteristics (color temperature) of the light source will be substantially constant.

2.2.3 The color variable white is intended to be used only for lights that are to be varied in intensity, e.g. to avoid dazzling. If this color is to be discriminated from yellow, the lights shall be so designed and operated that:

proximity to the white lights.

2.2.4 The color of aeronautical ground lights shall be verified as being within the boundaries specified in Figure A1-1 by measurement at five points within the area limited by the innermost isocandela curve (isocandela diagrams in Appendix 2 refer), with operation at rated current or voltage. In the case of elliptical or circular isocandela curves, the color measurements shall be taken at the centre and at the horizontal and vertical limits. In the case of rectangular isocandela curves, the color measurements shall be taken at the centre and the limits of the diagonals (corners). In addition, the color of the light shall be checked at the outermost isocandela curve to ensure that there is no color shift that might cause signal confusion to the pilot.

Note 1 – For the outermost isocandela curve, a measurement of color coordinates shall be made and recorded for review and judgment of acceptability by the appropriate authority.

3. Colors for markings, signs and panels

2.2.5 In the case of visual approach slope indicators and other light units having a color transition sector, the color shall be measured at points in accordance with 2.2.4, except that the color areas shall be treated separately and no point shall be within 0.5 degrees of the transition sector.

Note 2 – Guidance on surface colors is contained in the CIE document entitled Recommendations for Surface Colors for Visual Signaling – Publication No. 39-2 (TC-106) 1983.

Note 1 – The specifications of surface colors given below apply only to freshly colored surfaces. Colors used for markings, signs and panels usually change with time and therefore require renewal.

Note 2 – Guidance on surface colors is contained in the CIE document entitled Recommendations for Surface Colors for Visual Signaling – Publication No. 39-2 (TC-106) 1983.

Note 3 – The specifications recommended in 3.4 below for trans-illuminated panels are interim in nature and are based on the CIE specifications for trans-illuminated signs. It is intended that these specifications will be reviewed and updated as and when CIE develops specifications for trans-illuminated panels.

3.1 The chromaticities and luminance factors of ordinary colors, colors of retro-reflective materials and colors of trans-illuminated (internally illuminated) signs and panels shall be determined under the following standard conditions:

3.2 The chromaticity and luminance factors of ordinary colors for markings and externally illuminated signs and panels shall be within the following boundaries when determined under standard conditions.

Note – The small separation between surface red and surface orange is not sufficient to ensure the distinction of these colors when seen separately.

APPENDIX 2. AERONAUTICAL GROUND LIGHT CHARACTERISTICS

Collective notes to Figures A2-1 to A2-11

The ellipses in each figure are symmetrical about the common vertical and horizontal axes.

Figures A2-1 to A2-10 show the minimum allowable light intensities. The average intensity of the main beam is calculated by establishing grid points as shown in Figure A2-11 and using the intensity values measures at all grid points located within and on the perimeter of the ellipse representing the main beam. The average value is the arithmetic average of light intensities measured at all considered grid points.

The ellipses in each figure are symmetrical about the common vertical and horizontal axes.

No deviations are acceptable in the main beam pattern when the lighting fixture is properly aimed.

Average intensity ratio. The ratio between the average intensity within the ellipse defining the main beam of a typical new light and the average light intensity of the main beam of a new runway edge light shall be as follows:

The beam coverage in the figures provide the necessary guidance for approaches down to an RVR of the order of 150 m and take-offs down to an RVR of the order of 100 m.

Horizontal angles are measured with respect to the vertical plane through the runway centre line. For lights other than centre line lights, the direction towards the runway centre line is considered positive. Vertical angles are measured with respect to the horizontal plane.

Where, for approach centre line lights and crossbars and for approach side row lights, inset lights are used in lieu of elevated lights, e.g. on a runway with a displaced threshold, the intensity requirements can be met by installing two or three fittings (lower intensity) at each position.

Collective notes to Figures A2-12 to A2-21

The light unit shall be installed so that the main beam is aligned within one-half degree of the specified requirement.

