The Civil Aviation (Aerodromes) Regulations, 2017
Part 3 of 4 · provisions 401–600
This section only lists headings and topics for the regulation; it does not state a specific rule in the provided text.
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About this statute
This section only lists headings and topics for the regulation; it does not state a specific rule in the provided text. This section lists topics covered by the aerodrome licensing, certification, and category E aerodrome provisions. This provision is a table of contents-style listing for Section 71, covering category E aerodrome registration and related operator obligations. This section lists the topics covered in Parts VII, VIII, and IX, including aerodrome manuals, aerodrome data, and wildlife hazard management. This section is a heading/listing for responsibilities and aerodrome physical characteristics topics, but it does not state a specific rule in the text provided.
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Provisions of The Civil Aviation (Aerodromes) Regulations, 2017
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PART 4:
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Section 4
AI-assisted research summary: This section lists maintenance arrangements for the movement area, including runways, taxiways, strips, and aerodrome drainage.
4. Maintenance of the movement area Particulars of the facilities and procedures for the maintenance of the movement area, including - (a) Arrangements for maintaining the unpaved runways and taxiways; arrangements for maintaining the runway and taxiway strips; and (b) arrangements for the maintenance of aerodrome drainage. (c) - 5 Verify source ↗
Section 5
AI-assisted research summary: This section describes the information that procedures for safe aerodrome construction and maintenance work should include.
5. Aerodrome works – safety Particulars of the procedures for planning and carrying out construction and maintenance work safely (including work that may have to be carried out at short notice) on or in the vicinity of the movement area which may extend above an obstacle limitation surface, including the following – (a) (b) the names, telephone numbers and roles of the persons and organizations responsible for planning and carrying out the work, and arrangements for contacting those persons and organizations at all times; a distribution list for work plans, if required. - 6 Verify source ↗
Section 6
AI-assisted research summary: This section describes the procedures and information for dealing with bird or mammal hazards to aircraft operations at an aerodrome.
6. Birds and Wildlife Hazard Management Particulars of the procedures to deal with the danger posed to aircraft operations by the presence of birds or mammals in the aerodrome flight pattern or movement area, including the following- (a) (b) programmes; and arrangements for assessing birds and wildlife hazards; arrangements implementing birds and wildlife control for 286 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) the names and roles of the persons responsible for dealing with birds (c) and wildlife hazards, and their telephone numbers during and after working hours. - 7 Verify source ↗
Section 7
AI-assisted research summary: This section lists procedures for monitoring obstacle limitation surfaces, controlling obstacles, checking building heights near aerodromes, and notifying the Authority about obstacles and removals.
7. Obstacle Control Particulars setting out the procedures for – monitoring the obstacle limitation surfaces and Type A Chart for (a) obstacles in the take-off (b) (c) surface; controlling obstacles within the authority of the operator; monitoring the height of buildings or structures within the boundaries of the obstacle limitation surfaces; controlling new developments in the vicinity of aerodromes; and notifying the Authority of the nature and location of obstacles and removal of obstacles for action as necessary, (d) (e) subsequent addition of including amendment of the AIS publications. - 8 Verify source ↗
Section 8
AI-assisted research summary: The section defines hazardous materials for the aerodrome handling rules and refers to safe storage and handling procedures.
8. Handling of Hazardous Materials (1) hazardous materials on the Particulars of the procedures for the safe handling and storage of aerodrome, including the following – arrangements for special areas of the aerodrome to be set up for the liquids (including aviation fuels) and any other (a) storage of inflammable hazardous materials; and (b) handling of hazardous materials. the method to be followed for the delivery storage, dispensing and (2) For the purposes of regulation 15 (1) “hazardous materials” include solids, corrosive liquids, compressed gases and inflammable liquids and magnetized or radioactive materials. - 9 Verify source ↗
Section 9
AI-assisted research summary: This provision lists information to include about protecting radar and radio navigational aid sites and about an aerodrome manual for category D aerodromes.
9. Protection of Sites for Radar and Navigational Aids arrangements for the control of activities in the vicinity of radar and Particulars of the procedures for the protection of sites for radar and radio navigational aids located on the aerodrome to ensure that their performance will not be degraded, including the following (a) navigational aids installations; (b) installations; and (c) hazardous microwave radiation. arrangements for ground maintenance in the vicinity of these arrangements for the supply and installation of signs warning of Note 1. In writing the procedures for each category, clear and precise information shall be included on - 287 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - when, or in what circumstances, an operating procedure is to be activated; - - - such how an operating procedure is to be activated; actions to be taken; the equipment necessary for carrying out the actions, and access to equipment. Note 2. if any of the procedures specified above are not relevant or applicable, the reason shallbe given. ____________ FOURTH SCHEDULE ____________ (Made under Regulation 75) _________ PARTICULARS TO BE INCLUDED IN AN AERODROME MANUAL FOR AERODROMES IN CATEGORY D PART I: GENERAL General information, including the following – (a) (b) (c) (d) (e) (f) purpose and scope of the aerodrome manual; the legal requirement for an aerodrome licence and an aerodrome Handbook as prescribed in the national regulations; conditions for use of the aerodrome - a statement to indicate that the aerodrome shall at all times, when it is available for the take-off and landing of aircraft, be so available to all persons on equal terms and conditions; the available aeronautical promulgation; the system for recording aircraft movements; and obligations of the aerodrome operator. information system and procedures for its PART 2: PARTICULARS OF THE AERODROME SITE General information, including the following – (a) (b) a plan of the aerodrome showing the main aerodrome facilities for the operation of the aerodrome including, particularly, the location of each wind direction indicator; a plan of the aerodrome showing the aerodrome boundaries; 288 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (c) a plan showing the distance of the aerodrome from the nearest city, town or other populous area, and the location of any aerodrome facilities and equipment outside the boundaries of the aerodrome; and PART 3: PARTICULARS OF THE AERODROME REQUIRED TO BE REPORTED TO THE AERONAUTICAL INFORMATION SERVICE (AIS) - 1 Verify source ↗
Section 1
AI-assisted research summary: This section covers procedures for reporting changes to aerodrome information and for requesting NOTAMs.
1. Aerodrome reporting Particulars of the procedures for reporting any changes to the aerodrome information set out in the AIP and AIC and procedures for requesting the issue of NOTAMs, including the following - (a) arrangements for reporting any changes to the Authority and recording the reporting of changes during and outside the normal hours of aerodrome operations; (b) and their telephone aerodrome operations; and (c) Authority, of the place the names and roles of persons responsible for notifying the changes, numbers during and outside the normal hours of the address and telephone and facsimile numbers, as provided by the where changes are to be reported to the Authority. - 2 Verify source ↗
Section 2
AI-assisted research summary: This section describes procedures for access to the aerodrome movement area and the roles, contact details, inspections, and reporting arrangements to be followed.
2. Access to the aerodrome movement area Particulars of the procedures that have been developed and are to be followed the agency responsible for preventing unlawful in coordination with interference in civil aviation at the aerodrome and for preventing unauthorized entry of persons, vehicles, equipment, animals or other things into the movement area, including the following – (a) the role of the aerodrome operator, the aircraft operator, aerodrome fixed- base operator, the aerodrome security entity, the Authority and other government departments, as applicable; (c) (d) (b) the personnel responsible for controlling access to the aerodrome, and the telephone numbers for contacting them during and after working hours; inspection checklist; arrangements for reporting the results of inspections and for taking prompt follow-up actions to ensure correction of unsafe conditions; and the names and roles of persons responsible for carrying out inspections, and their telephone numbers during and after working hours. (e) - 4 Verify source ↗
Section 4
AI-assisted research summary: This provision lists the facilities and procedures to be covered for maintaining the aerodrome movement area.
4. Maintenance of the movement area Particulars of the facilities and procedures for the maintenance of the movement area, including - (a) arrangements for maintaining the unpaved areas and taxiways; (b) (c) arrangements for maintaining the FATO and TLOF; and arrangements for the maintenance of aerodrome drainage. 290 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 5 Verify source ↗
Section 5
AI-assisted research summary: The provision requires safety particulars for planning and carrying out aerodrome construction and maintenance work, including urgent work and contact details for the responsible people and organizations.
5. Aerodrome works – safety Particulars of the procedures for planning and carrying out construction and maintenance work safely (including work that may have to be carried out at short notice) on or in the vicinity of the movement area which may extend above an obstacle limitation surface, including the following – (a) the names, telephone numbers and roles of the persons and organizations responsible for planning and carrying out the work, and arrangements for contacting those persons and organizations at all times; (b) a distribution list for work plans, if required. - 6 Verify source ↗
Section 6
AI-assisted research summary: This provision lists obstacle-control procedures covering obstacle limitation surfaces, obstacles, buildings or structures near aerodromes, and related notifications to the Authority.
