Besluit toezicht luchtvaart BES

5.4.3.37 The use of numbers alone on the maneuvering area shall be reserved for the designation of runways.

5.4.4. VOR aerodrome check-point sign

Application

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

Characteristics

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

Note – Tolerances for the bearing value shown on the sign are given in Part 10, Volume I, Attachment E. It will be noted that a check-point can only be used operationally when periodic checks show it to be consistently within ± 2 degrees of the stated bearing.

5.4.5. Aerodrome identification sign

Characteristics

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

5.4.5.5 The characters shall have a height of not less than 3 m.

5.4.6. Aircraft stand identification signs

Characteristics

Note – Examples of road-holding position signs are contained in the Aerodrome Design Manual, Part 4.

5.4.7.5 A road-holding position sign intended for night use shall be retro reflective or illuminated.

5.5. Markers

5.5.1. General

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

Note 2 – Guidance on frangibility of markers is given in the Aerodrome Design Manual, Part 6 (in preparation).

5.5.2. Unpaved runway edge markers

5.5.2.3 The flat rectangular markers shall have a minimum size of 1 m by 3 m and shall be placed with their long dimension parallel to the runway centre line. The conical markers shall have a height not exceeding 50 cm.

5.5.3. Stopway edge markers

Characteristics

5.5.3.2 The stopway edge markers shall be sufficiently different from any runway edge markers used to ensure that the two types of markers cannot be confused.

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

5.5.5. Taxiway edge markers

Characteristics

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

5.5.5.5 Taxiway edge markers shall be frangible. Their height shall be sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft.

5.5.6. Taxiway centre line markers

Application

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

Location

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

Characteristics

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

5.5.6.7 Taxiway centre line markers shall be so designed and fitted as to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the markers themselves.

5.5.7. Unpaved taxiway edge markers

5.5.7.2 Where taxiway lights are provided, the markers shall be incorporated in the light fixtures. Where there are no lights, markers of conical shape shall be placed so as to delimit the taxiway clearly.

5.5.8. Boundary markers

5.5.8.3 Boundary markers shall be of a form similar to that shown in Figure 5-32, or in the form of a cone not less than 50 cm high and not less than 75 cm in diameter at the base. The markers shall be colored to contrast with the background against which they will be seen. A single color, orange or red, or two contrasting colors, orange and white or alternatively red and white, shall be used, except where such colors merge with the background.

CHAPTER 6. VISUAL AIDS FOR DENOTING OBSTACLES

6.1. Objects to be marked and/or lighted

6.1.10 Overhead wires, cables, etc., crossing a river, valley or highway shall be marked and their supporting towers marked and lighted if an aeronautical study indicates that the wires or cables could constitute a hazard to aircraft, except that the marking of the supporting towers may be omitted when they are lighted by high-intensity obstacle lights by day.

6.1.11 When it has been determined that an overhead wire, cable, etc., needs to be marked but it is not practicable to install markers on the wire, cable, etc., then high-intensity obstacle lights, Type B, shall be provided on their supporting towers.

6.2. Marking of objects

General

All fixed objects to be marked shall, whenever practicable, be colored, but if this is not practicable, markers or flags shall be displayed on or above them, except that objects that are sufficiently conspicuous by their shape, size or color need not be otherwise marked.

Use of colors

Note – Against some backgrounds it may be found necessary to use a different color from orange or red to obtain sufficient contrast.

Use of markers

Where multiple wires, cables, etc. are involved, a marker shall be located not lower than the level of the highest wire at the point marked.

Use of flags

6.2.13 Flags used to mark fixed objects shall be orange in color or a combination of two triangular sections, one orange and the other white, or one red and the other white, except that where such colors merge with the background, other conspicuous colors shall be used.

6.2.14 Flags used to mark mobile objects shall consist of a checkered pattern, each square having sides of not less than 0.3 m. The colors of the pattern shall contrast each with the other and with the background against which they will be seen. Orange and white or alternatively red and white shall be used, except where such colors merge with the background.