Figures A2-12 to A2-20 show the minimum allowable light intensities. The average intensity of the main beam is calculated by establishing grid points as shown in Figure A2-21 and using the intensity values measured at all grid points located within and on the perimeter of the rectangle representing the main beam. The average value is the arithmetic average of the light intensities measured at all considered grid points.

The intensities specified in Figures A2-12 to A2-20 are in green and yellow light for taxiway centre line lights, yellow light for runway guard lights and red light for stop bar lights.

No deviations are acceptable in the main beam or in the innermost beam, as applicable, when the lighting fixture is properly aimed.

Horizontal angles are measured with respect to the vertical plane through the taxiway centre line except on curves where they are measured with respect to the tangent to the curve.

Vertical angles are measured from the longitudinal slope of the taxiway surface.

APPENDIX 3. MANDATORY INSTRUCTION MARKINGS AND INFORMATION MARKINGS

The light unit shall be installed so that the main beam or the innermost beam, as applicable, is aligned within one-half degree of the specified requirement.

Note 2 – This appendix details the form and proportions of the letters, numbers and symbols of mandatory instruction markings and information markings on a 20 cm grid.

APPENDIX 4. REQUIREMENTS CONCERNING DESIGN OF TAXIING GUIDANCE SIGNS

Note 2 – This appendix details the form and proportions of the letters, numbers and symbols of mandatory instruction markings and information markings on a 20 cm grid.

Inscription heights shall conform to the following tabulation.

Note – See Chapter 5, Section 5.4 for specifications on the application, location and characteristics of signs.

Inscription heights shall conform to the following tabulation.

Note – Where a taxiway location sign is installed in conjunction with a runway designation sign (see 5.4.3.22), the character size shall be that specified for mandatory instruction signs.

Arrow dimensions shall be as follows:

Stroke width for single letter shall be as follows:

Sign luminance shall be as follows:

Note – In runway visual range conditions less than a value of 400 m, there will be some degradation in the performance of signs.

The luminance ratio between red and white elements of a mandatory sign shall be between 1:5 and 1:10.

The average luminance of the sign is calculated by establishing grid points as shown in Figure A4-1 and using the luminance values measured at all grid points located within the rectangle representing the sign.

The average value is the arithmetic average of the luminance values measured at all considered grid points.

Note – Guidance on measuring the average luminance of a sign is contained in the Aerodrome Design Manual, Part 4.

The ratio between luminance values of adjacent grid points shall not exceed 1.5:1. For areas on the sign face where the grid spacing is 7.5 cm, the ratio between luminance values of adjacent grid points shall not exceed 1.25:1. The ratio between the maximum and minimum luminance value over the whole sign face shall not exceed 5:1.

The forms of characters, i.e. letters, numbers, arrows and symbols, shall conform to those shown in Figure A4-2. The width of characters and the space between individual characters shall be determined as indicated in Table A4-1.

10.

The face height of signs shall be as follows:

11.

The face width of signs shall be determined using Figure A4-3 except that, where a mandatory instruction sign is provided on one side of a taxiway only, the face width shall not be less than:

Note – Additional guidance on determining the face width of a sign is contained in the Aerodrome Design Manual, Part 4.

APPENDIX 5. AERONAUTICAL DATA QUALITY REQUIREMENTS

APPENDIX 6. LOCATION OF LIGHTS ON OBSTACLES

APPENDIX 5. AERONAUTICAL DATA QUALITY REQUIREMENTS

APPENDIX 6. LOCATION OF LIGHTS ON OBSTACLES

ATTACHMENT A. GUIDANCE MATERIAL SUPPLEMENTARY TO THE NETHERLANDS ANTILLES CIVIL AVIATION REGULATIONS PART 14, VOLUME I

1.1 Many factors shall be taken into account in the determination of the siting and orientation of runways. Without attempting to provide an exhaustive list of these factors nor an analysis of their effects, it appears useful to indicate those which most frequently require study. These factors may be classified under four headings:

1.1.1 Type of operation. Attention shall be paid in particular to whether the aerodrome is to be used in all meteorological conditions or only in visual meteorological conditions, and whether it is intended for use by day and night, or only by day.