6. Obstacle Control Particulars setting out the procedures for – (a) (b) (c) monitoring the obstacle limitation surfaces; controlling obstacles within the authority of the operator; monitoring the height of buildings or structures within the boundaries of the obstacle limitation surfaces; controlling new developments in the vicinity of aerodromes; and notifying the Authority of the nature and location of obstacles and removal of obstacles for action as necessary, (d) (f) subsequent addition of including amendment of the AIS publications. - 7 Verify source ↗
Section 7
AI-assisted research summary: Rules here require procedures to protect radar and radio navigational aid sites on aerodromes, and require pavement bearing-strength information to be reported in specified ways.
7. Protection of Sites for Radar and Navigational Aids Particulars of the procedures for the protection of sites for radar and radio navigational aids located on the aerodrome to ensure that their performance will not be degraded, including the following: arrangements for the control of activities in the vicinity of radar and arrangements for ground maintenance in the vicinity of these (a) navigational aids installations; (b) installations; and (c) hazardous microwave radiation. arrangements for the supply and installation of signs warning of Note 1. In writing the procedures for each category, clear and precise information shall be included on - - when, or in what circumstances, an operating procedure is to be activated; - - - such how an operating procedure is to be activated; actions to be taken; the equipment necessary for carrying out the actions, and access to equipment. 291 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Note 2. if any of the procedures specified above are not relevant or applicable, the reason shallbe given. 292 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) __________ FIFTH SCHEDULE ____________ (Made under Regulation 83) _________ DETERMINATION AND REPORTING OF PAVEMENT BEARING STRENGTH (1) The bearing strength of a pavement intended for aircraft of apron (ramp) mass greater than 5 700 kg shall be made available using the aircraft classification number — pavement classification number (ACN-PCN) method by reporting all of the following information: the pavement classification number (PCN); (a) (b) pavement type for ACN-PCN determination; (c) subgrade strength category; (d) maximum allowable tire pressure category or maximum allowable tire pressure value; and (e) evaluation method; and if necessary, PCNs may be published to an accuracy of one-tenth of a whole number. (2) The pavement classification number (PCN) reported shall indicate that an aircraft with an aircraft classification number (ACN) equal to or less than the reported PCN can operate on the pavement subject to any limitation on the tire pressure, or aircraft all-up mass for specified aircraft type(s). (3) Different PCNs may be reported if the strength of the pavement is subject to significant seasonal variation. (4) The ACN of an aircraft shall be determined in accordance with the standard procedures associated with the ACN-PCN method. (5) For the purposes of determining the ACN, the behaviour of a pavement shall be classified as equivalent to a rigid or flexible construction. (6) Information on pavement type for ACN-PCN determination, subgrade strength category, maximum allowable tire pressure category and evaluation method shall be reported using the following codes: (a) Pavement type for ACN-PCN determination: Code Rigid pavement R Flexible pavement F 293 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (b) Subgrade strength category: High strength: characterized by K = 150 MN/m3 and representing all K values above 120 MN/m3 for rigid pavements, and by CBR = 15 and representing all CBR values above 13 for flexible pavements. Medium strength: characterized by K = 80 MN/m3 and representing a range in K of 60 to120 MN/m3 for rigid pavements, and by CBR = 10 and representing a range in CBR of 8 to 13 for flexible pavements Low strength: characterized by K = 40 MN/m3 and representing a range in K of 25 to 60 MN/m3 for rigid pavements, and by CBR = 6 and representing a range in CBR of 4 to 8 for flexible pavements. Ultra low strength: characterized by K = 20 MN/m3 and representing all K values below 25 MN/m3 for rigid pavements, and by CBR = 3 and representing all CBR values below 4 for flexible pavements. (c) Maximum allowable tire pressure category: Unlimited: no pressure limit W High: pressure limited to 1.75 MPa X Medium: pressure limited to 1.25 MPa Y Low: pressure limited to 0.50 MPa Z Code (c) Evaluation method: Technical evaluation: representing a specific study of the pavement characteristics and application of pavement behaviour technology. Using aircraft experience: representing knowledge of the specific type and mass of aircraft satisfactorily being supported under regular use. Code A B C D Code A U (7) The following examples shall be used to illustrate how pavement strength data are reported under the ACN-PCN method. (a) If the bearing strength of a rigid pavement, resting on a medium strength subgrade, has been assessed by technical evaluation to be PCN 80 and there is no tire pressure limitation, then the reported information would be: PCN 80 / R / B / W / T (b) If the bearing strength of a composite pavement, behaving like a flexible pavement and resting on a high strength subgrade, has been assessed by using aircraft experience to be PCN 50 and the maximum tire pressure allowable is 1.25 MPa, then the reported information would be: PCN 50 / F / A / Y / U 294 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (c) If the bearing strength of a flexible pavement, resting on a medium strength subgrade, has been assessed by technical evaluation to be PCN 40 and the maximum allowable tire pressure is 0.80 MPa, then the reported information would be: PCN 40 / F / B / 0.80 MPa /T (d) If a pavement is subject to a B747-400 all-up mass limitation of 390 000 kg, then the reported information would include a note to the effect that the reported PCN is subject to a B747-400 all-up mass limitation of 390 000 kg. (9) Criteria shall be established to regulate the use of a pavement by an aircraft with an ACN higher than the PCN reported for that pavement in accordance with sub-regulations (2) and (3). (10) The bearing strength of a pavement intended for aircraft of apron (ramp) mass equal to or less than 5 700 kg shall be made available by reporting the following information: (a) maximum allowable aircraft mass; and (b) maximum allowable tire pressure. e.g.: 4 000 kg/0.50 MPa. 295 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) __________________ SIXTH SCHEDULE ____________ (Made under Regulation 140(5) SHIELDING OF OBSTACLES - 1 Verify source ↗
1 The principle of shielding as applied to obstacles to air navigation may reduce the
AI-assisted research summary: Shielding for obstacles to air navigation may lessen the need to remove obstacles or stop new construction.
1.1 The principle of shielding as applied to obstacles to air navigation may reduce the necessity for removing obstacles or prohibiting the construction of new constructions. - 1 Verify source ↗
2 Shielding principles are employed when some object, an existing building or natural
AI-assisted research summary: Shielding principles are used when an object, existing building, or natural terrain already extends above an obstacle limitation surface.
1.2 Shielding principles are employed when some object, an existing building or natural terrain already penetrates above one of the obstacle limitation surfaces. - 2 Verify source ↗
1 If it is considered that the nature of an object is such that its presence may be
AI-assisted research summary: If an object is treated as permanent in nature, nearby additional objects within a specified area may be allowed to penetrate the surface without being treated as obstacles.
2.1 If it is considered that the nature of an object is such that its presence may be described as permanent, the additional objects within a specified area around it may be permitted to penetrate the surface without being considered as obstacles. The original obstacle is considered as dominating or shielding the surrounding area. - 2 Verify source ↗
2 The formula for shielding shall be based on a horizontal plane projected from the
AI-assisted research summary: The shielding formula is based on two planes, and objects below either plane are treated as shielded.
2.2 The formula for shielding shall be based on a horizontal plane projected from the top of each obstacle away from the runway and a plane with a negative slope of 10% towards the runway. Any object which is below either of the two planes would be considered shielded. The permission to allow objects to penetrate an obstacle limitation surface under the shielding principle shall however be qualified by reference to the need for an aeronautical study in all cases. - 2 Verify source ↗
3 The shielding effect of immovable obstacles laterally in approach and take-off climb
AI-assisted research summary: The provision says immovable obstacles near the runway should be considered more critically for their shielding effect in approach and take-off climb areas.
2.3 The shielding effect of immovable obstacles laterally in approach and take-off climb shall be more critically considered. It is important to preserve existing unobstructed cross section areas particularly when the obstacle is close to the runway. This would guard against future changes in either approach or take-off climb area specifications or the adoption of a turned take-off procedure. - 2 Verify source ↗
4 An object shall be considered as permanent and immovable obstacle only if, when
AI-assisted research summary: An object counts as a permanent and immovable obstacle only if removal is not practicable, possible, or justifiable, even when air operations change.
2.4 An object shall be considered as permanent and immovable obstacle only if, when taking the longest view possible, there is no prospect of removal being practicable, possible or justifiable, regardless of how the pattern, type or density of air operations might change. Generally, an aeronautical study will need to be carried out to determine the exact effect the construction of a new object will have on air operations. - 3 Verify source ↗
Alternative methods for assessing Obstacles in critical areas
AI-assisted research summary: The Authority may assess and determine whether an obstacle is shielded.