6.3. Lighting of objects

Use of obstacle lights

6.3.9 High-intensity obstacle lights, Type B, shall be used to indicate the presence of a tower supporting overhead wires, cables, etc., where:

Location of obstacle lights

6.3.21 The installation setting angles for high-intensity obstacle lights, Types A and B, shall be in accordance with Table 6-2.

Low-intensity obstacle light – Characteristics

Note – See Part 2 for lights to be displayed by aircraft.

High-intensity obstacle light – Characteristics

6.3.35 High-intensity obstacle lights, Type A, located on an object shall flash simultaneously.

6.3.36 High-intensity obstacle lights, Type B, indicating the presence of a tower supporting overhead wires, cables, etc., shall flash sequentially; first the middle light, second the top light and last, the bottom light. The intervals between flashes of the lights shall approximate the following ratios:

7.1. Closed runways and taxiways, or parts thereof

Application

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

Characteristics

7.1.6 Lighting on a closed runway or taxiway or portion thereof shall not be operated, except as required for maintenance purposes.

7.1.7 In addition to closed markings, when the runway or taxiway or portion thereof closed is intercepted by a usable runway or taxiway which is used at night, unserviceability lights shall be placed across the entrance to the closed area at intervals not exceeding 3 m (see 7.4.4).

7.2. Non-load-bearing surfaces

Application

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

Characteristics

7.2.3 A taxi side stripe marking shall consist of a pair of solid lines, each 15 cm wide and spaced 15 cm apart and the same color as the taxiway centre line marking.

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

7.3. Pre-threshold area

7.3.3 A chevron marking shall be of conspicuous color and contrast with the color used for the runway markings; it shall preferably be yellow. It shall have an overall width of at least 0.9 m.

7.4. Unserviceable areas

Application

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

Location

7.4.2 Unserviceability markers and lights shall be placed at intervals sufficiently close so as to delineate the unserviceable area.

7.4.7 An unserviceability marker board shall be at least 0.5 m in height and 0.9 m in length, with alternate red and white or orange and white vertical stripes.

CHAPTER 8. ELECTRICAL SYSTEMS

8.1. Electrical power supply systems for air navigation facilities

Note – A definition of switch-over time is given in Chapter 1.

8.1.5 The provision of a definition of switch-over time shall not require the replacement of an existing secondary power supply before 1 January 2010. However, for a secondary power supply installed after 4 November 1999, the electric power supply connections to those facilities for which secondary power is required shall be so arranged that the facilities are capable of meeting the requirements of Table 8-1 for maximum switch-over times as defined in Chapter 1.

Visual aids

Application

8.1.11 Requirements for a secondary power supply shall be met by either of the following:

8.2. System design

8.2.2 Where the secondary power supply of an aerodrome is provided by the use of duplicate feeders, such supplies shall be physically and electrically separate so as to ensure the required level of availability and independence.

8.3. Monitoring

8.3.5 For a runway meant for use in runway visual range conditions less than a value of 550 m, the lighting systems detailed in Table 8-1 shall be monitored automatically to provide an indication when the serviceability level of any element falls below the minimum level specified by the appropriate authority below which operations shall not continue. This information shall be automatically relayed to the air traffic services unit and displayed in a prominent position.

Note – Guidance on air traffic control interface and visual aids monitoring is included in the Aerodrome Design Manual, Part 5.

9.1. Aerodrome emergency planning

General

9.1.6 The plan shall observe Human Factors principles to ensure optimum response by all existing agencies participating in emergency operations.

Emergency operations centre and command post

9.1.9 The command post shall be a facility capable of being moved rapidly to the site of an emergency, when required, and shall undertake the local coordination of those agencies responding to the emergency.

Aerodrome emergency exercise

9.1.13 The plan shall be tested by conducting:

Emergencies in difficult environments

9.1.14 The plan shall include the ready availability of and coordination with appropriate specialist rescue services to be able to respond to emergencies where an aerodrome is located close to water and/or swampy areas and where a significant portion of approach or departure operations takes place over these areas.

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

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

Note 2 – The objective is to plan and deploy the necessary life-saving flotation equipment as expeditiously as possible in a number commensurate with the largest airplane normally using the aerodrome.

