Besluit toezicht luchtvaart BES

Compliance with this requirement, which is intended to ensure that the MLS signal quality is not affected by the approach lighting system, could result in the partial obstruction of the lighting system by the MLS azimuth antenna. To ensure that the resulting obstruction does not degrade visual guidance beyond an acceptable level, the MLS azimuth antenna shall not be located closer to the runway end than 300 m and the preferred location is 25 m beyond the 300 m crossbar (this would place the antenna 5 m behind the light position 330 m from the runway end). Where an MLS azimuth antenna is so located, a central part of the 300 m crossbar of the approach lighting system would alone be partially obstructed. Nevertheless, it is important to ensure that the unobstructed lights of the crossbar remain serviceable all the time.

11.4. Consideration of the effects of reduced lengths

11.3.7 In some instances objects may exist which cannot be removed, lowered or relocated economically. These objects may be located so close to the threshold that they cannot be cleared by the 2 per cent slope. Where such conditions exist and no alternative is possible, the 2 per cent slope may be exceeded or a «stair step» resorted to in order to keep the approach lights above the objects. Such «step» or increased gradients shall be resorted to only when it is impracticable to follow standard slope criteria, and they shall be held to the absolute minimum. Under this criterion no negative slope is permitted in the outermost portion of the system.

11.4.2 However, there are some runway locations where it is impossible to provide the 900 m length of approach lighting system to support precision approaches.

11.4.1 The need for an adequate approach lighting system to support precision approaches where the pilot is required to acquire visual references prior to landing, cannot be stressed too strongly. The safety and regularity of such operations is dependent on this visual acquisition. The height above runway threshold at which the pilot decides there are sufficient visual cues to continue the precision approach and land will vary, depending on the type of approach being conducted and other factors such as meteorological conditions, ground and airborne equipment, etc. The required length of approach lighting system which will support all the variations of such approaches is 900 m, and this shall always be provided whenever possible.

12. Priority of installation of visual approach slope indicator systems

11.4.3 In such cases, every effort shall be made to provide as much approach lighting system as possible. The appropriate authority may impose restrictions on operations to runways equipped with reduced lengths of lighting. There are many factors which determine at what height the pilot must have decided to continue the approach to land or execute a missed approach. It must be understood that the pilot does not make an instantaneous judgment upon reaching a specified height. The actual decision to continue the approach and landing sequence is an accumulative process which is only concluded at the specified height. Unless lights are available prior to reaching the decision point, the visual assessment process is impaired and the likelihood of missed approaches will increase substantially. There are many operational considerations which must be taken into account by the appropriate authorities in deciding if any restrictions are necessary to any precision approach and these are detailed in Part 6.

12.2 With respect to the seriousness of the hazard, the order given in the application specifications for a visual approach slope indicator system, 5.3.5.1 b) to e) of Chapter 5 may be used as a general guide. These may be summarized as:

12.1 It has been found impracticable to develop guidance material that will permit a completely objective analysis to be made of which runway on an aerodrome shall receive first priority for the installation of a visual approach slope indicator system. However, factors that must be considered when making such a decision are:

12.2 With respect to the seriousness of the hazard, the order given in the application specifications for a visual approach slope indicator system, 5.3.5.1 b) to e) of Chapter 5 may be used as a general guide. These may be summarized as:

13. Lighting of unserviceable areas

12.4 Priority shall be given to runways used by turbo-jet airplanes.

13. Lighting of unserviceable areas

Where a temporarily unserviceable area exists, it may be marked with fixed-red lights. These lights shall mark the most potentially dangerous extremities of the area. A minimum of four such lights shall be used, except where the area is triangular in shape where a minimum of three lights may be employed. The number of lights shall be increased when the area is large or of unusual configuration. At least one light shall be installed for each 7.5 m of peripheral distance of the area. If the lights are directional, they shall be orientated so that as far as possible their beams are aligned in the direction from which aircraft or vehicles will approach. Where aircraft or vehicles will normally approach from several directions, consideration shall be given to adding extra lights or using omnidirectional lights to show the area from these directions. Unserviceable area lights shall be frangible. Their height shall be sufficiently low to preserve clearance for propellers and for engine pods of jet aircraft.

14.2 In low visibility conditions, RETILs provide useful situational awareness cues while allowing the pilot to concentrate on keeping the aircraft on the runway centre line.

14.1 Rapid exit taxiway indicator lights (RETILs) comprise a set of yellow unidirectional lights installed in the runway adjacent to the centre line. The lights are positioned in a 3-2-1 sequence at 100 m intervals prior to the point of tangency of the rapid exit taxiway centre line. They are intended to give an indication to pilots of the location of the next available rapid exit taxiway.

15. Intensity control of approach and runway lights

14.3 Following a landing, runway occupancy time has a significant effect on achievable runway capacity. RETILs allow pilots to maintain a good roll-out speed until it is necessary to decelerate to an appropriate speed for the turn into a rapid exit turn-off. A roll-out speed of 60 knots until the first RETIL (three-light barrette) is reached is seen as the optimum.

15.2 In fog the amount of light scattered is high. At night this scattered light increases the brightness of the fog over the approach area and runway to the extent that little increase in the visual range of the lights can be obtained by increasing their intensity beyond 2000 or 3000 cd. In an endeavor to increase the range at which lights would first be sighted at night, their intensity must not be raised to an extent that a pilot might find excessively dazzling at diminished range.

15.1 The conspicuity of a light depends on the impression received of contrast between the light and its background. If a light is to be useful to a pilot by day when on approach, it must have an intensity of at least 2 000 or 3000 cd, and in the case of approach lights an intensity of the order of 20000 cd is desirable. In conditions of very bright daylight fog it may not be possible to provide lights of sufficient intensity to be effective. On the other hand, in clear weather on a dark night, an intensity of the order of 100 cd for approach lights and 50 cd for the runway edge lights may be found suitable. Even then, owing to the closer range at which they are viewed, pilots have sometimes complained that the runway edge lights seemed unduly bright.

16.. Signal area

15.3 From the foregoing will be evident the importance of adjusting the intensity of the lights of an aerodrome lighting system according to the prevailing conditions, so as to obtain the best results without excessive dazzle that would disconcert the pilot. The appropriate intensity setting on any particular occasion will depend both on the conditions of background brightness and the visibility. Detailed guidance material on selecting intensity setting for different conditions is given in the Aerodrome Design Manual, Part 4.

16.. Signal area

17.1. Administration

17.1.1 The rescue and fire fighting service at an aerodrome shall be under the administrative control of the aerodrome management, which shall also be responsible for ensuring that the service provided is organized, equipped, staffed, trained and operated in such a manner as to fulfill its proper functions.

17.1.2 In drawing up the detailed plan for the conduct of search and rescue operations in accordance with 4.2.1 of Part 12, the aerodrome management shall coordinate its plans with the relevant rescue coordination centers to ensure that the respective limits of their responsibilities for an aircraft accident within the vicinity of an aerodrome are clearly delineated.