3. Alternative methods for assessing Obstacles in critical areas The Authority may assess and determine whether an obstacle is shielded. In assessing whether an existing obstacle shields other obstacles, the Authority may be guided by the following shielding practices: 296 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 3 Verify source ↗
1 Obstacles in the Take-off climb and Approach Surfaces
AI-assisted research summary: An obstacle may be treated as not creating additional restrictions if it meets the stated height-and-location conditions in the take-off climb and approach surfaces area.
3.1 Obstacles in the Take-off climb and Approach Surfaces An obstacle may be assessed as not imposing additional restrictions if: (i) when located between the inner edge end and the critical obstacle, the obstacle being assessed is below a plane sloping downwards at 10% from the top of the critical obstacle toward the inner edge; (ii) when located beyond the critical obstacle from the inner edge end, the obstacle being assessed is not higher than the height of the permanent obstacle; and (iii) where there is more than one critical obstacle within the approach and take-off climb area, and the obstacle being assessed is located between two critical obstacles, the height of the obstacle being assessed is not above a plane sloping downwards at 10% from the top of the next critical obstacle. - 3 Verify source ↗
2 Obstacle in the Transitional Surfaces
AI-assisted research summary: An obstacle may be treated as not imposing additional restrictions if it meets the stated shielding conditions.
3.2 Obstacle in the Transitional Surfaces An obstacle may be assessed as not imposing additional restrictions if it does not exceed the height of an existing obstacle which is closer to the runway strip and the obstacle being assessed is located perpendicularly behind the existing obstacle relative to the runway centre line. Figure 4-3 – Shielding of obstacles penetrating the approach and take-off climb surfaces 297 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 3 Verify source ↗
3 Obstacle in the Horizontal and Conical Surfaces
AI-assisted research summary: An obstacle may be treated as not adding restrictions if it is near an existing obstacle and does not penetrate the specified 10% downward-sloping conical surface.
3.3 Obstacle in the Horizontal and Conical Surfaces An obstacle may be assessed as not imposing additional restrictions if it is in the vicinity of an existing obstacle, and does not penetrate a 10% downward sloping conical shaped surface from the top of the existing obstacle, i.e. the obstacle is shielded radially by the existing obstacle. ____________ SEVENTH SCHEDULE ____________ (Made under Regulation 154) _________ COLOURS FOR AERONAUTICAL GROUND LIGHTS, MARKINGS, SIGNS AND PANELS - 1 Verify source ↗
General
AI-assisted research summary: This note says the colour specifications for aeronautical ground lights, markings, signs, and panels use chromaticity limits and follow CIE specifications.
1. General Introductory Note.— The following specifications define the chromaticity limits of colours 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 colours 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 colour not be greatly modified by elective atmospheric attenuations and that the observer’s colour vision be adequate. 298 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) There is also a risk of confusion of colour 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 Verify source ↗
Colours for aeronautical ground lights
AI-assisted research summary: This section is titled “Colours for aeronautical ground lights.”
2. Colours for aeronautical ground lights - 2 Verify source ↗
1.1 The chromaticities of aeronautical ground lights shall be within the following
AI-assisted research summary: Aeronautical ground lights must stay within specified chromaticity boundaries.
2.1.1 The chromaticities of aeronautical ground lights shall be within the following boundaries: CIE Equations (see Figure A1-1): 299 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) f) Variable white Yellow boundary and Blue boundary x=0.285 Green boundary and and x=0.255 + 0.750y x=1.185 - 1.500y y=0.440 y=0.150 + 0.750x y=0.382 Note.— Guidance on chromaticity changes resulting from the effect of temperature on filtering elements is given in the ICAO Aerodrome Design Manual, Part 4. - 2 Verify source ↗
1.2 Where dimming is not required, or where observers with defective colour vision
AI-assisted research summary: Green signals must fall within specified colour boundaries in the stated cases.
2.1.2 Where dimming is not required, or where observers with defective colour vision must be able to determine the colour of the light, green signals shall be within the following boundaries: Yellow boundary y = 0.726 – 0.726x White boundary x = 0.650y Blue boundary y = 0.390 – 0.171x - 2 Verify source ↗
1.3 Where increased certainty of recognition is more important than maximum visual
AI-assisted research summary: If greater recognition certainty matters more than maximum visual range, green signals must stay within specified boundary equations.
2.1.3 Where increased certainty of recognition is more important than maximum visual range, green signals shall be within the following boundaries: Yellow boundary White boundary x = 0.625y – 0.041 Blue boundary y = 0.726 – 0.726x y = 0.390 – 0.171x 300 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 2 Verify source ↗
2.1 If there is a requirement to discriminate yellow and white from each other, they
AI-assisted research summary: If yellow and white must be distinguished, they should be shown close together in time or space.
2.2.1 If there is a requirement to discriminate yellow and white from each other, they shall be displayed in close proximity of time or space as, for example, by being flashed successively from the same beacon. - 2 Verify source ↗
2.2 If there is a requirement to discriminate yellow from green and/or white, as for
AI-assisted research summary: If yellow must be distinguishable from green and/or white, the yellow light’s y coordinate must not exceed 0.40.
2.2.2 If there is a requirement to discriminate yellow from green and/or white, as for example on exit taxiway centre line lights, the y coordinates of the yellow light shall not exceed a value of 0.40. Note.— The limits of white have been based on the assumption that they will be used in situations in which the characteristics (colour temperature) of the light source will be substantially constant. - 2 Verify source ↗
2.3The colour variable white is intended to be used only for lights that are to be varied
AI-assisted research summary: White is only to be used for lights that vary in intensity, and if white must be distinguished from yellow, the lights must be designed and operated to meet the stated spacing and colour-coordinate conditions.
2.2.3The colour variable white is intended to be used only for lights that are to be varied in intensity, e.g. to avoid dazzling. If this colour is to be discriminated from yellow, the lights shall be so designed and operated that: a) b) the x coordinate of the yellow is at least 0.050 greater than the x coordinate of the white; and the disposition of the lights will be such that the yellow lights are displayed simultaneously and in close proximity to the white lights. - 2 Verify source ↗
2.4 The colour of aeronautical ground lights shall be verified as being within the
AI-assisted research summary: Aeronautical ground lights must be checked for colour compliance at specified measurement points and, in some cases, reviewed by the appropriate authority.
2.2.4 The colour of aeronautical ground lights shall be verified as being within the boundaries specified in Figure A1-1 by measurement at five points within the area limited by the innermost isocandela curve (isocandela diagrams in Appendix 2 refer), with operation at rated current or voltage. In the case of elliptical or circular isocandela curves, the colour measurements shall be taken at the centre and at the horizontal and vertical limits. In the case of rectangular isocandela curves, the colour measurements shall be taken at the centre and the limits of the diagonals (corners). In addition, the colour of the light shall be checked at the outermost isocandela curve to ensure that there is no colour shift that might cause signal confusion to the pilot. Note 1.— For the outermost isocandela curve, a measurement of colour coordinates shall be made and recorded for review and judgment of acceptability by the appropriate authority. 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 colour shift at angular ranges beyond the outermost curve. - 2 Verify source ↗
2.5 In the case of visual approach slope indicators and other light units having a
AI-assisted research summary: For visual approach slope indicators and other light units with a colour transition sector, colour must be measured at the specified points, with colour areas treated separately and no point within 0.5 degrees of the transition sector.
2.2.5 In the case of visual approach slope indicators and other light units having a colour transition sector, the colour shall be measured at points in accordance with 2.2.4 above, except that the colour areas shall be treated separately and no point shall be within 0.5 degrees of the transition sector. 301 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 3 Verify source ↗
Colours for markings, signs and panels
AI-assisted research summary: This section gives colour specifications for markings, signs and panels, mainly for freshly coloured surfaces.
3. Colours for markings, signs and panels Note 1.— The specifications of surface colours given below apply only to freshly coloured surfaces. Colours used for markings, signs and panels usually change with time and therefore require renewal. Note 2.— Guidance on surface colours is contained in the CIE document entitled Recommendations for Surface Colours for Visual Signalling — Publication No. 39-2 (TC-106) 1983. Note 3.— The specifications recommended in 3.4 below for transilluminated panels are interim in nature and are based on the CIE specifications for transilluminated signs. It is intended that these specifications will be reviewed and updated as and when CIE develops specifications for transilluminated panels. - 3 Verify source ↗
1 The chromaticities and luminance factors of ordinary colours, colours of retro
AI-assisted research summary: Chromaticities and luminance factors must be measured under specified standard conditions.
3.1 The chromaticities and luminance factors of ordinary colours, colours of retro- reflective materials and colours of transilluminated (internally illuminated) signs and panels shall be determined under the following standard conditions: angle of illumination: 45°; a) b) direction of view: perpendicular to surface; and illuminant: CIE standard illuminant D65. c) - 3 Verify source ↗
2 The chromaticity and luminance factors of ordinary colours for markings and
AI-assisted research summary: Ordinary colours used for markings and externally illuminated signs and panels must stay within the listed chromaticity and luminance boundaries when measured under standard conditions.