1.1.2 Climatological conditions. A study of the wind distribution shall be made to determine the usability factor. In this regard, the following comments shall be taken into account:

A study shall also be made of the occurrence of poor visibility and/or low cloud base. Account shall be taken of their frequency as well as the accompanying wind direction and speed.

Number of runways in each direction

1.1.4 Air traffic in the vicinity of the aerodrome, particularly:

Number of runways in each direction

1.2 The number of runways to be provided in each direction depends on the number of aircraft movements to be catered to.

2.2 The airplane performance operating limitations require a length which is enough to ensure that the airplane can, after starting a take-off, either be brought safely to a stop or complete the take-off safely. For the purpose of discussion it is supposed that the runway, stopway and clearway lengths provided at the aerodrome are only just adequate for the airplane requiring the longest take-off and accelerate-stop distances, taking into account its take-off mass, runway characteristics and ambient atmospheric conditions. Under these circumstances there is, for each take-off, a speed, called the decision speed; below this speed, the take-off must be abandoned if an engine fails, while above it the take-off must be completed. A very long take-off run and take-off distance would be required to complete a take-off when an engine fails before the decision speed is reached, because of the insufficient speed and the reduced power available. There would be no difficulty in stopping in the remaining accelerate-stop distance available provided action is taken immediately. In these circumstances the correct course of action would be to abandon the take-off.

2.1 The decision to provide a stopway and/or a clearway as an alternative to an increased length of runway will depend on the physical characteristics of the area beyond the runway end, and on the operating performance requirements of the prospective airplanes. The runway, stopway and clearway lengths to be provided are determined by the airplane take-off performance, but a check shall also be made of the landing distance required by the airplanes using the runway to ensure that adequate runway length is provided for landing. The length of a clearway, however, cannot exceed half the length of take-off run available.

2.3 On the other hand, if an engine fails after the decision speed is reached, the airplane will have sufficient speed and power available to complete the take-off safely in the remaining take-off distance available. However, because of the high speed, there would be difficulty in stopping the airplane in the remaining accelerate-stop distance available.

2.4 The decision speed is not a fixed speed for any airplane, but can be selected by the pilot within limits to suit the accelerate-stop and take-off distance available, airplane take-off mass, runway characteristics, and ambient atmospheric conditions at the aerodrome. Normally, a higher decision speed is selected as the accelerate-stop distance available increases.

2.5 A variety of combinations of accelerate-stop distances required and take-off distances required can be obtained to accommodate a particular airplane, taking into account the airplane take-off mass, runway characteristics, and ambient atmospheric conditions. Each combination requires its particular length of take-off run.

2.6 The most familiar case is where the decision speed is such that the take-off distance required is equal to the accelerate-stop distance required; this value is known as the balanced field length. Where stopway and clearway are not provided, these distances are both equal to the runway length. However, if landing distance is for the moment ignored, runway is not essential for the whole of the balanced field length, as the take-off run required is, of course, less than the balanced field length. The balanced field length can, therefore, be provided by a runway supplemented by an equal length of clearway and stopway, instead of wholly as a runway. If the runway is used for take-off in both directions, an equal length of clearway and stopway has to be provided at each runway end. The saving in runway length is, therefore, bought at the cost of a greater overall length.

2.7 In case economic considerations preclude the provision of stopway and, as a result, only runway and clearway are to be provided, the runway length (neglecting landing requirements) shall be equal to the accelerate-stop distance required or the take-off run required, whichever is the greater. The take-off distance available will be the length of the runway plus the length of clearway.

2.8 The minimum runway length and the maximum stop-way or clearway length to be provided may be determined as follows, from the data in the airplane flight manual for the airplane considered to be critical from the viewpoint of runway length requirements:

3. Calculation of declared distances

2.10 The economy of a stopway can be entirely lost if, after each usage, it must be re-graded and compacted. Therefore, it shall be designed to withstand at least a certain number of loadings of the airplane which the stopway is intended to serve without inducing structural damage to the airplane.

3.2 Where a runway is not provided with a stopway or clearway and the threshold is located at the extremity of the runway, the four declared distances shall normally be equal to the length of the runway, as shown in Figure A-1 (A).