Level of protection to be provided

Note – Guidance on categorizing aerodromes for rescue and fire fighting purposes and on providing rescue and fire fighting equipment and services is given in Attachment A, Section 17 and in the Airport Services Manual, Part 1.

Extinguishing agents

9.2.18 The discharge rate of complementary agents shall be selected for optimum effectiveness of the agent.

Rescue equipment

9.2.20 Rescue equipment commensurate with the level of aircraft operations shall be provided on the rescue and fire fighting vehicle(s).

Response time

9.2.24 Any other vehicles required to deliver the amounts of extinguishing agents specified in Table 9-2 shall arrive no more than one minute after the first responding vehicle(s) so as to provide continuous agent application.

Emergency access roads

9.2.27 Emergency access roads shall be capable of supporting the heaviest vehicles which will use them, and be usable in all weather conditions. Roads within 90 m of a runway shall be surfaced to prevent surface erosion and the transfer of debris to the runway. Sufficient vertical clearance shall be provided from overhead obstructions for the largest vehicles.

Fire stations

9.2.29 All rescue and fire fighting vehicles shall normally be housed in a fire station. Satellite fire stations shall be provided whenever the response time cannot be achieved from a single fire station.

Communication and alerting systems

9.2.31 A discrete communication system shall be provided linking a fire station with the control tower, any other fire station on the aerodrome and the rescue and fire fighting vehicles.

Number of rescue and fire fighting vehicles

9.2.33 The minimum number of rescue and fire fighting vehicles provided at an aerodrome shall be in accordance with the following tabulation:

Personnel

9.2.37 In determining the number of personnel required to provide for rescue, consideration shall be given to the types of aircraft using the aerodrome.

9.3. Disabled aircraft removal

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.

9.4. Bird hazard reduction

9.4.4 The appropriate aerodrome authority shall take action to eliminate or to prevent the establishment of garbage disposal dumps or any such other source attracting bird activity on, or in the vicinity of, an aerodrome unless an appropriate aeronautical study indicates that they are unlikely to create conditions conducive to a bird hazard problem.

9.5. Apron management service

9.5.6 A vehicle operating on an apron shall:

9.6. Ground servicing of aircraft

9.6.1 Fire extinguishing equipment suitable for at least initial intervention in the event of a fuel fire and personnel trained in its use shall be readily available during the ground servicing of an aircraft, and there shall be a means of quickly summoning the rescue and fire fighting service in the event of a fire or major fuel spill.

9.7. Aerodrome vehicle operations

9.7.4 The driver of a vehicle on the movement area shall be appropriately trained for the tasks to be performed and shall comply with the instructions issued by:

9.7.5 The driver of a radio-equipped vehicle shall establish satisfactory two-way radio communication with the aerodrome control tower before entering the maneuvering area and with the appropriate designated authority before entering the apron. The driver shall maintain a continuous listening watch on the assigned frequency when on the movement area.

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.

Characteristics

9.8.8 Surface movement radar for the maneuvering area shall be provided at an aerodrome other than that in 9.8.7 when traffic density and operating conditions are such that regularity of traffic flow cannot be maintained by alternative procedures and facilities.

9.9. Siting of equipment and installations on operational areas

Note – See 5.3.1.5 for the protection date for existing elevated approach lights.

9.9.8 Any equipment or installation required for air navigation purposes which is an obstacle of operational significance in accordance with 4.2.4, 4.2.11, 4.2.20 or 4.2.27 shall be frangible and mounted as low as possible.

9.10. Fencing

Application

9.10.5 Suitable means of protection shall be provided to deter the inadvertent or premeditated access of unauthorized persons into ground installations and facilities essential for the safety of civil aviation located off the aerodrome.

Location

9.10.8 Open.

At an aerodrome where it is deemed desirable for security reasons, a fence or other barrier provided for the protection of international civil aviation and its facilities shall be illuminated at a minimum essential level. Consideration shall be given to locating lights so that the ground area on both sides of the fence or barrier, particularly at access points, is illuminated.