3.2 The chromaticity and luminance factors of ordinary colours for markings and externally illuminated signs and panels shall be within the following boundaries when determined under standard conditions. CIE Equations (see Figure A1-2): a) Red Purple boundary y = 0.345 – 0.051x White boundary y = 0.910 – x Orange boundary Luminance factor ß = 0.07 (mnm) y = 0.314 + 0.047x b) Orange Red boundary White boundary Yellow boundary y = 0.250 + 0.220x Luminance factor ß = 0.20 (mnm) y = 0.940 – x y = 0.285 + 0.100x c) Yellow Orange boundary y = 0.108 + 0.707x White boundary Green boundary y = 0.910 – x y = 1.35x – 0.093 302 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Luminance factor ß = 0.45 (mnm) d) White Purple boundary y = 0.010 + x Blue boundary Green boundary y = 0.030 + x Yellow boundary y = 0.710 – x Luminance factor y = 0.610 – x ß = 0.75 (mnm) e) Black Purple boundary y = x – 0.030 y = 0.570 – x Blue boundary Green boundary y = 0.050 + x Yellow boundary Luminance factor y = 0.740 – x ß = 0.03 (max) f) Yellowish green Green boundary y = 1.317x + 0.4 White boundary y = 0.910 – x Yellow boundary y = 0.867x + 0.4 g) Green Yellow boundary x = 0.313 White boundary y = 0.243 + 0.067x Blue boundary Luminance factor ß = 0.10 (mnm) y = 0.493 – 0.524x Note.— The small separation between surface red and surface orange is not sufficient to ensure the distinction of these colours when seen separately. - 3 Verify source ↗
3 The chromaticity and luminance factors of colours of retro-reflective materials for
AI-assisted research summary: Retro-reflective materials used for markings, signs, and panels must meet specified chromaticity and luminance boundaries under standard conditions.
3.3 The chromaticity and luminance factors of colours of retro-reflective materials for markings, signs and panels shall be within the following boundaries when determined under standard conditions. CIE Equations (see Figure A1-3): a) Red Purple boundary y = 0.345 – 0.051x White boundary y = 0.910 – x Orange boundary Luminance factor y = 0.314 + 0.047x ß = 0.03 (mnm) b) Orange 303 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) y = 0.265 + 0.205x Red boundary White boundary y = 0.910 – x Yellow boundary Luminance factor y = 0.207 + 0.390x ß = 0.14 (mnm) c) Yellow Orange boundary White boundary y = 0.910 – x Green boundary y = 1.35x – 0.093 Luminance factor ß = 0.16 (mnm) y = 0.160 + 0.540x d) White Purple boundary y = x Blue boundary y = 0.610 – x Green boundary y = 0.040 + x Yellow boundary Luminance factor y = 0.710 – x ß = 0.27 (mnm) e) Blue Green boundary y = 0.118 + 0.675x White boundary y = 0.370 – x Purple boundary y = 1.65x – 0.187 Luminance factor ß = 0.01 (mnm) f) Green Yellow boundary White boundary y = 0.243 + 0.670x Blue boundary y = 0.405 – 0.243x Luminance factor ß = 0.03 (mnm) y = 0.711 – 1.22x - 3 Verify source ↗
4 The chromaticity and luminance factors of colours for trans-illuminated (internally
AI-assisted research summary: This provision sets colour boundary and luminance standards for trans-illuminated signs and panels under standard conditions.
3.4 The chromaticity and luminance factors of colours for trans-illuminated (internally illuminated) signs and panels shall be within the following boundaries when determined under standard conditions. CIE Equations (see Figure A1-4): a) Red Purple boundary y = 0.345 – 0.051x White boundary y = 0.910 – x Orange boundary y = 0.314 + 0.047x Luminance factor (day condition) ß = 0.07 (mnm) 304 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Relative luminance to white (night condition) b) Yellow 5% (mnm) 20% (max) Orange boundary y = 0.108 + 0.707x White boundary y = 0.910 – x Green boundary y = 1.35x – 0.093 Luminance factor ß = 0.45 (mnm) (day condition) Relative luminance to white (night condition) 30% (mnm) 80% (max) c) White y = 0.610 – x y = 0.710 – x Purple boundary y = 0.010 + x Blue boundary Green boundary y = 0.030 + x Yellow boundary Luminance factor ß = 0.75 (mnm) (day condition) Relative luminance to white (night condition) 100% d) Black y = 0.570 – x Purple boundary y = x – 0.030 Blue boundary Green boundary y = 0.050 + x Yellow boundary y = 0.740 – x Luminance factor ß = 0.03 (max) (day condition) Relative luminance to white (night condition) 0% (mnm) 2% (max) e) Green Yellow boundary x = 0.313 White boundary y = 0.243 + 0.670x Blue boundary Luminance factor ß = 0.10 minimum (day conditions) Relative luminance to white (night 5% (minimum) 30% (maximum) y = 0.493 – 0.524x 305 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) conditions) 306 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 307 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 308 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 309 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) _________ EIGHTH SCHEDULE ________ (Made under Regulation 287) _________ AERONAUTICAL GROUND LIGHT CHARACTERISTICS 310 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 311 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 312 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 313 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 314 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 315 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 316 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 317 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 318 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 319 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 320 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 321 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 322 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 323 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 324 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 325 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Collective notes to Figures A2-1 to A2-11 - 1 Verify source ↗
The ellipses in each figure are symmetrical about the common
AI-assisted research summary: The figures’ ellipses are symmetrical around the shared vertical and horizontal axes.
1. The ellipses in each figure are symmetrical about the common vertical and horizontal axes. - 2 Verify source ↗
Figures A2-1 to A2-10 show the minimum allowable light
AI-assisted research summary: This section explains how to calculate the average main-beam light intensity and says no deviations are acceptable in the main beam pattern when the fixture is properly aimed.
2. Figures A2-1 to A2-10 show the minimum allowable light intensities. The average intensity of the main beam is calculated by 326 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) establishing grid points as shown in Figure A2-11 and using the intensity value measures at all grid points located within and on the perimeter of the ellipse representing the main beam. The average value is the arithmetic average of light intensities measured at all considered grid points. 3. No deviations are acceptable in the main beam pattern when the lighting fixture is properly aimed. - 4 Verify source ↗
Average intensity ratio. The ratio between the average intensity
AI-assisted research summary: The provision says the intensity ratio for the specified airport lights must follow the stated standard.
4. Average intensity ratio. The ratio between the average intensity within the ellipse defining the main beam of a typical new light and the average light intensity of the main beam of a new runway edge light shall be as follows: Figure A2-1 Approach centre line and crossbars Figure A2-2 Approach side row Figure A2-3 Threshold Figure A2-4 Threshold wing bar Figure A2-5 Touchdown zone Figure A2-6 Figure A2-7 Runway centre line (longitudinal spacing 30 m) Runway centre line (longitudinal spacing 15 m) Figure A2-8 Runway end Figure A2-9 Runway edge (45 m runway width) Figure A2- 10 Runway edge (60 m runway width) - 5 Verify source ↗
The beam coverages in the figures provide the necessary
AI-assisted research summary: The figures show beam coverages that provide guidance for approaches and take-offs at low RVR levels.
5. The beam coverages in the figures provide the necessary 327 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) guidance for approaches down to an RVR of the order of 150 m and take- offs down to an RVR of the order of 100 m. - 6 Verify source ↗
Horizontal angles are measured with respect to the vertical plane
AI-assisted research summary: Horizontal angles are measured from the vertical plane through the runway centre line, and vertical angles are measured from the horizontal plane.
6. Horizontal angles are measured with respect to the vertical plane through the runway centre line. For lights other than centre line lights, the direction towards the runway centre line is considered positive. Vertical angles are measured with respect to the horizontal plane. - 7 Verify source ↗
Where, for approach centre line lights and crossbars and for
AI-assisted research summary: If inset lights are used instead of elevated lights, the required intensity may be achieved by installing two or three lower-intensity fittings at each position.
7. Where, for approach centre line lights and crossbars and for approach side row lights, inset lights are used in lieu of elevated lights, e.g. on a runway with a displaced threshold, the intensity requirements can be met by installing two or three fittings (lower intensity) at each position. - 8 Verify source ↗
The
AI-assisted research summary: Airport authorities are to keep light output close to the specified minimum average intensity, and the average intensity must not drop below 50% of the figures shown.
8. The importance of adequate maintenance cannot be overemphasized. The average intensity shall never fall to a value less than 50 per cent of the value shown in the figures, and it shall be the aim of airport authorities to maintain a level of light output close to the specified minimum average intensity. - 9 Verify source ↗
The light unit shall be installed so that the main beam is aligned
AI-assisted research summary: The light unit must be installed so its main beam is aligned within one-half degree of the specified requirement.