3.1 The declared distances to be calculated for each runway direction comprise: the take-off run available (TORA), take-off distance available (TODA), accelerate-stop distance available (ASDA), and landing distance available (LDA).

3.3 Where a runway is provided with a clearway (CWY), then the TODA will include the length of clearway, as shown in Figure A-1 (B).

3.4 Where a runway is provided with a stopway (SWY), then the ASDA will include the length of stopway, as shown in Figure A-1 (C).

3.5 Where a runway has a displaced threshold, then the LDA will be reduced by the distance the threshold is displaced, as shown in Figure A-1 (D). A displaced threshold affects only the LDA for approaches made to that threshold; all declared distances for operations in the reciprocal direction are unaffected.

4. Slopes on a runway

4.1. Distance between slope changes

The following example illustrates how the distance between slope changes is to be determined (see Figure A-2):

D for a runway where the code number is 3 shall be at least:

The following example illustrates how the distance between slope changes is to be determined (see Figure A-2):

D for a runway where the code number is 3 shall be at least:

15 000 (|x – y| + |y – z|) m

|x – y| being the absolute numerical value of x – y

|y – z| being the absolute numerical value of y – z

Assuming x = + 0.01

y = –0.005

z = +0.005

then |x – y| = 0.015

|y – z| = 0.01

To comply with the specifications, D shall be not less than:

4.2. Consideration of longitudinal and transverse slopes

that is, 15 000 ’ 0.025 = 375 m

4.2. Consideration of longitudinal and transverse slopes

When a runway is planned that will combine the extreme values for the slopes and changes in slope permitted under Chapter 3, 3.1.13 to 3.1.19, a study shall be made to ensure that the resulting surface profile will not hamper the operation of airplanes.

4.3. Radio altimeter operating area

In order to accommodate airplanes making auto-coupled approaches and automatic landings (irrespective of weather conditions) it is desirable that slope changes be avoided or kept to a minimum, on a rectangular area at least 300 m long before the threshold of a precision approach runway. The area shall be symmetrical about the extended centre line, 120 m wide. When special circumstances so warrant, the width may be reduced to no less than 60 m if an aeronautical study indicates that such reduction would not affect the safety of operations of aircraft. This is desirable because these airplanes are equipped with a radio altimeter for final height and flare guidance, and when the airplane is above the terrain immediately prior to the threshold, the radio altimeter will begin to provide information to the automatic pilot for auto-flare. Where slope changes cannot be avoided, the rate of change between two consecutive slopes shall not exceed 2 per cent per 30 m.

Except across the crown of a camber or across drainage channels, the finished surface of the wearing course is to be of such regularity that, when tested with a 3 m straight-edge placed anywhere in any direction on the surface, there is no deviation greater than 3 mm between the bottom of the straight-edge and the surface of the pavement anywhere along the straight edge.

5.1 In adopting tolerances for runway surface irregularities, the following standard of construction is achievable for short distances of 3 m and conforms to good engineering practice:

5.2 Caution shall also be exercised when inserting runway lights or drainage grilles in runway surfaces to ensure that adequate smoothness of the surface is maintained.

6. Determining and expressing the friction characteristics of snow- and ice-covered paved surfaces

5.4 Deformation of the runway with time may also increase the possibility of the formation of water pools. Pools as shallow as approximately 3 mm in depth, particularly if they are located where they are likely to be encountered at high speed by landing airplanes, can induce aquaplaning, which can then be sustained on a wet runway by a much shallower depth of water. Improved guidance regarding the significant length and depth of pools relative to aquaplaning is the subject of further research. It is, of course, especially necessary to prevent pools from forming whenever there is a possibility that they might become frozen.

aircraft mass, speed, braking mechanism, tire and under-carriage characteristics.

6.1 There is an operational need for reliable and uniform information concerning the friction characteristics of ice- and snow-covered runways. Accurate and reliable indications of surface friction characteristics can be obtained by friction measuring devices; however, further experience is required to correlate the results obtained by such equipment with aircraft performance, owing to the many variables involved, such as:

aircraft mass, speed, braking mechanism, tire and under-carriage characteristics.