CHAPTER 10. AERODROME MAINTENANCE

10.1. General

10.1.2 The design and application of the maintenance program shall observe Human Factors principles.

10.2. Pavements

Note – Guidance on the use of chemicals for aerodrome pavements is given in the Airport Services Manual, Part 2.

10.3. Runway pavement overlays

10.3.3 The entire width of the runway shall be overlaid during each work session.

10.4. Visual aids

10.4.12 The system of preventive maintenance employed for a runway meant for take-off in runway visual range conditions of a value of 550 m or greater shall have as its objective that, during any period of operations, all runway lights are serviceable and that, in any event, at least 85 per cent of the lights are serviceable in the runway edge lights and runway end lights. In order to provide continuity of guidance, an unserviceable light shall not be permitted adjacent to another unserviceable light.

10.4.13 During low visibility procedures the appropriate authority shall restrict construction or maintenance activities in the proximity of aerodrome electrical systems.

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

2.1.2 Where dimming is not required, or where observers with defective color vision must be able to determine the color of the light, green signals shall be within the following boundaries:

2.2. Discrimination between lights

Note 2 – Certain light units may have application so that they may be viewed and used by pilots from directions beyond that of the outermost isocandela curve (e.g. stop bar lights at significantly wide runway-holding positions). In such instances, the appropriate authority shall assess the actual application and if necessary require a check of color shift at angular ranges beyond the outermost curve.

3. Colors for markings, signs and panels

3.3 The chromaticity and luminance factors of colors of retro-reflective materials for markings, signs and panels shall be within the following boundaries when determined under standard conditions.

3.4 The chromaticity and luminance factors of colors for trans-illuminated (internally illuminated) signs and panels shall be within the following boundaries when determined under standard conditions.

APPENDIX 2. AERONAUTICAL GROUND LIGHT CHARACTERISTICS

Collective notes to Figures A2-1 to A2-11

Collective notes to Figures A2-12 to A2-21

APPENDIX 3. MANDATORY INSTRUCTION MARKINGS AND INFORMATION MARKINGS

Note 1 – See Chapter 5, Sections 5.2.16 and 5.2.17 for specifications on the application, location and characteristics of mandatory instruction markings and information markings.

APPENDIX 4. REQUIREMENTS CONCERNING DESIGN OF TAXIING GUIDANCE SIGNS

1. Number, siting and orientation of runways

Siting and orientation of runways

1.1.3 Topography of the aerodrome site, its approaches, and surroundings, particularly:

2. Clearways and stopways

2.9 In addition to the above consideration, the concept of clearways in certain circumstances can be applied to a situation where the take-off distance required for all engines operating exceeds that required for the engine failure case.

3. Calculation of declared distances

3.6 Figures A-1 (B) through A-1 (D) illustrate a runway provided with a clearway or a stopway or having a displaced threshold. Where more than one of these features exist, then more than one of the declared distances will be modified – but the modification will follow the same principle illustrated. An example showing a situation where all these features exist is shown in Figure A-1 (E).

3.7 A suggested format for providing information on declared distances is given in Figure A-1 (F). If a runway direction cannot be used for take-off or landing, or both, because it is operationally forbidden, then this shall be declared and the words «not usable» or the abbreviation «NU» entered.

4. Slopes on a runway

4.1. Distance between slope changes

15 000 (0.015 + 0.01) m,

5. Runway surface evenness

5.3 The operation of aircraft and differential settlement of surface foundations will eventually lead to increases in surface irregularities. Small deviations in the above tolerances will not seriously hamper aircraft operations. In general, isolated irregularities of the order of 2.5 cm to 3 cm over a 45 m distance are tolerable. Exact information of the maximum acceptable deviation cannot be given, as it varies with the type and speed of an aircraft.

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

6.8 A continuous friction measuring device (e.g. Skiddometer, Surface Friction Tester, Mu-meter, Runway Friction Tester or Grip Tester), can be used for measuring the friction values for compacted snow-and ice-covered runways. A decelerometer (e.g. Tapley Meter or Brakemeter – Dynometer) may be used on certain surface conditions, e.g. compacted snow, ice and very thin layers of dry snow. Other friction measuring devices can be used, provided they have been correlated with at least one of the types mentioned above. A decelerometer shall not be used in loose snow or slush, as it can give misleading friction values. Other friction measuring devices can also give misleading friction values under certain combinations of contaminants and air/pavement temperature.