9. The light unit shall be installed so that the main beam is aligned within one-half degree of the specified requirement. 328 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 329 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure A2-12. Isocandela diagram for taxiway centre line (15 m spacing), no-entry bar and stop bar lights in straight sections intended for use in runway visual range conditions of less than a value of 350 m where large offsets can occur and for low-intensity runway guard lights, Configuration B 330 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure A2-13. Isocandela diagram for taxiway centre line (15 m spacing), no-entry bar and stop bar lights in straight sections intended for use in runway visual range conditions of less than a value of 350 m 331 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure A2-14. Isocandela diagram for taxiway centre line (7.5 m spacing), no-entry bar and stop bar lights in curved sections intended for use in runway visual range conditions of less than a value of 350 m 332 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure A2-15. Isocandela diagram for taxiway centre line (30 m, 60 m spacing), no-entry bar and stop bar lights in straight sections intended for use in runway visual range conditions of 350 m or greater 333 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure A2-16. Isocandela diagram for taxiway centre line (7.5 m, 15 m, 30 m spacing), no- entry bar and stop bar lights in curved sections intended for use in runway visual range conditions of 350 m or greater Figure A2-17. Isocandela diagram for high-intensity taxiway centre line (15 m spacing), no-entry bar and stop bar lights in straight sections intended for use in an advanced surface movement guidance and control system where higher light intensities are required and where large offsets can occur 334 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure A2-18. Isocandela diagram for high-intensity taxiway centre line (15 m spacing), no-entry bar and stop bar lights in straight sections intended for use in an advanced surface movement guidance and control system where higher light intensities are required 335 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure A2-19. Isocandela diagram for high-intensity taxiway centre line (7.5 m spacing), no-entry bar and stop bar lights in curved sections intended for use in an advanced surface movement guidance and control system where higher light intensities are required. 336 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 337 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure A2-20. Isocandela diagram for high-intensity runway guard lights, Configuration B Figure A2-21. Grid points to be used for calculation of average intensity of taxiway centre line and stop bar lights Collective notes to Figures A2-12 to A2-21 - 1 Verify source ↗
The intensities specified in Figures A2-12 to A2-20 are in green
AI-assisted research summary: The figures specify that certain light intensities are shown in green, yellow, and red for listed airport lights.
1. The intensities specified in Figures A2-12 to A2-20 are in green and yellow light for taxiway centre line lights, yellow light for runway guard lights and red light for stop bar lights. - 2 Verify source ↗
Figures A2-12 to A2-20 show the minimum allowable light
AI-assisted research summary: The provision describes how to calculate average main-beam light intensity and says no deviations are acceptable in the main beam or innermost beam when the fixture is properly aimed.
2. Figures A2-12 to A2-20 show the minimum allowable light intensities. The average intensity of the main beam is calculated by establishing grid points as shown in Figure A2-21 and using the intensity values measured at all grid points located within and on the perimeter of the rectangle representing the main beam. The average value is the arithmetic average of the light intensities measured at all considered grid points. 3. No deviations are acceptable in the main beam or in the innermost beam, as applicable, when the lighting fixture is properly aimed. - 4 Verify source ↗
Horizontal angles are measured with respect to the vertical plane
AI-assisted research summary: Horizontal angles are measured against the vertical plane through the taxiway centre line, except on curves where they are measured against the tangent to the curve.
4. Horizontal angles are measured with respect to the vertical plane through the taxiway centre line except on curves where they are measured with respect to the tangent to the curve. 338 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 5 Verify source ↗
Vertical angles are measured from the longitudinal slope of the
AI-assisted research summary: Vertical angles must be measured from the longitudinal slope of the taxiway surface.
5. Vertical angles are measured from the longitudinal slope of the taxiway surface. - 6 Verify source ↗
The
AI-assisted research summary: Airport authorities should keep light output close to the specified minimum average intensity, and intensity must not fall below 50% of the figure shown.
6. The importance of adequate maintenance cannot be overemphasized. The intensity, either average where applicable or as specified on the corresponding isocandela curves, shall never fall to a value less than 50 per cent of the value shown in the figures, and it shalll be the aim of airport authorities to maintain a level of light output close to the specified minimum average intensity. - 7 Verify source ↗
The light unit shall be installed so that the main beam or the
AI-assisted research summary: The light unit must be installed so its main beam or innermost beam matches the specified requirement within one-half degree.
7. The light unit shall be installed so that the main beam or the innermost beam, as applicable, is aligned within one-half degree of the specified requirement. 339 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure A2-22. Light intensity distribution of T-VASIS and AT-VASIS 340 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 341 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 342 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) ___________________ NINTH SCHEDULE ____________ Regulations 174, 175 _________ MANDATORY INSTRUCTION MARKINGS AND INFORMATION MARKINGS Note 1.— See regulations 174 and 175, for specifications on the application, location and characteristics of mandatory instruction markings and information markings. Note 2.— This appendix details the form and proportions of the letters, numbers and symbols of mandatory instruction markings and information markings on a 20 cm grid. 343 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 344 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 345 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 346 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 347 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 348 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Runway designation, centre line and threshold markings 349 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Form and proportions of numbers and letters for runway designation markings 350 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Displaced threshold markings 351 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Aiming point and touchdown zone markings (Illustrated for a runway with a length of 2 400 m or more) 352 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Runway-holding position marking 353 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Closed runway and taxiway markings __________ TENTH SCHEDULE ______ Regulations 174, 175 _________ REQUIREMENTS CONCERNING DESIGN OF TAXIING GUIDANCE SIGNS - 1 Verify source ↗
Inscription heights shall conform to the following tabulation
AI-assisted research summary: Inscription heights must conform to the tabulation.
1. Inscription heights shall conform to the following tabulation. - 1 Verify source ↗
Inscription heights shall conform to the following tabulation
AI-assisted research summary: Inscription heights for aerodrome signs must match the table in this section.
1. Inscription heights shall conform to the following tabulation. Minimum character height 354 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Information sign Runway code number Mandatory instruction sign Runway exit and runway vacated signs Other signs 1 or 2 3 or 4 300 mm 300 mm 400 mm 400 mm 200 mm 300 mm Note.— Where a taxiway location sign is installed in conjunction with a runway designation sign, the character size shall be that specified for mandatory instruction signs - 2 Verify source ↗
Arrow dimensions shall be as follows
AI-assisted research summary: The provision sets out arrow dimensions using fixed millimetre values.
2. Arrow dimensions shall be as follows: Legend height 200 mm 300 mm 400 mm Stroke 32 mm 48 mm 64 mm - 3 Verify source ↗
Stroke width for single letter shall be as follows
AI-assisted research summary: The section gives stroke-width values for a single letter based on legend height.
3. Stroke width for single letter shall be as follows: Legend height 200 mm 300 mm 400 mm Stroke 32 mm 48 mm 64 mm - 4 Verify source ↗
Sign luminance shall be as follows
AI-assisted research summary: Sign luminance must meet minimum levels depending on operating conditions.
4. Sign luminance shall be as follows: a) Where operations are conducted in runway visual range conditions less than a value of 800m, average sign luminance shall be at least: Red Yellow White 30 cd/m2 150 cd/m2 300 cd/m2 b) Where operations are conducted in accordance with 5.4.1.7 b) and c) and 5.4.1.8, average sign luminance shall be at least: Red 10 cd/m2 355 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Yellow White 50 cd/m2 100 cd/m2 Note.— In runway visual range conditions less than a value of 400 m, there will be some degradation in the performance of signs. - 5 Verify source ↗
The luminance ratio between red and white elements of a mandatory sign shall be
AI-assisted research summary: A mandatory sign must keep the luminance ratio between its red and white elements between 1:5 and 1:10.
5. The luminance ratio between red and white elements of a mandatory sign shall be between 1:5 and 1:10. - 6 Verify source ↗
The average luminance of the sign is calculated by establishing grid points as shown
AI-assisted research summary: The sign’s average luminance is calculated using grid points and the luminance values measured at grid points within the sign’s rectangle.
6. The average luminance of the sign is calculated by establishing grid points as shown in Figure B4-1 and using the luminance values measured at all grid points located within the rectangle representing the sign. - 7 Verify source ↗
The average value is the arithmetic average of the luminance values measured at all
AI-assisted research summary: The average value means the arithmetic average of the luminance values measured at all considered grid points.
7. The average value is the arithmetic average of the luminance values measured at all considered grid points. Note.— Guidance on measuring the average luminance of a sign is contained in the ICAO Aerodrome Design Manual, Part 4. - 8 Verify source ↗
The ratio between luminance values of adjacent grid points shall not exceed 1.5:1
AI-assisted research summary: Adjacent luminance ratios on a sign face must stay within set limits.