6.2 The friction coefficient shall be measured if a runway is covered wholly or partly by snow or ice and repeated as conditions change. Friction measurements and/or braking action assessments on surfaces other than runways shall be made when an unsatisfactory friction condition can be expected on such surfaces.

6.3 The measurement of the friction coefficient provides the best basis for determining surface friction conditions. The value of surface friction shall be the maximum value which occurs when a wheel is slipping but still rolling. Various friction measuring devices may be used. As there is an operational need for uniformity in the method of assessing and reporting runway friction conditions, the measurements shall preferably be made with equipment which provides continuous measuring of the maximum friction along the entire runway. Measuring techniques and information on limitations of the various friction measuring devices and precautions to be observed are given in the Airport Services Manual, Part 2.

6.4 A chart, based on results of tests conducted on selected ice- or snow-covered surfaces, showing the correlation between certain friction measuring devices on ice- or snow-covered surfaces is presented in the Airport Services Manual, Part 2.

6.5 The friction conditions of a runway shall be expressed as «braking action information» in terms of the measured friction coefficient μ or estimated braking action. Specific numerical μ values are necessarily related to the design and construction of each friction measuring device as well as to the surface being measured and the speed employed.

6.6 The table below with associated descriptive terms was developed from friction data collected only in compacted snow and ice and shall not therefore be taken to be absolute values applicable in all conditions. If the surface is affected by snow or ice and the braking action is reported as «good», pilots shall not expect to find conditions as good as on a clean dry runway (where the available friction may well be greater than that needed in any case). The value «good» is a comparative value and is intended to mean that airplanes shall not experience directional control or braking difficulties, especially when landing.

6.7 It has been found necessary to provide surface friction information for each third of a runway. The thirds are called A, B and C. For the purpose of reporting information to aeronautical service units, section A is always the section associated with the lower runway designation number. When giving landing information to a pilot before landing, the sections are however referred to as first, second or third part of the runway. The first part always means the first third of the runway as seen in the direction of landing. Friction measurements are made along two lines parallel to the runway, i.e. along a line on each side of the centre line approximately 3 m or that distance from the centre line at which most operations take place. The objective of the tests is to determine the mean friction value for sections A, B and C. In cases where a continuous friction measuring device is used, the mean values are obtained from the friction values recorded for each section.

The distance between each test point shall be approximately 10 per cent of the usable length of the runway. If it is decided that a single test line on one side of the runway centre line gives adequate coverage of the runway, then it follows that each third of the runway shall have three tests carried out on it. Test results and calculated mean friction values are entered in a special form (see Airport Services Manual, Part 2).

Note – Where applicable, figures for stopway friction value shall also be made available on request.

7. Determination of friction characteristics of wet paved runways

6.9 The Airport Services Manual, Part 2 provides guidance on the uniform use of test equipment to achieve compatible test results and other information on removal of surface contamination and improvement of friction conditions.

7.2 Runways shall be evaluated when first constructed or after resurfacing to determine the wet runway surface friction characteristics. Although it is recognized that friction reduces with use, this value will represent the friction of the relatively long central portion of the runway that is uncontaminated by rubber deposits from aircraft operations and is therefore of operational value. Evaluation tests shall be made on clean surfaces. If it is not possible to clean a surface before testing, then for purposes of preparing an initial report a test could be made on a portion of clean surface in the central part of the runway.

7.1 The friction of a wet paved runway shall be measured to:

7.3 Friction tests of existing surface conditions shall be taken periodically in order to identify runways with low friction when wet. A State shall define what minimum friction level it considers acceptable before a runway is classified as slippery when wet and publish this value in the State’s aeronautical information publication (AIP). When the friction of a runway is found to be below this reported value, then such information shall be promulgated by NOTAM.

The State shall also establish a maintenance planning level, below which, appropriate corrective maintenance action shall be initiated to improve the friction. However, when the friction characteristics for either the entire runway or a portion thereof are below the minimum friction level, corrective maintenance action must be taken without delay. Friction measurements shall be taken at intervals that will ensure identification of runways in need of maintenance or special surface treatment before the condition becomes serious. The time interval between measurements will depend on factors such as: aircraft type and frequency of usage, climatic conditions, pavement type, and pavement service and maintenance requirements.