7. Determination of friction characteristics of wet paved runways

7.10 The friction values given above are absolute values and are intended to be applied without any tolerance. These values were developed from a research study conducted in a State. The two friction measuring tires mounted on the Mu-meter were smooth tread and had a special rubber formulation, i.e. Type A. The tires were tested at a 15 degree included angle of alignment along the longitudinal axis of the trailer. The single friction measuring tires mounted on the Skiddometer, Surface Friction Tester, Runway Friction Tester and TATRA were smooth tread and used the same rubber formulation, i.e. Type B. The GRIPTESTER was tested with a single smooth tread tire having the same rubber formulation as Type B but the size was smaller, i.e. Type C. The specifications of these tires (i.e. Types A, B and C) are contained in the Airport Services Manual, Part 2. Friction measuring devices using rubber formulation, tire tread/groove patterns, water depth, tire pressures, or test speeds different from those used in the program described above, cannot be directly equated with the friction values given in the table. The values in columns (5), (6) and (7) are averaged values representative of the runway or significant portion thereof. It is considered desirable to test the friction characteristics of a paved runway at more than one speed.

7.11 Other friction measuring devices can be used, provided they have been correlated with at least one test equipment mentioned above. The Airport Services Manual, Part 2 provides guidance on the methodology for determining the friction values corresponding to the design objective, maintenance planning level and minimum friction level for a friction tester not identified in the above table.

8. Strips

8.1. Shoulders

8.1.3 Attention shall also be paid when designing shoulders to prevent the ingestion of stones or other objects by turbine engines. Similar considerations apply here to those which are discussed for the margins of taxiways in the Aerodrome Design Manual, Part 2, both as to the special measures which may be necessary and as to the distance over which such special measures, if required, shall be taken.

8.2. Objects on strips

Within the general area of the strip adjacent to the runway, measures shall be taken to prevent an airplane’s wheel, when sinking into the ground, from striking a hard vertical face. Special problems may arise for runway light fittings or other objects mounted in the strip or at the intersection with a taxiway or another runway. In the case of construction, such as runways or taxiways, where the surface must also be flush with the strip surface, a vertical face can be eliminated by chamfering from the top of the construction to not less than 30 cm below the strip surface level. Other objects, the functions of which do not require them to be at surface level, shall be buried to a depth of not less than 30 cm.

9. Runway end safety areas

9.1 Where a runway end safety area is provided in accordance with Chapter 3, consideration shall be given to providing an area long enough to contain overruns and undershoots resulting from a reasonably probable combination of adverse operational factors. On a precision approach runway, the ILS localizer is normally the first upstanding obstacle, and the runway end safety area shall extend up to this facility. In other circumstances and on a non-precision approach or non-instrument runway, the first upstanding obstacle may be a road, a railroad or other constructed or natural feature. In such circumstances, the runway end safety area shall extend as far as the obstacle.

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.)

10.2. Displaced threshold

10.2.4 Notwithstanding the consideration of landing distance available, the selected position for the threshold shall not be such that the obstacle-free surface to the threshold is steeper than 3.3 per cent where the code number is 4 or steeper than 5 per cent where the code number is 3.

10.2.5 In the event of a threshold being located according to the criteria for obstacle-free surfaces in the preceding paragraph, the obstacle marking requirements of Chapter 6 shall continue to be met in relation to the displaced threshold.

11. Approach lighting systems

11.1. Types and characteristics

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.

11.1.3 Flight path envelopes to be used in designing the lighting are shown in Figure A-4.

11.2. Installation tolerances

Horizontal

11.2.5 When a crossbar has to be displaced from its standard position, any adjacent crossbar shall, where possible, be displaced by appropriate amounts in order to reduce the differences in the crossbar spacing.