8. The ratio between luminance values of adjacent grid points shall not exceed 1.5:1. For areas on the sign face where the grid spacing is 7.5 cm, the ratio between luminance values of adjacent grid points shall not exceed 1.25:1. The ratio between the maximum and minimum luminance value over the whole sign face shall not exceed 5:1. - 9 Verify source ↗
The forms of characters, i.e. letters, numbers, arrows and symbols, shall conform to
AI-assisted research summary: The characters used must match the forms shown in Figure A4-2, and their width and spacing must follow Table A4-1.
9. The forms of characters, i.e. letters, numbers, arrows and symbols, shall conform to those shown in Figure A4-2. The width of characters and the space between individual characters shall be determined as indicated in Table A4-1. - 10 Verify source ↗
The face height of signs shall be as follows
AI-assisted research summary: Signs must have face heights that match the table of legend height and face height minimums.
10. The face height of signs shall be as follows: Legend height Face height (min) 200 mm 300 mm 400 mm 400 mm 600 mm 800 mm - 11 Verify source ↗
The face width of signs shall be determined using Figure A4-3 except that, where a
AI-assisted research summary: Sign face width must be determined using Figure A4-3, with minimum widths of 1.94 m or 1.46 m in certain taxiway sign cases.
11. The face width of signs shall be determined using Figure A4-3 except that, where a mandatory instruction sign is provided on one side of a taxiway only, the face width shall not be less than: a) 1.94 m where the code number is 3 or 4; and b) 1.46 m where the code number is 1 or 2. Note.— Additional guidance on determining the face width of a sign is contained in the ICAO Aerodrome Design Manual, Part 4. - 12 Verify source ↗
Borders
AI-assisted research summary: This provision sets width proportions for two aerodrome sign elements: a black vertical delineator between adjacent direction signs and a yellow border on a stand-alone location sign.
12. Borders 356 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) a) The black vertical delineator between adjacent direction signs shall have a width of approximately 0.7 of the stroke width. b) The yellow border on a stand-alone location sign shall be approximately 0.5 stroke width - 13 Verify source ↗
The colours of signs shall be in accordance with the appropriate specifications in
AI-assisted research summary: The colours of signs must match the specifications in Appendix 1.
13. The colours of signs shall be in accordance with the appropriate specifications in Appendix 1. Figure A4-1. Grid points for calculating average luminance of a sign Note 1.— The average luminance of a sign is calculated by establishing grid points on a sign face showing typical inscriptions and a background of the appropriate colour (red for mandatory instruction signs and yellow for direction and destination signs) as follows: (a) Starting at the top left corner of the sign face, establish a reference grid point at 7.5 cm from the left edge and the top of the sign face. 357 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) (b) Create a grid of 15 cm spacing horizontally and vertically from the reference grid point. Grid points within 7.5 cm of the edge of the sign face shall be excluded. (c) Where the last point in a row/column of grid points is located between - 22 Verify source ↗
5 cm and 15 cm from the edge of the sign face (but not inclusive), an
AI-assisted research summary: This provision gives technical rules for placing grid points on signs and for aeronautical data quality entries.
22.5 cm and 15 cm from the edge of the sign face (but not inclusive), an additional point shall be added 7.5 cm from this point. (d) Where a grid point falls on the boundary of a character and the background, the grid point shall be slightly shifted to be completely outside the character. Note 2.— Additional grid points may be required to ensure that each character includes at least five evenly spaced grid points. Note 3.— Where one unit includes two types of signs, a separate grid shall be established for each type. 358 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 359 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 360 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 361 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 362 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 363 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 364 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 365 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 366 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 367 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure A4-3. Sign dimensions 368 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Table A4-1. Letter and numeral widths and space between letters or numerals 369 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) ___________ ELEVENTH SCHEDULE ____________ (Made under Regulations 78) AERONAUTICAL DATA QUALITY REQUIREMENTS Table A5-1. Latitude and longitude Latitude and longitude Aerodrome reference point ................................. Navaids located at the aerodrome .................... Obstacles in Area 3 ................................................................................... ......... Obstacles in Area 2 (the part within the aerodrome boundary) .......................... Runway thresholds .......................................... Runway end (flight path alignment point) ............... Runway centre line points ........................................ Runway-holding position ................................ Taxiway centre line/parking guidance line points ... Taxiway intersection marking line ........................... Exit guidance line ................................................... Apron boundaries (polygon) .................................... 370 Accuracy Data type Integrity Classificat ion 30 m surveyed/calcula ted routine 3 m surveyed essential - 0 Verify source ↗
5 m
AI-assisted research summary: 0.5 m surveyed 5 m surveyed 1 m surveyed 1 m surveyed 1 m surveyed
0.5 m surveyed 5 m surveyed 1 m surveyed 1 m surveyed 1 m surveyed - 0 Verify source ↗
5 m
AI-assisted research summary: This text appears to be a fragment from the Civil Aviation (Aerodromes) Regulation, 2017 showing map or site labels and surveyed distances.
0.5 m surveyed 1 m surveyed essential essential critical critical critical critical essential essential essential routine The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) De-icing/anti-icing facility (polygon) .................. Aircraft stand points/INS checkpoints ..................... 1 m surveyed - 0 Verify source ↗
5 m
AI-assisted research summary: This table lists elevation/altitude/height data items and the accuracy/data type for different aerodrome-related features.
0.5 m surveyed routine routine Table A5-2. Elevation/altitude/height Elevation/altitude/height Accuracy Data type Integrity Classification Aerodrome elevation .................................. WGS-84 geoid undulation at aerodrome elevation position ............................... Runway threshold, non-precision approaches ............... WGS-84 geoid undulation at runway threshold, non- precision approaches ....... Runway threshold, precision approaches ...................... WGS-84 geoid undulation at runway threshold, precision approaches .............. Runway centre line points ........................... Taxiway centre line/parking guidance line points ......... Obstacles in Area 2 (the part within the aerodrome boundary) .................... Obstacles in Area 3 ............................................... Distance measuring equipment/precision (DME/P) ........................................... - 0 Verify source ↗
25 m
AI-assisted research summary: This text lists surveyed measurements of 0.25 m, 1 m, and 3 m.
0.25 m surveyed 1 m surveyed 3 m surveyed - 0 Verify source ↗
5 m
AI-assisted research summary: The note says high-intensity obstacle lighting is recommended for structures over 150 m above ground level, and if medium-intensity lighting is used, marking is also required.
0.5 m surveyed 3 m surveyed essential essential essential essential critical critical critical essential essential essential essential 371 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Table A5-3. Declination and magnetic variation Declination/variation Accuracy Data type Integrity Classification Aerodrome magnetic variation .......................... ILS localizer antenna magnetic variation .......... MLS azimuth antenna magnetic variation .......... 1 degree surveyed 1 degree surveyed 1 degree surveyed essential essential essential Bearing Table A5-4. Bearing ILS localizer alignment .......... MLS zero azimuth alignment ............................... Runway bearing (True) .......... Accuracy Data type Integrity Classification 1/100 degree surveyed 1/100 degree surveyed 1/100 degree surveyed essential essential routine 372 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Table A5-5. Length/distance/dimension Length/distance/dimension Accuracy Data type Integrity Classification Runway length ................................................................................................... Runway width .................................................................................................... Displaced threshold distance .............................................................................. Stopway length and width .................................................................................. Clearway length and width ................................................................................ Landing distance available ................................................................................. Take-off run available ........................................................................................ Take-off distance available ................................................................................ Accelerate-stop distance available ..................................................................... Runway shoulder width ..................................................................................... Taxiway width ................................................................................................... Taxiway shoulder width ..................................................................................... ILS localizer antenna-runway end, distance ....................................................... ILS glide slope antenna-threshold, distance along centre line ........................... ILS marker-threshold distance ........................................................................... 1 m surveyed 1 m surveyed 1 m surveyed 1 m surveyed 1 m surveyed 1 m surveyed 1 m surveyed 1 m surveyed 1 m surveyed 1 m surveyed 1 m surveyed 1 m surveyed 3 m calculated 3 m calculated 3 m calculated critical essential routine critical essential critical critical critical critical essential essential essential routine routine essential 373 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) ILS DME antenna-threshold, distance along centre line .................................... MLS azimuth antenna-runway end, distance ..................................................... MLS elevation antenna-threshold, distance along centre line ............................ MLS DME/P antenna-threshold, distance along centre line .............................. 3 m calculated 3 m calculated 3 m calculated 3 m calculated essential routine routine essential ___________________ TWELFTH SCHEDULE ____________ Regulations 238 LOCATION OF LIGHTS ON OBSTACLES 374 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Height of Structure in metres above ground level Note.— High-intensity obstacle lighting is recommended on structures with a height of more than 150 m above ground level. If medium-intensity lighting is used, marking will also be required. Figure A6-1. Medium-intensity flashing-white obstacle lighting system, Type A 375 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 376 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Height of structure in metres above ground level Note.— For night-time use only. Figure A6-2. Medium-intensity flashing-red obstacle lighting system, Type B 377 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Height of structure in metres above ground level 378 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Note.— For night-time use only. Figure A6-3. Medium-intensity fixed-red obstacle lighting system, Type C 379 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 380 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 381 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 382 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 383 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) _______ THIRTEENTH SCHEDULE ____________ Regulations 85, 87, 106 GUIDANCE MATERIAL SUPPLEMENTARY TO THE MANUAL OF AERODROME STANDARDS - 1 Verify source ↗
Number, siting and orientation of runways
AI-assisted research summary: This section concerns the number, siting, and orientation of runways.