17.1.1 The rescue and fire fighting service at an aerodrome shall be under the administrative control of the aerodrome management, which shall also be responsible for ensuring that the service provided is organized, equipped, staffed, trained and operated in such a manner as to fulfill its proper functions.

17.1.2 In drawing up the detailed plan for the conduct of search and rescue operations in accordance with 4.2.1 of Part 12, the aerodrome management shall coordinate its plans with the relevant rescue coordination centers to ensure that the respective limits of their responsibilities for an aircraft accident within the vicinity of an aerodrome are clearly delineated.

17.1.3 Coordination between the rescue and fire fighting service at an aerodrome and public protective agencies, such as local fire brigade, police force, coast guard and hospitals, shall be achieved by prior agreement for assistance in dealing with an aircraft accident.

17.2. Training

17.1.5 Coordinated instructions shall be drawn up detailing the responsibilities of all concerned and the action to be taken in dealing with emergencies. The appropriate authority shall ensure that such instructions are promulgated and observed.

17.2. Training

The training curriculum shall include initial and recurrent instruction in at least the following areas:

17.3.2 However, Chapter 9, 9.2.3 permits a lower level of protection to be provided for a limited period 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. It is important to note that the concession included in 9.2.3 is applicable only where there is a wide range of difference between the dimensions of the airplanes included in reaching 700 movements.

17.4. Rescue equipment for difficult environments

17.3.2 However, Chapter 9, 9.2.3 permits a lower level of protection to be provided for a limited period 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. It is important to note that the concession included in 9.2.3 is applicable only where there is a wide range of difference between the dimensions of the airplanes included in reaching 700 movements.

17.4.2 The rescue equipment shall be carried on boats or other vehicles such as helicopters and amphibious or air cushion vehicles, capable of operating in the area concerned. The vehicles shall be so located that they can be brought into action quickly to respond to the areas covered by the service.

17.4.1 Suitable rescue equipment and services shall be available at an aerodrome where the area to be covered by the service includes water, swampy areas or other difficult environment that cannot be fully served by conventional wheeled vehicles. This is particularly important where a significant portion of approach/departure operations takes place over these areas.

17.4.2 The rescue equipment shall be carried on boats or other vehicles such as helicopters and amphibious or air cushion vehicles, capable of operating in the area concerned. The vehicles shall be so located that they can be brought into action quickly to respond to the areas covered by the service.

17.4.3 At an aerodrome bordering the water, the boats or other vehicles shall preferably be located on the aerodrome, and convenient launching or docking sites provided. If these vehicles are located off the aerodrome, they shall preferably be under the control of the aerodrome rescue and fire fighting service or, if this is not practicable, under the control of another competent public or private organization working in close coordination with the aerodrome rescue and fire fighting service (such as police, military services, harbor patrol or coast guard).

17.5. Facilities

17.4.5 The personnel designated to operate the equipment shall be adequately trained and drilled for rescue services in the appropriate environment.

17.5.2 The availability of ambulance and medical facilities for the removal and after-care of casualties arising from an aircraft accident shall receive the careful consideration of the appropriate authority and shall form part of the overall emergency plan established to deal with such emergencies.

18. Operators of vehicles

17.5.2 The availability of ambulance and medical facilities for the removal and after-care of casualties arising from an aircraft accident shall receive the careful consideration of the appropriate authority and shall form part of the overall emergency plan established to deal with such emergencies.

18.2 The operator shall be able to demonstrate competency, as appropriate, in:

18.1 The authorities responsible for the operation of vehicles on the movement area shall ensure that the operators are properly qualified. This may include, as appropriate to the driver’s function, knowledge of:

18.2 The operator shall be able to demonstrate competency, as appropriate, in:

In addition, as required for any specialist function, the operator shall be the holder of a State driver’s license, a State radio operator’s license or other licenses.

19. The ACN-PCN method of reporting pavement strength

19.1. Overload operations

19.1.1 Overloading of pavements can result either from loads too large, or from a substantially increased application rate, or both. Loads larger than the defined (design or evaluation) load shorten the design life, whilst smaller loads extend it. With the exception of massive overloading, pavements in their structural behavior are not subject to a particular limiting load above which they suddenly or catastrophically fail. Behavior is such that a pavement can sustain a definable load for an expected number of repetitions during its design life. As a result, occasional minor over-loading is acceptable, when expedient, with only limited loss in pavement life expectancy and relatively small acceleration of pavement deterioration. For those operations in which magnitude of overload and/or the frequency of use do not justify a detailed analysis, the following criteria are suggested:

19.1.2 Such overload movements shall not normally be permitted on pavements exhibiting signs of distress or failure. Furthermore, overloading shall be avoided during any periods of thaw following frost penetration, or when the strength of the pavement or its sub-grade could be weakened by water. Where overload operations are conducted, the appropriate authority shall review the relevant pavement condition regularly, and shall also review the criteria for overload operations periodically since excessive repetition of overloads can cause severe shortening of pavement life or require major rehabilitation of pavement.

19.1.1 Overloading of pavements can result either from loads too large, or from a substantially increased application rate, or both. Loads larger than the defined (design or evaluation) load shorten the design life, whilst smaller loads extend it. With the exception of massive overloading, pavements in their structural behavior are not subject to a particular limiting load above which they suddenly or catastrophically fail. Behavior is such that a pavement can sustain a definable load for an expected number of repetitions during its design life. As a result, occasional minor over-loading is acceptable, when expedient, with only limited loss in pavement life expectancy and relatively small acceleration of pavement deterioration. For those operations in which magnitude of overload and/or the frequency of use do not justify a detailed analysis, the following criteria are suggested:

ATTACHMENT B. OBSTACLE LIMITATION SURFACES

Artikel 3

De passagier volgt tijdens de vlucht door of namens de gezagvoerder gegeven aanwijzingen op.

Hoofdstuk 3 t/m 5

Hoofdstuk 7. Luchtvaartterreinen

§ 1. Algemeen

§ 2. De luchthavenmeester

§ 3. Certificatie van luchtvaartterreinen

Hoofdstuk 8. Luchtvaartinlichtingen en kaarten

Hoofdstuk 9. Luchtvaartvertoningen en Luchtvaartwedstrijden

Hoofdstuk 10

Hoofdstuk 12. Slot- en overgangsbepalingen

Bijlage behorende bij het Besluit toezicht luchtverkeer BES: CARNA Part 14

CHAPTER 1. GENERAL

1.1. Definitions

Usability factor. The percentage of time during which the useof a runway or system of runways is not restricted because of the cross-wind component.

1.2. Applicability

Note – Although there are at present no specifications relating to stolports, it is intended that specifications for these aerodromes will be included as they are developed. In the interim, guidance material on stolports is given in the Stolport Manual.