7.4 For uniformity and to permit comparison with other runways, friction tests of existing, new or resurfaced runways shall be made with a continuous friction measuring device provided with a smooth tread tire. The device shall have a capability of using self-wetting features to enable measurements of the friction characteristics of the surface to be made at a water depth of at least 1 mm.

7.5 When it is suspected that the friction characteristics of a runway may be reduced because of poor drainage, owing to inadequate slopes or depressions, then an additional test shall be made, but this time under natural conditions representative of a local rain. This test differs from the previous one in that water depths in the poorly cleared areas are normally greater in a local rain condition. The test results are thus more apt to identify problem areas having low friction values that could induce aquaplaning than the previous test. If circumstances do not permit tests to be conducted during natural conditions representative of a rain, then this condition may be simulated.

7.6 Even when the friction has been found to be above the level set by the State to define a slippery runway, it may be known that under unusual conditions, such as after a long dry period, the runway may have become slippery. When such a condition is known to exist, then a friction measurement shall be made as soon as it is suspected that the runway may have become slippery.

7.7 When the results of any of the measurements identified in 7.3 through 7.6 indicate that only a particular portion of a runway surface is slippery, then action to promulgate this information and, if appropriate, take corrective action is equally important.

7.8 When conducting friction tests on wet runways, it is important to note that, unlike compacted snow and ice conditions, in which there is very limited variation of the friction coefficient with speed, a wet runway produces a drop in friction with an increase in speed. However, as the speed increases, the rate at which the friction is reduced becomes less. Among the factors affecting the friction coefficient between the tire and the runway surface, texture is particularly important. If the runway has a good macro-texture allowing the water to escape beneath the tire, then the friction value will be less affected by speed. Conversely, a low macro-texture surface will produce a larger drop in friction with increase in speed. Accordingly, when testing runways to determine their friction characteristics and whether maintenance action is necessary to improve it, a speed high enough to reveal these friction/speed variations shall be used.

7.9 Part 14, Volume I requires States to specify two friction levels as follows:

Furthermore, States shall establish criteria for the friction characteristics of new or resurfaced runway surfaces. Table A-1 provides guidance on establishing the design objective for new runway surfaces and maintenance planning and minimum friction levels for runway surfaces in use.

8. Strips

8.1. Shoulders

8.1.1 The shoulder of a runway or stopway shall be prepared or constructed so as to minimize any hazard to an airplane running off the runway or stopway. Some guidance is given in the following paragraphs on certain special problems which may arise, and on the further question of measures to avoid the ingestion of loose stones or other objects by turbine engines.

8.1.2 In some cases, the bearing strength of the natural ground in the strip may be sufficient, without special preparation, to meet the requirements for shoulders. Where special preparation is necessary, the method used will depend on local soil conditions and the mass of the airplanes the runway is intended to serve. Soil tests will help in determining the best method of improvement (e.g. drainage, stabilization, surfacing, light paving).

8.2. Objects on strips

8.1.4 Where shoulders have been treated specially, either to provide the required bearing strength or to prevent the presence of stones or debris, difficulties may arise because of a lack of visual contrast between the runway surface and that of the adjacent strip. This difficulty can be overcome either by providing a good visual contrast in the surfacing of the runway or strip, or by providing a runway side stripe marking.

8.3 Grading of a strip for precision approach runways Chapter 3, 3.4.8 recommends that the portion of a strip of an instrument runway within at least 75 m from the centre line shall be graded where the code number is 3 or 4. For a precision approach runway, it may be desirable to adopt a greater width where the code number is 3 or 4. Figure A-3 shows the shape and dimensions of a wider strip that may be considered for such a runway. This strip has been designed using information on aircraft running off runways. The portion to be graded extends to a distance of 105 m from the centre line, except that the distance is gradually reduced to 75 m from the centre line at both ends of the strip, for a length of 150 m from the runway end.

9. Runway end safety areas

9.2 Where provision of a runway end safety area may involve encroachment in areas where it would be particularly prohibitive to implement, and the appropriate authority considers a runway end safety area essential, consideration may have to be given to reducing some of the declared distances.