1. Number, siting and orientation of runways Siting and orientation of runways - 1
AI-assisted research summary: Many factors must be considered when deciding where to site and how to orient runways.
1.1 Many factors shall be taken into account in the determination of the siting and orientation of runways. Without attempting to provide an exhaustive list of these factors or an analysis of their effects, it appears useful to indicate those which most frequently require study. These factors may be classified under four headings: - 1 Verify source ↗
1.1 Type of operation. Attention shall be paid in particular to whether the aerodrome is
AI-assisted research summary: The provision says to consider whether an aerodrome will be used in all weather or only visual weather conditions, and whether it will operate by day and night or only by day.
1.1.1 Type of operation. Attention shall be paid in particular to whether the aerodrome is to be used in all meteorological conditions or only in visual meteorological conditions, and whether it is intended for use by day and night, or only by day. - 1 Verify source ↗
1.2 Climatological conditions. A study of the wind distribution shall be made to
AI-assisted research summary: A wind distribution study must be made to determine the usability factor.
1.1.2 Climatological conditions. A study of the wind distribution shall be made to determine the usability factor. In this regard, the following comments shall be taken into account: a) Wind statistics used for the calculation of the usability factor are normally available in ranges of speed and direction, and the accuracy of the results obtained depends, to a large extent, on the assumed distribution of observations within these ranges. In the absence of any sure information as to the true distribution, it is usual to assume a uniform distribution since, in relation to the most favorable runway orientations, this generally results in a slightly conservative for the usability factor. b) The maximum mean cross-wind components given in Chapter 3, 3.2.1.3 refer to normal circumstances. There are some factors which may require that a reduction of those maximum values be taken into account at a particular aerodrome. These include: i) ii) the wide variations which may exist, in handling characteristics and maximum permissible cross-wind components, among diverse types of aeroplanes (including future types) within each of the three groups given in - 3 Verify source ↗
2.1.3
AI-assisted research summary: The provision lists factors to consider when assessing aerodrome conditions, including gusts, turbulence, runway features, surface conditions, crosswind limits, and poor visibility or low cloud base.
3.2.1.3; prevalence and nature of gusts; 384 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) iii) iv) v) vi) vii) prevalence and nature of turbulence; the availability of a secondary runway; the width of runways; the runway surface conditions — water, snow and ice on the runway materially reduce the allowable crosswind component; and the strength of the wind associated with the limiting cross-wind component. A study shall also be made of the occurrence of poor visibility and/or low cloud base. Account shall be taken of their frequency as well as the accompanying wind direction and speed. - 1 Verify source ↗
1.3 Topography of the aerodrome site, its approaches, and surroundings, particularly
AI-assisted research summary: Aerodrome site planning should consider obstacle limitation surfaces, land use, runway lengths, construction costs, and approach aids, and should aim to reduce noise impacts on sensitive areas.
1.1.3 Topography of the aerodrome site, its approaches, and surroundings, particularly: a) b) c) d) e) compliance with the obstacle limitation surfaces; current and future land use. The orientation and layout shall be selected so as to protect as far as possible the particularly sensitive areas such as residential, school and hospital zones from the discomfort caused by aircraft noise. Detailed information on this topic is provided in the ICAO Airport Planning Manual, Part 2, and in Guidance on the Balanced Approach to Aircraft Noise Management (Doc 9829); current and future runway lengths to be provided; construction costs; and possibility of installing suitable non-visual and visual aids for approach- to-land. - 1 Verify source ↗
1.4 Air traffic in the vicinity of the aerodrome, particularly
AI-assisted research summary: This provision lists factors relevant to air traffic near an aerodrome, including nearby aerodromes or ATS routes, traffic density, air traffic control and missed approach procedures, and the number of runways in each direction.
1.1.4 Air traffic in the vicinity of the aerodrome, particularly: a) b) c) proximity of other aerodromes or ATS routes; traffic density; and air traffic control and missed approach procedures. Number of runways in each direction - 1 Verify source ↗
2 The number of runways to be provided in each direction depends on the number of
AI-assisted research summary: The number of runways required in each direction depends on the expected number of aircraft movements.
1.2 The number of runways to be provided in each direction depends on the number of aircraft movements to be catered to. - 2 Verify source ↗
1 The decision to provide a stopway and/or a clearway as an alternative to an increased
AI-assisted research summary: A stopway or clearway may be chosen instead of increasing runway length, based on the area beyond the runway end and aircraft performance needs. A clearway must not be longer than half the take-off run available.
2.1 The decision to provide a stopway and/or a clearway as an alternative to an increased length of runway will depend on the physical characteristics of the area beyond the runway end, and on the operating performance requirements of the prospective aeroplanes. The runway, stopway and clearway lengths to be provided are determined by 385 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) the aeroplane takeoff performance, but a check shallalso be made of the landing distance required by the aeroplanes using the runway to ensure that adequate runway length is provided for landing. The length of a clearway, however, cannot exceed half the length of take-off run available. - 2 Verify source ↗
2 The aeroplane performance operating limitations require a length which is enough to
AI-assisted research summary: The text explains that, in certain take-off conditions, a decision speed applies: below it, take-off should be abandoned if an engine fails; above it, take-off should be completed.
2.2 The aeroplane performance operating limitations require a length which is enough to ensure that the aeroplane can, after starting a take-off, either be brought safely to a stop or complete the take-off safely. For the purpose of discussion it is supposed that the runway, stopway and clearway lengths provided at the aerodrome are only just adequate for the aeroplane requiring the longest take-off and accelerate-stop distances, taking into account its take-off mass, runway characteristics and ambient atmospheric conditions. Under these circumstances there is, for each take-off, a speed, called the decision speed; below this speed, the take-off must be abandoned if an engine fails, while above it the take-off must be completed. A very long take-off run and take-off distance would be required to complete a take-off when an engine fails before the decision speed is reached, because of the insufficient speed and the reduced power available. There would be no difficulty in stopping in the remaining accelerate stop distance available provided action is taken immediately. In these circumstances the correct course of action would be to abandon the take-off. - 2 Verify source ↗
3 On the other hand, if an engine fails after the decision speed is reached, the aeroplane
AI-assisted research summary: If an engine fails after decision speed is reached, the aeroplane should still be able to continue the take-off safely; stopping may be difficult because of the high speed.
2.3 On the other hand, if an engine fails after the decision speed is reached, the aeroplane will have sufficient speed and power available to complete the take-off safely in the remaining take-off distance available. However, because of the high speed, there would be difficulty in stopping the aeroplane in the remaining accelerate-stop distance available. - 2 Verify source ↗
4 The decision speed is not a fixed speed for any aeroplane, but can be selected by the
AI-assisted research summary: A pilot may choose the aeroplane’s decision speed within limits, based on take-off, runway, and atmospheric conditions.
2.4 The decision speed is not a fixed speed for any aeroplane, but can be selected by the pilot within limits to suit the accelerate-stop and take-off distance available, aeroplane take-off mass, runway characteristics, and ambient atmospheric conditions at the aerodrome. Normally, a higher decision speed is selected as the accelerate-stop distance available increases. - 2 Verify source ↗
5 A variety of combinations of accelerate-stop distances required and take-off distances
AI-assisted research summary: The provision says different combinations of accelerate-stop and take-off distances may be used for a particular aeroplane, depending on mass, runway, and weather conditions.
2.5 A variety of combinations of accelerate-stop distances required and take-off distances required can be obtained to accommodate a particular aeroplane, taking into account the aeroplane take-off mass, runway characteristics, and ambient atmospheric conditions. Each combination requires its particular length of take-off run. - 2 Verify source ↗
6 The most familiar case is where the decision speed is such that the take-off distance
AI-assisted research summary: This passage defines balanced field length and explains how runway, clearway, and stopway relate to it.