1.2.3 Wherever a color is referred to herein, the specifications for that color given in Appendix 1 shall apply.

1.3. Common reference systems

1.3.1. Horizontal reference system

World Geodetic System – 1984 (WGS-84) shall be used as the horizontal (geodetic) reference system. Reported aeronautical geographical coordinates (indicating latitude and longitude) shall be expressed in terms of the WGS-84 geodetic reference datum.

1.3.2. Vertical reference system

Mean sea level (MSL) datum, which gives the relationship of gravity-related height (elevation) to a surface known as the geoid, shall be used as the vertical reference system.

1.4. Certification of aerodromes

Note – The intent of a safety management system is to have in place an organized and orderly approach in the management of aerodrome safety by the aerodrome operator. Guidance on an aerodrome safety management system is given in the Manual on Certification of Aerodromes.

1.5. Airport design

1.5.2 The design of aerodromes shall take into account, where appropriate, land-use and environmental control measures.

1.6. Reference code

1.6.4 The code letter for element 2 shall be determined from Table 1-1, column 3, by selecting the code letter which corresponds to the greatest wing span, or the greatest outer main gear wheel span, whichever gives the more demanding code letter of the airplanes for which the facility is intended.

Note – Guidance on planning for airplanes with wing spans greater than 80 m is given in the Aerodrome Design Manual, Parts 1 and 2.

CHAPTER 2. AERODROME DATA

2.1. Aeronautical data

Note 1 – An appropriate reference frame is that which enables WGS-84 to be realized on a given aerodrome and with respect to which all coordinate data are related.

2.2. Aerodrome reference point

2.2.2 The aerodrome reference point shall be located near the initial or planned geometric centre of the aerodrome and shall normally remain where first established.

2.3. Aerodrome and runway elevations

2.3.3 For precision approach runway, the elevation and geoid undulation of the threshold, the elevation of the runway end and the highest elevation of the touchdown zone shall be measured to the accuracy of one-quarter meter or foot and reported to the aeronautical information services authority.

2.4. Aerodrome reference temperature

2.4.1 An aerodrome reference temperature shall be determined for an aerodrome in degrees Celsius.

2.5. Aerodrome dimensions and related information

Note 1 – See Annex 15, Appendix 8, for graphical illustrations of obstacle data collection surfaces and criteria used to identify obstacles in Areas 2 and 3.

2.6. Strength of pavements

2.6.8 The bearing strength of a pavement intended for aircraft of apron (ramp) mass equal to or less than 5700 kg shall be made available by reporting the following information:

2.7. Pre-flight altimeter check location

Note – Normally an entire apron can serve as a satisfactory altimeter check location.

2.8. Declared distances

The following distances shall be calculated to the nearest meter or foot for a runway intended for use by international commercial air transport:

2.9. Condition of the movement area and related facilities

2.9.3 To facilitate compliance with 2.9.1 and 2.9.2 inspections of the movement area shall be carried out each day at least once where the code number is 1 or 2 and at least twice where the code number is 3 or 4.

Water on a runway

2.9.7 Information on the minimum friction level specified by the State for reporting slippery runway conditions and the type of friction measuring device used shall be made available.

2.10. Disabled aircraft removal

2.10.2 Information concerning the capability to remove an aircraft disabled on or adjacent to the movement area shall be made available to the Directorate of Civil Aviation Netherlands Antilles, aircraft operators and the Aeronautical Information Service.

2.11. Rescue and fire fighting

Note – A significant change in the level of protection is considered to be a change in the category of the rescue and fire fighting service from the category normally available at the aerodrome, resulting from a change in availability of extinguishing agents, equipment to deliver the agents or personnel to operate the equipment, etc.

2.13. Coordination between Aeronautical Information Services and aerodrome authorities

Note 2 – AIRAC information is distributed by the AIS at least 42 days in advance of the AIRAC effective dates with the objective of reaching recipients at least 28 days in advance of the effective date.

2.14. Aerodrome Information to be provided to the AIS office

2.14.10 Notices. Include important cautionary or administrative information relating to the use of the aerodrome.

2.14.11 Aeronautical data quality requirements

3.1. Runways

Number and orientation of runways

The selection of data to be used forthe calculation of the usability factor shall be based on reliable wind distribution statistics that extend over as long a period as possible, preferably of not less than five years. The observations used shall be made at least eight times daily and spaced at equal intervals of time.

Location of threshold

3.1.6 When it is necessary to displace a threshold, either permanently or temporarily, from its normal location, account shall be taken of the various factors which may have a bearing on the location of the threshold. Where this displacement is due to an unserviceable runway condition, a cleared and graded area of at least 60 m in length shall be available between the unserviceable area and the displaced threshold. Additional distance shall also be provided to meet the requirements of the runway end safety area as appropriate.

Note – Guidance on factors which may be considered in the determination of the location of a displaced threshold is given in Attachment A, Section 10.

Actual length of runways

3.1.7. Primary runway

Note 3 – Local conditions that may need to be considered include elevation, temperature, runway slope, humidity and the runway surface characteristics.

3.1.9. Runways with stopways or clearways

Where a runway is associated with a stopway or clearway, an actual runway length less than that resulting from application of 3.1.7 or 3.1.8, as appropriate, may be considered satisfactory, but in such a case any combination of runway, stopway and clearway provided shall permit compliance with the operational requirements for take-off and landing of the airplanes the runway is intended to serve.

Note – Guidance on use of stopways and clearways is given in Attachment A, Section 2.

Width of runways

Code letter

3.1.10. 1 Where additional runway distances are required for take-off, these may be achieved by adding a starter extension to the beginning of the runway. Provided this extension is not more than 150 m in length, its width may be reduced to not less than two-thirds of the normal requirement (see paragraph 3.1.10).

It may be necessary to provide extra width at the end of a runway or starter extension to enable airplanes to turn around.

Slopes on Runways

The slope computed by dividing difference between the maximum and minimum elevation along the runway along the runway centerline by the runway length shall not exceed:

3.1.14. Along no portion of the runway shall the longitudinal slope exceed:

3.1.15. Longitudinal slope changes

Where slope changes cannot be avoided, a slope change between two consecutive slopes shall not exceed:

Note – Guidance on slope changes before a runway are given in Attachment A, Section 4.

3.1.16. The transition from one slope to another shall be accomplished by a curved surface with a rate of change not exceeding:

3.1.17. Sight distance

any point 1.5 m above a runway to all other points 1.5 m above the runway within a distance of at least half the length of the runway where the code letter is A.

3.1.18. Distance between slope changes

Undulations or appreciable changes in slopes located close together along a runway shall be avoided. The distance between the points of intersection of two successive curves shall not be less than:

3.1.19. Transverse slopes

3.1.20 The transverse slope shall be substantially the same throughout the length of a runway except at an intersection with another runway or a taxiway where an even transition shall be provided taking account of the need for adequate drainage.

Surface of runways

3.1.26 When the surface is grooved or scored, the grooves or scorings shall be either perpendicular to the runway center line or parallel to non- perpendicular transverse joints, where applicable.