10. Location of threshold

10.1. General

10.1.1 The threshold is normally located at the extremity of a runway, if there are no obstacles penetrating above the approach surface. In some cases, however, due to local conditions it may be desirable to displace the threshold permanently (see below). When studying the location of a threshold, consideration shall also be given to the height of the ILS reference datum and/or MLS approach reference datum and the determination of the obstacle clearance limits. (Specifications concerning the height of the ILS reference datum and MLS approach reference datum are given in Part 10, Volume I.)

10.1.2 In determining that no obstacle penetrate above the approach surface, account shall be taken of mobile objects (vehicles on roads, trains, etc.) at least within that portion of the approach area within 1200 m longitudinally from the threshold and of an overall width of not less than 150 m.

10.2. Displaced threshold

10.2.2 To meet the obstacle limitation objectives of Chapter 4, the threshold shall ideally be displaced down the runway for the distance necessary to provide that the approach surface is cleared of obstacles.

10.2.1 If an object extends above the approach surface and the object cannot be removed, consideration shall be given to displacing the threshold permanently.

10.2.3 However, displacement of the threshold from the runway extremity will inevitably cause reduction of the landing distance available, and this may be of greater operational significance than penetration of the approach surface by marked and lighted obstacles. A decision to displace the threshold, and the extent of such displacement, shall therefore have regard to an optimum balance between the considerations of clear approach surfaces and adequate landing distance. In deciding this question, account will need to be taken of the types of airplanes which the runway is intended to serve, the limiting visibility and cloud base conditions under which the runway will be used, the position of the obstacles in relation to the threshold and extended centre line and, in the case of a precision approach runway, the significance of the obstacles to the determination of the obstacle clearance limit.

11. Approach lighting systems

11.1. Types and characteristics

11.1.1 The specifications in this regulation provide for the basic characteristics for simple and precision approach lighting systems. For certain aspects of these systems, some latitude is permitted, for example, in the spacing between centre line lights and crossbars. The approach lighting patterns that have been generally adopted are shown in Figures A-5 and A-6. A diagram of the inner 300 m of the precision approach category II and III lighting system is shown in Figure 5-13.

11.1.2 The approach lighting configuration is to be provided irrespective of the location of the threshold, i.e. whether the threshold is at the extremity of the runway or displaced from the runway extremity. In both cases, the approach lighting system shall extend up to the threshold. However, in the case of a displaced threshold, inset lights are used from the runway extremity up to the threshold to obtain the specified configuration. These inset lights are designed to satisfy the structural requirements specified in Chapter 5, 5.3.1.9, and the photometric requirements specified in Appendix 2, Figure A2-1 or A2-2.

11.2. Installation tolerances

Horizontal

11.2.1 The dimensional tolerances are shown in Figure A-6.

11.2.2 The centre line of an approach lighting system shall be as coincident as possible with the extended centre line of the runway with a maximum tolerance of ± 15′.

11.2.1 The dimensional tolerances are shown in Figure A-6.

11.2.2 The centre line of an approach lighting system shall be as coincident as possible with the extended centre line of the runway with a maximum tolerance of ± 15′.

11.2.3 The longitudinal spacing of the centre line lights shall be such that one light (or group of lights) is located in the centre of each crossbar, and the intervening centre line lights are spaced as evenly as practicable between two cross-bars or a crossbar and a threshold.

11.2.4 The crossbars and barrettes shall be at right angles to the centre line of the approach lighting system with a tolerance of ± 30′, if the pattern in Figure A-6 (A) is adopted or ± 2°, if Figure A-6 (B) is adopted.

Vertical

11.2.6 When a crossbar in the system shown in Figure A-6 (A) is displaced from its standard position, its overall length shall be adjusted so that it remains one-twentieth of the actual distance of the crossbar from the point of origin. It is not necessary, however, to adjust the standard 2.7 m spacing between the crossbar lights, but the crossbars shall be kept symmetrical about the centre line of the approach lighting.