Vertical

11.2.11 Centre line. The gradients of the centre line in any section (including a stopway or clearway) shall be as small as practicable, and the changes in gradients shall be as few and small as can be arranged and shall not exceed 1 in 60. Experience has shown that as one proceeds outwards from the runway, rising gradients in any section of up to 1 in 66, and falling gradients of down to 1 in 40, are acceptable.

11.3. Clearance of obstacles

11.3.6 Objects existing within the boundaries of the light plane, requiring the light plane to be raised in order to meet the criteria contained herein, shall be removed, lowered or relocated where this can be accomplished more economically than raising the light plane.

11.4. Consideration of the effects of reduced lengths

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.

12. Priority of installation of visual approach slope indicator systems

12.3 The presence of other visual or non-visual aids is a very important factor. Runways equipped with ILS or MLS would generally receive the lowest priority for a visual approach slope indicator system installation. It must be remembered, though, that visual approach slope indicator systems are visual approach aids in their own right and can supplement electronic aids. When serious hazards exist and/or a substantial number of airplanes not equipped for ILS or MLS use a runway, priority might be given to installing a visual approach slope indicator on this runway.

14. Rapid exit taxiway indicator lights

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.

15. Intensity control of approach and runway lights

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.

A signal area need be provided only when it is intended to use visual ground signals to communicate with aircraft in flight. Such signals may be needed when the aerodrome does not have an aerodrome control tower or an aerodrome flight information service unit, or when the aerodrome is used by airplanes not equipped with radio. Visual ground signals may also be useful in the case of failure of two-way radio communication with aircraft. It shall be recognized, however, that the type of information which may be conveyed by visual ground signals shall normally be available in AIPs or NOTAM. The potential need for visual ground signals shall therefore be evaluated before deciding to provide a signal area.

17. Rescue and fire fighting services

17.1. Administration

17.1.4 A grid map of the aerodrome and its immediate vicinity shall be provided for the use of the aerodrome services concerned. Information concerning topography, access roads and location of water supplies shall be indicated. This map shall be conspicuously posted in the control tower and fire station, and available on the rescue and fire fighting vehicles and such other supporting vehicles required to respond to an aircraft accident or incident. Copies shall also be distributed to public protective agencies as desirable.

17.3. Level of protection to be provided

17.3.1 In accordance with Chapter 9, 9.2 aerodromes shall be categorized for rescue and fire fighting purposes and the level of protection provided shall be appropriate to the aerodrome category.

17.4. Rescue equipment for difficult environments

17.4.4 Boats or other vehicles shall have as high a speed as practicable so as to reach an accident site in minimum time. To reduce the possibility of injury during rescue operations, water jet-driven boats are preferred to water propeller-driven boats unless the propellers of the latter boats are ducted. Shall the water areas to be covered by the service be frozen for a significant period of the year, the equipment shall be selected accordingly. Vehicles used in this service shall be equipped with life rafts and life preservers related to the requirements of the larger aircraft normally using the aerodrome, with two-way radio communication, and with floodlights for night operations. If aircraft operations during periods of low visibility are expected, it may be necessary to provide guidance for the responding emergency vehicles.

17.5. Facilities

17.5.1 The provision of special telephone, two-way radio communication and general alarm systems for the rescue and fire fighting service is desirable to ensure the dependable transmission of essential emergency and routine information. Consistent with the individual requirements of each aerodrome, these facilities serve the following purposes:

18. Operators of vehicles

18.3 The above shall be applied as is appropriate to the function to be performed by the operator and it is not necessary that all operators be trained to the same level, for example, operators whose functions are restricted to the apron.

18.4 If special procedures apply for operations in low visibility conditions, it is desirable to verify an operator’s knowledge of the procedures through periodic checks.

19. The ACN-PCN method of reporting pavement strength

19.1. Overload operations

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.

19.2 ACNs for several aircraft types For convenience, several aircraft types currently in use have been evaluated on rigid and flexible pavements founded on the four sub-grade strength categories in Chapter 2, 2.6.6 b) and the results tabulated in the Aerodrome Design Manual, Part 3.

ATTACHMENT B. OBSTACLE LIMITATION SURFACES