Note Guidance on methods for improving the runway surface texture is given in the Aerodrome Design Manual, Part 3.

3.2. Runway shoulders

General

3.2.1 Runway shoulders shall be provided for a runway where the code letter is D or E, and the runway width is less than 60 m.

Width of runway shoulders

60 m where the code letter is D or E and

Strength of runway shoulders

3.2.5 A runway shoulder shall be prepared or constructed so as to be capable, in the event of an airplane running off the runway, of supporting the airplane without inducing structural damage to the airplane and of supporting ground vehicles which may operate on the shoulder.

Note. Guidance on strength of runway shoulders is given in the Aerodrome Design Manual, Part I.

3.3. Runway turn pads

General

Note. Wheel base means the distance from the nose gear to the geometric center of the main gear.

Strength of runway turn pads

3.3.9 The strength of a runway turn pad shall be at least equal to that of the adjoining runway which it serves, due consideration being given to the fact that the turn pad will be subjected to slow-moving traffic making hard turns and consequent higher stresses on the pavement.

Surface of runway turn pads

3.3.10 The surface of a runway turn pad shall not have surface irregularities that may cause damage to an airplane using the turn pad.

Shoulders for runway turn pads

Note As a minimum, the width of the shoulders would need to cover the outer engine of the most demanding airplane and thus may be wider than the associated runway shoulders.

3.4. Runway strips

Agricultural crops other than long grass should not be grown within the runway strip since they would either conflict with the requirements of paragraph 4.1.1(a), provide a bird-attractive environment or be a fire hazard. See paragraph 11.3.3.

Length of runway strips

60 m where the code number is 1 and the runway is an instrument one; and

Width of runway strips

40 m where the code number is 2; and

Objects on runway strips

3.4.7 No fixed object, other than visual aids required for air navigation purposes and satisfying the relevant frangibility requirement in Chapter 5, shall be permitted on a runway strip:

Grading of runway strips

3.4.10 The surface of that portion of a strip that abuts a runway, shoulder or stopway shall be flush with the surface of the runway, shoulder or stopway.

3.4.11 That portion of a strip to at least 30 m before a threshold shall be prepared against blast erosion in order to protect a landing airplane from the danger of an exposed edge.

Slopes on runway strips

3.4.12. Longitudinal slopes

1.75 per cent where the code number is 3; and

3.4.14. Transverse slopes

except that to facilitate drainage the slope for the first 3 m outward from the runway, shoulder or stopway edge shall be negative as measured in the direction away from the runway and may be as great as 5 per cent.

Strength of runway strips

30 m where the code number is 1;

from the centre line of the runway and its extended centre line shall be so prepared or constructed as to minimize hazards arising from difference in load bearing capacity to airplanes which the runway is intended to serve in the event of an airplane running off the runway.

3.5. Runway end safety areas

General

the code number is 1 or 2 and the runway is an instrument one.

Dimensions of runway end safety areas

3.5.4 The width of a runway end safety area shall be at least twice that of the associated runway.

Objects on runway end safety areas

Note. See 9.9 for information regarding siting of equipment and installations on runway end safety areas.

Clearing and grading of runway end safety areas

3.5.7 A runway end safety area shall provide a cleared and graded area for airplanes which the runway is intended to serve in the event of an airplane undershooting or overrunning the runway.

Note. The surface of the ground in the runway end safety area does not need to be prepared to the same quality as the runway strip. See, however, 3.5.11.

Slopes on runway end safety areas

Strength of runway end safety areas

3.5.11 A runway end safety area shall be so prepared or constructed as to reduce the risk of damage to an airplane undershooting or overrunning the runway, enhance airplane deceleration and facilitate the movement of rescue and fire fighting vehicles as required in 9.2.26 to 9.2.28.

Slopes on clearways

Note. See 9.9 for information regarding siting of equipment and installations on clearways.

3.6.6 An object situated on a clear- way which may endanger airplanes in the air shall be regarded as an obstacle and shall be removed.

Objects on clearways

Strength of stopways

3.7.3 A stopway shall be prepared or constructed so as to be capable, in the event of an abandoned take-off of supporting the airplane which the stopway is intended to serve without inducing structural damage to the airplane.

Surface of stopways

3.7.4 The surface of a paved stopway shall be so constructed as to provide a good coefficient of friction to be compatible with that of the associated runway when the stopway is wet.

3.7.5 The friction characteristics of an unpaved stopway shall not be substantially less than that of the runway with which the stopway is associated.

3.8. Radio altimeter operating area

Longitudinal slope changes

3.8.4 On a radio altimeter operating area, slope changes shall be avoided or kept to a minimum. Where slope changes cannot be avoided, the slope changes shall be as gradual as practicable and abrupt changes or sudden reversals of slopes avoided. The rate of change between two consecutive slopes shall not exceed 2 per cent per 30 m.

General

Note 1. Wheel base means the distance from the nose gear to the geometric centre of the main gear.

Width of taxiways

3.9.5 A straight portion of a taxi- way shall have a width of not less than that given by the following tabulation:

Taxiway curves

Note 2. The location of taxiway centre line markings and lights is specified in 5.2.8.4 and 5.3.16.11.

Junctions and intersections

3.9.7 To facilitate the movement of airplanes, fillets shall be provided at junctions and intersections of taxiways with runways, aprons and other taxiways. The design of the fillets shall ensure that the minimum wheel clearances specified in 3.9.3 are maintained when airplanes are maneuvering through the junctions or intersections.

Taxiway minimum separation distances

Note 3 – The separation distances of Table 3-1, column 10, do not necessarily provide the capability of making a normal turn from one taxiway to another parallel taxiway. Guidance for this condition is given in the Aerodrome Design Manual, Part 2.

Note 4 – The separation distance between the centre line of an aircraft stand taxi lane and an object shown in Table 3-1, column 12, may need to be increased when jet exhaust wake velocity may cause hazardous conditions for ground servicing.

Slopes on taxiways

3.9.11. Sight distance

2 m above the taxiway, it will be possible to see the whole surface of the taxiway for a distance of at least 200m from that point, where the code letter is B; and

3.9.12. Transverse slopes

2 per cent where the code letter is A or B.

Strength of taxiways

3.9.13 The strength of a taxiway shall be at least equal to that of the runway it serves, due consideration being given to the fact that a taxiway will be subjected to a greater density of traffic and, as a result of slow moving and stationary airplanes, to higher stresses than the runway it serves.

Surface of taxiways

3.9.14 The surface of a taxiway shall not have irregularities that cause damage to airplane structures.

Rapid exit taxiways

3.9.21 Open.

3.10. Taxiway shoulders

Note. Guidance on characteristics of taxiway strips is given in the Aerodrome Design Manual, Part 2, General.