11.2.8 Within a stopway or clearway, and within 150 m of the end of a runway, the lights shall be mounted as near to the ground as local conditions permit in order to minimize risk of damage to airplanes in the event of an overrun or undershoot. Beyond the stopway and clearway, it is not so necessary for the lights to be mounted close to the ground and therefore undulations in the ground contours can be compensated for by mounting the lights on poles of appropriate height.

11.2.7 The ideal arrangement is to mount all the approach lights in the horizontal plane passing through the threshold (see Figure A-7), and this shall be the general aim as far as local conditions permit. However, buildings, trees, etc., shall not obscure the lights from the view of a pilot who is assumed to be 1° below the electronic glide path in the vicinity of the outer marker.

11.2.9 It is desirable that the lights be mounted so that, as far as possible, no object within a distance of 60 m on each side of the centre line protrudes through the plane of the approach lighting system. Where a tall object exists within 60 m of the centre line and within 1 350 m from the threshold for a precision approach lighting system, or 900 m for a simple approach lighting system, it may be advisable to install the lights so that the plane of the outer half of the pattern clears the top of the object.

11.2.10 In order to avoid giving a misleading impression of the plane of the ground, the lights shall not be mounted below a gradient of 1 in 66 downwards from the threshold to a point 300 m out, and below a gradient of 1 in 40 beyond the 300 m point. For a precision approach category II and III lighting system, more stringent criteria may be necessary, e.g. negative slopes not permitted within 450 m of the threshold.

11.3. Clearance of obstacles

11.2.12 Crossbars. The crossbar lights shall be so arranged as to lie on a straight line passing through the associated centre line lights, and wherever possible this line shall be horizontal. It is permissible, however, to mount the lights on a transverse gradient not more than 1 in 80, if this enables crossbar lights within a stopway or clearway to be mounted nearer to the ground on sites where there is a cross-fall.

11.3.2 No objects are permitted to exist within the boundaries of the light plane which are higher than the light plane except as designated herein. All roads and highways are considered as obstacles extending 4.8 m above the crown of the road, except aerodrome service roads where all vehicular traffic is under control of the aerodrome authorities and coordinated with the aerodrome traffic control tower. Railroads, regardless of the amount of traffic, are considered as obstacles extending 5.4 m above the top of the rails.

11.3.1 An area, hereinafter referred to as the light plane, has been established for obstacle clearance purposes, and all lights of the system are in this plane. This plane is rectangular in shape and symmetrically located about the approach lighting system’s centre line. It starts at the threshold and extends 60 m beyond the approach end of the system, and is 120 m wide.

11.3.3 It is recognized that some components of electronic landing aids systems, such as reflectors, antennas, monitors, etc., must be installed above the light plane. Every effort shall be made to relocate such components outside the boundaries of the light plane. In the case of reflectors and monitors, this can be done in many instances.

11.3.4 Where an ILS localizer is installed within the light plane boundaries, it is recognized that the localizer, or screen if used, must extend above the light plane. In such cases the height of these structures shall be held to a minimum and they shall be located as far from the threshold as possible. In general the rule regarding permissible heights is 15 cm for each 30 m the structure is located from the threshold. As an example, if the localizer is located 300 m from the threshold, the screen will be permitted to extend above the plane of the approach lighting system by 10 × 15 = 150 cm maximum, but preferably shall be kept as low as possible consistent with proper operation of the ILS.

11.3.5 In locating an MLS azimuth antenna the guidance contained in Part 10, Volume I, Attachment G shall be followed. This material, which also provides guidance on collocating an MLS azimuth antenna with an ILS localizer antenna, suggests that the MLS azimuth antenna may be sited within the light plane boundaries where it is not possible or practical to locate it beyond the outer end of the approach lighting for the opposite direction of approach. If the MLS azimuth antenna is located on the extended centre line of the runway, it shall be as far as possible from the closest light position to the MLS azimuth antenna in the direction of the runway end. Furthermore, the MLS azimuth antenna phase centre shall be at least 0.3 m above the light centre of the light position closest to the MLS azimuth antenna in the direction of the runway end. (This could be relaxed to 0.15 m if the site is otherwise free of significant multipath problems.)

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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