Objects on taxiway strips

3.11.3 The taxiway strip shall provide an area clear of objects which may endanger taxiing airplanes.

Grading of taxiway strips

22 m where the code letter is E; and

Slopes on taxiway strips

3.11.6 The transverse slopes on any portion of a taxiway strip beyond that to be graded shall not exceed an upward or downward slope of 5 per cent as measured in the direction away from the taxiway.

General

3.12.4 An intermediate holding position shall be established on a taxiway at any point other than a runway-holding position where it is desirable to define a specific holding limit.

Location

3.12.8 If a holding bay, runway- holding position or road-holding position for a precision approach runway code number 4 is at a greater elevation compared to the threshold, the distance of 90 m or 107.5 m, as appropriate, specified in Table 3-2 shall be further increased 5 m for every meter the bay or position is higher than the threshold.

3.12.9 The location of a runway-holding position established in accordance with 3.12.3 shall be such that a holding aircraft or vehicle will not infringe the obstacle free zone, approach surface, take-off climb surface or ILS/MLS critical/sensitive area or interfere with the operation of radio navigation aids.

3.13. Aprons

Slopes on aprons

3.13.4 Slopes on an apron, including those on an aircraft stand taxi lane, shall be sufficient to prevent accumulation of water on the surface of the apron but shall be kept as level as drainage requirements permit.

Clearance distances on aircraft stands

When special circumstances so warrant, these clearances may be reduced at a nose-in aircraft stand, where the code letter is D, E or F:

3.14. Isolated aircraft parking position

3.14.1 An isolated aircraft parking position shall be designated or the aerodrome control tower shall be advised of an area or areas suitable for the parking of an aircraft which is known or believed to be the subject of unlawful interference, or which for other reasons needs isolation from normal aerodrome activities.

3.14.2 The isolated aircraft parking position shall be located at the maximum distance practicable and in any case never less than 100 m from other parking positions, buildings or public areas, etc. Care shall be taken to ensure that the position is not located over underground utilities such as gas and aviation fuel and, to the extent feasible, electrical or communication cables.

CHAPTER 4. OBSTACLE RESTRICTION AND REMOVAL

Introduction

Note 1 – Objects which penetrate the obstacle limitation surfaces contained in this chapter may in certain circumstances cause an increase in the obstacle clearance altitude/height for an instrument approach procedure or any associated visual circling procedure. Criteria for evaluating obstacles are contained in Procedures for Air Navigation Services – Aircraft Operations (PANS-OPS) (Doc 8168).

Specification of the outer horizontal surface

An outer horizontal surface is established for every aerodrome where the main runway is 1100 m or more in length.

Conical surface

4.1.2 Characteristics – The limits of the conical surface shall comprise:

Inner horizontal surface

4.1.5.1 The limits of the inner horizontal surface are established as follows:

Approach surface

4.1.9 The elevation of the inner edge shall be equal to the elevation of the mid-point of the threshold.

Inner approach surface

4.1.11 Description – Inner approach surface. A rectangular portion of the approach surface immediately preceding the threshold.

Transitional surface

Note – As a result of b) the transitional surface along the strip will be curved if the runway profile is curved, or a plane if the runway profile is a straight line. The intersection of the transitional surface with the inner horizontal surface will also be a curved or a straight line depending on the runway profile.

Inner transitional surface

Note – As a result of b) the inner transitional surface along the strip will be curved if the runway profile is curved or a plane if the runway profile is a straight line. The intersection of the inner transitional surface with the inner horizontal surface will also be a curved or straight line depending on the runway profile.

Balked landing surface

4.1.23 The elevation of the inner edge shall be equal to the elevation of the runway centre line at the location of the inner edge.

Take-off climb surface

4.1.28 In the case of a straight take-off flight path, the slope of the take-off climb surface shall be measured in the vertical plane containing the centre line of the runway.

Non-instrument runways

4.2.2 The heights and slopes of the surfaces shall not be greater than, and their other dimensions not less than, those specified in Table 4-1.

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

4.2.3.1. Principles of Shielding

4.2.3.1.1. General

Note – Because of transverse or longitudinal slopes on a strip, in certain cases the inner edge or portions of the inner edge of the approach surface may be below the corresponding elevation of the strip. It is not intended that the strip be graded to conform with the inner edge of the approach surface, nor is it intended that terrain or objects which are above the approach surface beyond the end of the strip, but below the level of the strip, be removed unless it is considered they may endanger airplanes.

Non-precision approach runways

February 2001 4/17 9.12 Where there are transverse or longitudinal slopes on a strip or clearway the inner edge of a take-off climb surface or an approach surface may lie partly or wholly below the level of the ground in the strip or clearway. It is not necessary that the strip or clearway should, in such cases, be graded to conform with the inner edge of the take-off climb or approach surface.

Precision approach runways

4.2.21 Existing objects above an approach surface, a transitional surface, the conical surface and inner horizontal surface shall as far as practicable be removed except when, in the opinion of the DCA NA, an object is shielded by an existing immovable object, or after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of airplanes.

Runways meant for take-off

4.2.27 Existing objects that extend above a take-off climb surface shall as far as practicable be removed except when, in the opinion of the DCA NA, an object is shielded by an existing immovable object, or after aeronautical study it is determined that the object would not adversely affect the safety or significantly affect the regularity of operations of airplanes.

4.3. Objects outside the obstacle limitation surfaces

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

4.4. Other objects

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

Note – In certain circumstances, objects that do not project above any of the surfaces enumerated in 4.1 may constitute a hazard to airplanes as, for example, where there are one or more isolated objects in the vicinity of an aerodrome.

5.1.1. Wind direction indicators

Characteristics

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

5.1.1.5 Provision shall be made for illuminating at least one wind indicator at an aerodrome intended for use at night.

5.1.2. Landing direction indicator

Characteristics

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

Characteristics

5.1.4 Signal panels and signal area

Characteristics of signal area

5.1.4.2 The signal area shall be an even horizontal surface at least 9 m square.

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

5.2.1. General

Interruption of runway markings

5.2.1.3 At an intersection of a runway and taxiway the markings of the runway shall be displayed and the markings of the taxiway interrupted, except that runway side stripe markings may be interrupted.

Color and conspicuity

5.2.1.7 At aerodromes where operations take place at night, pavement markings shall be made with reflective materials designed to enhance the visibility of the markings.

5.2.1.8 An unpaved taxiway shall be provided, so far as practicable, with the markings prescribed for paved taxiways.

5.2.2. Runway designation marking

Application

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

Location

5.2.2.3 A runway designation marking shall be located at a threshold as shown in Figure 5-2 as appropriate.

Characteristics

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

5.2.2.6 The numbers and letters shall be in the form and proportion shown in Figure 5-3. The dimensions shall be not less than those shown in Figure 5-3, but where the numbers are incorporated in the threshold marking, larger dimensions shall be used in order to fill adequately the gap between the stripes of the threshold marking.

5.2.3. Runway centre line marking

Characteristics

5.2.3.3 A runway centre line marking shall consist of a line of uniformly spaced stripes and gaps. The length of a stripe plus a gap shall be not less than 50 m or more than 75 m. The length of each stripe shall be at least equal to the length of the gap or 30 m, whichever is greater.

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

5.2.4. Threshold marking

Application

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

Characteristics

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

Transverse stripe

5.2.4.7 Where a threshold is displaced from the extremity of a runway or where the extremity of a runway is not square with the runway centre line, a transverse stripe as shown in Figure 5-4 (B) shall be added to the threshold marking.

Arrows

Note 1 – In the case where a threshold is temporarily displaced for only a short period of time, it has been found satisfactory to use markers in the form and color of a displaced threshold marking rather than attempting to paint this marking on the runway.

Note 2 – When the runway before a displaced threshold is unfit for the surface movement of aircraft, closed markings, as described in 7.1.4, are required to be provided.

5.2.5. Aiming point marking

Application

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

Location

5.2.5.4 The aiming point marking shall commence no closer to the threshold than the distance indicated in the appropriate column of Table 5-1, except that, on a runway equipped with a visual approach slope indicator system, the beginning of the marking shall be coincident with the visual approach slope origin.

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

5.2.6. Touchdown zone marking

Application

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

Location and characteristics

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

5.2.6.5 On a non-precision approach runway where the code number is 2, an additional pair of touchdown zone marking stripes shall be provided 150 m beyond the beginning of the aiming point marking.

5.2.7. Runway side stripe marking

Application

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

Location

5.2.7.3 A runway side stripe marking shall consist of two stripes, one placed along each edge of the runway with the outer edge of each stripe approximately on the edge of the runway, except that, where the runway is greater than 60 m in width, the stripes shall be located 30 m from the runway centre line.

5.2.7.5 A runway side stripe shall have an overall width of at least 0.9 m on runways 30 m or more in width and at least 0.45 m on narrower runways.

5.2.8. Taxiway centre line marking

Application

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

Location

5.2.8.5 At an intersection of a taxiway with a runway where the taxiway serves as an exit from the runway, the taxiway centre line marking shall be curved into the runway centre line marking as shown in Figures 5-6 and 5-25. The taxiway centre line marking shall be extended parallel to the runway centre line marking for a distance of at least 60 m beyond the point of tangency where the code number is 3 or 4, and for a distance of at least 30 m where the code number is 1 or 2.

5.2.8.7 A taxiway centre line marking shall be at least 15 cm in width and continuous in length except where it intersects with a runway-holding position marking or an intermediate holding position marking as shown in Figure 5-6.

5.2.9. Runway turn pad marking

Location

5.2.9.6 The design of the turn pad marking shall be such that, when the cockpit of the airplane remains over the runway turn pad marking, the clearance distance between any wheel of the airplane landing gear and the edge of the runway turn pad shall be not less than those specified in 3.3.6.

5.2.9.7 A runway turn pad marking shall be at least 15 cm in width and continuous in length.

5.2.10. Runway-holding position marking

Application and location

5.2.10.6 Where a pattern B runway-holding position marking is located on an area where it would exceed 60 m in length, the term «CAT II» or «CAT III» as appropriate shall be marked on the surface at the ends of the runway-holding position marking and at equal intervals of 45 m maximum between successive marks. The letters shall be not less than 1.8 m high and shall be placed not more than 0.9 m beyond the holding position marking.

5.2.10.7 The runway-holding position marking displayed at a runway/runway intersection shall be perpendicular to the centre line of the runway forming part of the standard taxi-route. The pattern of the marking shall be as shown in Figure 5-7, pattern A.

5.2.11. Intermediate holding position marking

Application and location

5.2.11.3 Where an intermediate holding position marking is displayed at an intersection of two paved taxiways, it shall be located across the taxiway at sufficient distance from the near edge of the intersecting taxiway to ensure safe clearance between taxiing aircraft. It shall be coincident with a stop bar or intermediate holding position lights, where provided.

5.2.11.5 An intermediate holding position marking shall consist of a single broken line as shown in Figure 5-6.

5.2.12. VOR aerodrome check-point marking

Application

5.2.12.2 Site selection

Characteristics

5.2.12.6 A VOR aerodrome check-point marking shall preferably be white in color but shall differ from the color used for the taxiway markings.

Characteristics

5.2.13.12 A stop line shall be located at right angles to the alignment bar, abeam the left pilot position at the intended point of stop. It shall have a length and width of not less than 6 m and 15 cm, respectively.

Characteristics

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

Characteristics

5.2.16 Mandatory instruction marking

Application

5.2.16.1 Where it is impracticable to install a mandatory instruction sign in accordance with 5.4.2.1, a mandatory instruction marking shall be provided on the surface of the pavement.

Location

5.2.16.3 The mandatory instruction marking shall be located on the left-hand side of the taxiway centre line marking and on the holding side of the runway-holding position marking as shown in Figure 5-9. The distance between the nearest edge of the marking and the runway-holding position marking or the taxiway centre line marking shall be not less than 1 m.

Characteristics

5.2.16.8 The character height shall be 4 m. The inscriptions shall be in the form and proportions shown in Appendix 3.

Application

5.2.17.3 An information (location/ direction) marking shall be displayed prior to and following complex taxiway intersections and where operational experience has indicated the addition of a taxiway location marking could assist flight crew ground navigation.

Characteristics

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

5.2.17.8 The character height shall be 4 m. The inscriptions shall be in the form and proportions shown in Appendix 3.

5.3.1. General

Laser emissions which may endanger the safety of aircraft

Note 4 – Further guidance on how to protect flight operations from the hazardous effects of laser emitters is contained in the Manual on Laser Emitters and Flight Safety (Doc 9815).

Lights which may cause confusion

5.3.1.3.1 An existing or proposed non-aeronautical ground light in the vicinity of an aerodrome, which, by reason of its intensity, configuration or color, might endanger the safety of aircraft, must be notified to the DCANA for a safety assessment. In general, vicinity of the aerodrome can be taken as within a 6 km radius of the aerodrome. Within this 6 km area, the following specific areas are the most likely to cause problems to aircraft operations:

Elevated approach lights

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

Surface lights

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

Light intensity and control

5.3.1.12 On the perimeter of and within the ellipse defining the main beam in Appendix 2, Figures A2-1 to A2-10, the maximum light intensity value shall not be greater than three times the minimum light intensity value measured in accordance with Appendix 2, collective notes for Figures A2-1 to A2-11, Note 2.

5.3.1.13 On the perimeter of and within the rectangle defining the main beam in Appendix 2, Figures A2-12 to A2-20, the maximum light intensity value shall not be greater than three times the minimum light intensity value measured in accordance with Appendix 2, collective notes for Figures A2-12 to A2-21, Note 2.

5.3.2. Emergency lighting

Application

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

5.3.2.3 The color of the emergency lights shall conform to the color requirements for runway lighting, except that, where the provision of colored lights at the threshold and the runway end is not practicable, all lights may be variable white or as close to variable white as practicable.

5.3.3. Aeronautical beacons

Application

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

Location

5.3.3.4 Where provided, the aerodrome beacon shall be located on or adjacent to the aerodrome in an area of low ambient background lighting.

Characteristics

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

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

Identification beacon

Location

5.3.3.9 The identification beacon shall be located on the aerodrome in an area of low ambient background lighting.

Characteristics

5.3.3.13 The identification characters shall be transmitted in the International Morse Code.

Application

Where physically practicable, a precision approach category I lighting system as specified in 5.3.4.10 to 5.3.4.21 shall be provided to serve a precision approach runway category I.

D – Precision approach runway categories II and III A precision approach category II and III lighting system as specified in 5.3.4.22 to 5.3.4.39 shall be provided to serve a precision approach runway category II or III.

Simple approach lighting system

Location

5.3.4.6 The system shall lie as nearly as practicable in the horizontal plane passing through the threshold, provided that:

Characteristics

5.3.4.8 Where provided for a non-instrument runway, the lights shall show at all angles in azimuth necessary to a pilot on base leg and final approach. The intensity of the lights shall be adequate for all conditions of visibility and ambient light for which the system has been provided.

5.3.4.9 Where provided for a non-precision approach runway, the lights shall show at all angles in azimuth necessary to the pilot of an aircraft which on final approach does not deviate by an abnormal amount from the path defined by the non-visual aid. The lights shall be designed to provide guidance during both day and night in the most adverse conditions of visibility and ambient light for which it is intended that the system shall remain usable.

Precision approach category I lighting system

Location

5.3.4.13 The system shall lie as nearly as practicable in the horizontal plane passing through the threshold, provided that:

Characteristics

5.3.4.21 The lights shall be in accordance with the specifications of Appendix 2, Figure A2-1.

Note – The flight path envelopes used in the design of these lights are given in Attachment A, Figure A-4.

Precision approach category II and III lighting system

Location

5.3.4.29 The system shall lie as nearly as practicable in the horizontal plane passing through the threshold, provided that:

Characteristics

5.3.4.39 The lights shall be in accordance with the specifications of Appendix 2, Figures A2-1 and A2-2.

Note – The flight path envelopes used in the design of these lights are given in Attachment A, Figure A-4.

5.3.5. Visual approach slope indicator systems

Application

5.3.5.4 PAPI or APAPI shall be provided where the code number is 1 or 2 when one or more of the conditions specified in 5.3.5.1 exist.

5.3.5.5 Where a runway threshold is temporarily displaced from the normal position and one or more of the conditions specified in 5.3.5.1 exist, a PAPI shall be provided except that where the code number is 1 or 2 an APAPI may be provided.

T-VASIS and AT-VASIS

Description

5.3.5.8 The light units shall be constructed and arranged in such a manner that the pilot of an airplane during an approach will:

Siting

5.3.5.9 The light units shall be located as shown in Figure 5-16, subject to the installation tolerances given therein.

Characteristics of the light units

5.3.5.16 The light units forming the wing bars, or the light units forming a fly-down or a fly-up matched pair, shall be mounted so as to appear to the pilot of an approaching airplane to be substantially in a horizontal line. The light units shall be mounted as low as possible and shall be frangible.

Approach slope and elevation setting of light beams

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

Note – See 5.3.5.41 to 5.3.5.45 concerning the related obstacle protection surface.

PAPI and APAPI

Description

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

Characteristics of the light units

5.3.5.33 Each light unit shall be capable of adjustment in elevation so that the lower limit of the white part of the beam may be fixed at any desired angle of elevation between 1° 30′ and at least 4° 30′ above the horizontal.

Approach slope and elevation setting of light units

Note – See 5.3.5.41 to 5.3.5.45 concerning the related obstacle protection surface.

Obstacle protection surface

5.3.5.45 Where an aeronautical study indicates that an existing object extending above an obstacle protection surface could adversely affect the safety of operations of airplanes one or more of the following measures shall be taken:

Note – Guidance on this issue is contained in the Aerodrome Design Manual, Part 4.

5.3.6. Circling guidance lights

Location

or a combination of such lights as is appropriate to the runway under consideration.

Characteristics

5.3.6.4 Circling guidance lights shall be fixed or flashing lights of an intensity and beam spread adequate for the conditions of visibility and ambient light in which it is intended to make visual circling approaches. The flashing lights shall be white, and the steady lights either white or gaseous discharge lights.

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

5.3.7. Runway lead-in lighting systems

Application

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

Location

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

Characteristics

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

5.3.7.6 Where practicable, the flashing lights in each group shall flash in sequence towards the runway.

5.3.8. Runway threshold identification lights

Characteristics

5.3.8.3 Runway threshold identification lights shall be flashing white lights with a flash frequency between 60 and 120 per minute.

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

5.3.9. Runway edge lights

Application

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

Location

5.3.9.6.4 Where a runway edge light cannot be omitted, inset runway edge lights must be provided in place of elevated lights.

Characteristics

5.3.9.9 In all angles of azimuth required in 5.3.9.8, runway edge lights shall show at angles up to 15° above the horizontal with an intensity adequate for the conditions of visibility and ambient light in which use of the runway for take-off or landing is intended. In any case, the intensity shall be at least 50 cd except that at an aerodrome without extraneous lighting the intensity of the lights may be reduced to not less than 25 cd to avoid dazzling the pilot.

5.3.9.10 Runway edge lights on a precision approach runway shall be in accordance with the specifications of Appendix 2, Figure A2-9 or A2-10.

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

Location of runway threshold lights

5.3.10.4 Threshold lighting shall consist of:

Application of wing bar lights

5.3.10.6 Wing bar lights shall be provided on a precision approach runway when additional conspicuity is considered desirable.

Characteristics of runway threshold and wing bar lights

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

5.3.10.11 Threshold wing bar lights on a precision approach runway shall be in accordance with the specifications of Appendix 2, Figure A2-4.

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

Application

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

Location

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

Characteristics

5.3.11.4 Runway end lights shall be fixed unidirectional lights showing red in the direction of the runway. The intensity and beam spread of the lights shall be adequate for the conditions of visibility and ambient light in which use of the runway is intended.

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

5.3.12. Runway centre line lights

Application

5.3.12.3 Runway centre line lights shall be provided on a runway intended to be used for take-off with an operating minimum below an RVR of the order of 400 m.

Location

5.3.12.6 Centre line guidance for take-off from the beginning of a runway to a displaced threshold shall be provided by:

Characteristics

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

5.3.12.8 Runway centre line lights shall be in accordance with the specifications of Appendix 2, Figure A2-6 or A2-7.

5.3.13. Runway touchdown zone lights

Location

5.3.13.2 Touchdown zone lights shall extend from the threshold for a longitudinal distance of 900 m, except that, on runways less than 1800 m in length, the system shall be shortened so that it does not extend beyond the midpoint of the runway. The pattern shall be formed by pairs of barrettes symmetrically located about the runway centre line. The lateral spacing between the innermost lights of a pair of barrettes shall be equal to the lateral spacing selected for the touchdown zone marking. The longitudinal spacing between pairs of barrettes shall be either 30 m or 60 m.

Characteristics

5.3.13.5 Touchdown zone lights shall be fixed unidirectional lights showing variable white.

Application

Note – See Attachment A, Section 14.

Location

5.3.14.3 A set of rapid exit taxiway indicator lights shall be located on the runway on the same side of the runway centre line as the associated rapid exit taxiway, in the configuration shown in Figure 5-23. In each set, the lights shall be located 2 m apart and the light nearest to the runway centre line shall be displaced 2 m from the runway centre line.

Characteristics

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

5.3.14.7 Rapid exit taxiway indicator lights shall be supplied with power on a separate circuit to other runway lighting so that they may be used when other lighting is switched off.

5.3.15. Stopway lights

5.3.15.3 Stopway lights shall be fixed unidirectional lights showing red in the direction of the runway.

5.3.16. Taxiway centre line lights

Application

Note – See 8.2.3 for provisions concerning the interlocking of runway and taxiway lighting systems.

Characteristics

5.3.16.10 Where taxiway centre line lights 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, taxiway centre line lights shall be in accordance with the specifications of Appendix 2, Figure A2-17, A2-18 or A2-19.

5.3.16.11 Taxiway centre line lights should 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.

Taxiway centre line lights on taxiways

Location

Note 1 – Spacing on curves that have been found suitable for a taxiway intended for use in RVR conditions of 350 m or greater are:

Note 2 – See 3.9.6 and Figure 3-2.

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

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.

5.3.17. Taxiway edge lights

Application

5.3.17.2 Taxiway edge lights shall be provided on a runway forming part of a standard taxi-route and intended for taxiing at night where the runway is not provided with taxiway centre line lights.

Location

5.3.17.5 Taxiway edge lights on a runway turn pad shall be spaced at uniform longitudinal intervals of not more than 30 m.

5.3.17.7 Taxiway edge lights shall be fixed lights showing blue. The lights shall show up to at least 30° above the horizontal and at all angles in azimuth necessary to provide guidance to a pilot taxiing in either direction. At an intersection, exit or curve the lights shall be shielded as far as practicable so that they cannot be seen in angles of azimuth in which they may be confused with other lights.

5.3.18. Runway turn pad lights

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.

Location

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.

Characteristics

5.3.18.6 Runway turn pad lights shall be unidirectional fixed lights showing green with beam dimensions such that the light is visible only from airplanes on or approaching the runway turn pad.

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

5.3.19.3 A stop bar shall be provided at an intermediate holding position when it is desired to supplement markings with lights and to provide traffic control by visual means.

Characteristics

Note 1 – A stop bar is switched on to indicate that traffic stop and switched off to indicate that traffic proceed.

Application

5.3.20.1 Except where a stop bar has been installed, intermediate holding position lights shall be provided at an intermediate holding position intended for use in runway visual range conditions less than a value of 350 m.

5.3.20.4 Intermediate holding position lights shall consist of three fixed unidirectional lights showing yellow in the direction of approach to the intermediate holding position with a light distribution similar to taxiway centre line lights if provided. The lights shall be disposed symmetrically about and at right angle to the taxiway centre line, with individual lights spaced 1.5 m apart.

5.3.21. Open

Application

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:

Location

5.3.22.4 Runway guard lights, Configuration A, shall be located at each side of 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

5.3.22.18 The lights shall be illuminated between 30 and 60 cycles per minute and the light suppression and illumination periods shall be equal and opposite in each light.

Note – The optimum flash rate is dependent on the rise and fall times of the lamps used. Runway guard lights, Configuration A, installed on 6.6 ampere series circuits have been found to look best when operated at 45 to 50 flashes per minute per lamp. Runway guard lights, Configuration B, installed on 6.6 ampere series circuits have been found to look best when operated at 30 to 32 flashes per minute per lamp.

5.3.23. Apron floodlighting (see also 5.3.16.1 and 5.3.17.1)

Application

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

Characteristics

Aircraft stand:

Other apron areas:

5.3.24. Visual docking guidance system

Application

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

5.3.24.8 The system shall be usable by all types of aircraft for which the aircraft stand is intended, preferably without selective operation.

5.3.24.9 If selective operation is required to prepare the system for use by a particular type of aircraft, then the system shall provide an identification of the selected aircraft type to both the pilot and the system operator as a means of ensuring that the system has been set properly.

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.

Characteristics

5.3.24.12 The azimuth guidance unit shall provide unambiguous left/right guidance which enables the pilot to acquire and maintain the lead-in line without over controlling.

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

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

Characteristics

5.3.24.19 The stopping position indicator shall provide closing rate information over a distance of at least 10 m.

5.3.24.20 When stopping guidance is indicated by color change, green shall be used to show that the aircraft can proceed and red to show that the stop point has been reached except that for a short distance prior to the stop point a third color may be used to warn that the stopping point is close.

5.3.25. Aircraft stand maneuvering guidance lights

Characteristics

5.3.25.6 The intensity of the lights shall be adequate for the condition of visibility and ambient light in which the use of the aircraft stand is intended.

5.3.25.7 The lighting circuit shall be designed so that the lights may be switched on to indicate that an aircraft stand is to be used and switched off to indicate that it is not to be used.

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.

Location

5.3.26.3 A road-holding position light shall be located adjacent to the holding position marking 1.5 m (± 0.5 m) from one edge of the road, i.e. left or right as appropriate to the local traffic regulations.

Characteristics

Note – The commonly used traffic lights are likely to meet the requirements in 5.3.26.5 and 5.3.26.6.

5.3.26.7 The flash frequency of the flashing-red light shall be between 30 and 60 per minute.

5.4. Signs

Application

Note – See 5.2.17 for specifications on information marking.

Characteristics

5.4.1.10 In case of failure, a variable message sign shall not provide information that could lead to unsafe action from a pilot or a vehicle driver.

Application

Note – See 5.4.3 for characteristics of location signs.

Location

5.4.2.10 A NO ENTRY sign shall be located at the beginning of the area to which entrance is prohibited on each side of the taxiway as viewed by the pilot.

Characteristics

5.4.2.16 The inscription on a runway-holding position sign at a runway-holding position established in accordance with 3.12.3 shall consist of the taxiway designation and a number.

Application

5.4.3.12 Where necessary, a location sign shall be provided to identify taxiways exiting an apron or taxiways beyond an intersection.

Location

5.4.3.23 An information sign other than a location sign shall not be collocated with a mandatory instruction sign.

Characteristics

5.4.3.36 When designating taxiways, the use of the letters I, O or X and the use of words such as inner and outer shall be avoided wherever possible to avoid confusion with the numerals 1, 0 and closed marking.