2.6 The most familiar case is where the decision speed is such that the take-off distance required is equal to the accelerate-stop distance required; this value is known as the balanced field length. Where stopway and clearway are not provided, these distances are both equal to the runway length. However, if landing distance is for the moment ignored, runway is not essential for the whole of the balanced field length, as the take-off run required is, of course, less than the balanced field length. The balanced field length can, therefore, be provided by a runway supplemented by an equal length of clearway and 386 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) stopway, instead of wholly as a runway. If the runway is used for take-off in both directions, an equal length of clearway and stopway has to be provided at each runway end. The saving in runway length is, therefore, bought at the cost of a greater overall length. - 2 Verify source ↗
7 In case economic considerations preclude the provision of stopway and, as a result,
AI-assisted research summary: If stopway cannot be provided for economic reasons and only runway and clearway are provided, the runway length must be the greater of the required accelerate-stop distance or the required take-off run.
2.7 In case economic considerations preclude the provision of stopway and, as a result, only runway and clearway are to be provided, the runway length (neglecting landing requirements) shall be equal to the accelerate-stop distance required or the take-off run required, whichever is the greater. The take-off distance available will be the length of the runway plus the length of clearway. - 2 Verify source ↗
8 The minimum runway length and the maximum stopway or clearway length to be
AI-assisted research summary: The minimum runway length, and any stopway or clearway, may be worked out from aeroplane flight manual data using the listed runway-performance rules.
2.8 The minimum runway length and the maximum stopway or clearway length to be provided may be determined as follows, from the data in the aeroplane flight manual for the aeroplane considered to be critical from the viewpoint of runway length requirements: a) b) if a stopway is economically possible, the lengths to be provided are those for the balanced field length. The runway length is the take-off run required or the landing distance required, whichever is the greater. If the accelerate-stop distance required is greater than the runway length so determined, the excess may be provided as stopway, usually at each end of the runway. In addition, a clearway of the same length as the stopway must also be provided; if a stopway is not to be provided, the runway length is the landing distance required, or if it is greater, the accelerate-stop distance required, which corresponds to the lowest practical value of the decision speed. The excess of the take-off distance required over the runway length may be provided as clearway, usually at each end of the runway. - 2 Verify source ↗
9 In addition to the above consideration, the concept of clearways in certain
AI-assisted research summary: Clearways may be applied in certain situations where the all-engines-operating take-off distance is greater than the engine-failure take-off distance.
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. - 2 Verify source ↗
10 The economy of a stopway can be entirely lost if, after each usage, it must be re
AI-assisted research summary: A stopway should be designed so it can withstand a certain number of aircraft loadings without causing structural damage to the aircraft.
2.10 The economy of a stopway can be entirely lost if, after each usage, it must be re- graded and compacted. Therefore, it shall be designed to withstand at least a certain number of loadings of the aeroplane which the stopway is intended to serve without inducing structural damage to the aeroplane. - 3 Verify source ↗
1 The declared distances to be calculated for each runway direction comprise: the take
AI-assisted research summary: For each runway direction, the declared distances include TORA, TODA, ASDA, and LDA.
3.1 The declared distances to be calculated for each runway direction comprise: the take- off run available (TORA), take-off distance available (TODA), accelerate-stop distance available (ASDA), and landing distance available (LDA). 387 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 3 Verify source ↗
2 Where a runway is not provided with a stopway or clearway and the threshold is
AI-assisted research summary: If a runway has no stopway or clearway and the threshold is at the runway end, the declared distances are normally the same as the runway length.
3.2 Where a runway is not provided with a stopway or clearway and the threshold is located at the extremity of the runway, the four declared distances shall normally be equal to the length of the runway, as shown in Figure B-1 (A). - 3 Verify source ↗
3 Where a runway is provided with a clearway (CWY), then the TODA will include the
AI-assisted research summary: If a runway has a clearway (CWY), the TODA includes the length of that clearway.
3.3 Where a runway is provided with a clearway (CWY), then the TODA will include the length of clearway, as shown in Figure B-1 (B). - 3 Verify source ↗
4 Where a runway is provided with a stopway (SWY), then the ASDA will include the
AI-assisted research summary: If a runway has a stopway, the ASDA includes the stopway length.
3.4 Where a runway is provided with a stopway (SWY), then the ASDA will include the length of stopway, as shown in Figure B-1 (C). - 3 Verify source ↗
5 Where a runway has a displaced threshold, then the LDA will be reduced by the
AI-assisted research summary: If a runway has a displaced threshold, the landing distance available (LDA) is reduced by the amount the threshold is displaced.
3.5 Where a runway has a displaced threshold, then the LDA will be reduced by the distance the threshold is displaced, as shown in Figure B-1 (D). A displaced threshold affects only the LDA for approaches made to that threshold; all declared distances for operations in the reciprocal direction are unaffected. - 3 Verify source ↗
6 Figures B-1 (B) through B-1 (D) illustrate a runway provided with a clearway or a
AI-assisted research summary: The figures illustrate a runway with a clearway, stopway, or displaced threshold.
3.6 Figures B-1 (B) through B-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 B-1 (E). - 3 Verify source ↗
7 A suggested format for providing information on declared distances is given in Figure
AI-assisted research summary: A suggested format is provided for declaring distances, and a runway direction that cannot be used for take-off or landing because it is operationally forbidden must be marked as not usable or “NU”.
3.7 A suggested format for providing information on declared distances is given in Figure B-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. 388 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 389 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure B-1:Illustration of declared distances - 4 Verify source ↗
1 Distance between slope changes
AI-assisted research summary: For a runway with code number 3, the distance D between slope changes must be at least 15,000 × (|x − y| + |y − z|) metres.
4.1 Distance between slope changes The following example illustrates how the distance between slope changes is to be determined (see Figure B-2): D for a runway where the code number is 3 shall be at least: 15 000 (|x – y| + |y – z|) m |x – y| being the absolute numerical value of x – y |y – z| being the absolute numerical value of y – z Assuming x = + 0.01 Assuming y = –0.005 Assuming z = +0.005 then |x – y| = 0.015 then|y – z| = 0.01 To comply with the specifications, D shall be not less than: that is, 15 000 (0.015 + 0.01) m, that is, 15 000 × 0.025 = 375 m - 4 Verify source ↗
2 Consideration of longitudinal and transverse slopes
AI-assisted research summary: If a runway is planned with the extreme slope and slope-change values allowed by Chapter 3, a study must be done to make sure the resulting surface profile will not hinder aeroplane operation.
4.2 Consideration of longitudinal and transverse slopes When a runway is planned that will combine the extreme values for the slopes and changes in slope permitted under Chapter 3, 3.2.1.13 to 3.2.1.19, a study shall be made to ensure that the resulting surface profile will not hamper the operation of aeroplanes. 390 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure B-2: Profile on centre line of runway - 4 Verify source ↗
3 Radio altimeter operating area
AI-assisted research summary: The radio altimeter operating area should be shaped and sized to support safe aircraft operations near a precision approach runway.
4.3 Radio altimeter operating area In order to accommodate aeroplanes making auto-coupled approaches and automatic landings (irrespective of weather conditions) it is desirable that slope changes be avoided or kept to a minimum, on a rectangular area at least 300 m long before the threshold of a precision approach runway. The area shall be symmetrical about the extended centre line, 120 m wide. When special circumstances so warrant, the width may be reduced to no less than 60 m if an aeronautical study indicates that such reduction would not affect the safety of operations of aircraft. This is desirable because these aeroplanes are equipped with a radio altimeter for final height and flare guidance, and when the aeroplane is above the terrain immediately prior to the threshold, the radio altimeter will begin to provide information to the automatic pilot for auto flare. Where slope changes cannot be avoided, the rate of change between two consecutive slopes shallnot exceed 2 per cent per 30 m. - 5 Verify source ↗
1 In adopting tolerances for runway surface irregularities, the following standard of
AI-assisted research summary: Runway wearing course surfaces must be regular enough that a 3 m straightedge shows no more than 3 mm deviation, except across the crown of a camber or drainage channels.
5.1 In adopting tolerances for runway surface irregularities, the following standard of construction is achievable for short distances of 3 m and conforms to good engineering practice: Except across the crown of a camber or across drainage channels, the finished surface of the wearing course is to be of such regularity that, when tested with a 3 m straightedge placed anywhere in any direction on the surface, there is no deviation greater than 3 mm between the bottom of the straight-edge and the surface of the pavement anywhere along the straight edge. - 5 Verify source ↗
2 Caution shall also be exercised when inserting runway lights or drainage grilles in
AI-assisted research summary: Caution must be exercised when inserting runway lights or drainage grilles in runway surfaces so that the surface stays adequately smooth.
5.2 Caution shall also be exercised when inserting runway lights or drainage grilles in runway surfaces to ensure that adequate smoothness of the surface is maintained. - 5 Verify source ↗
3 The operation of aircraft and differential settlement of surface foundations will
AI-assisted research summary: Runway surface irregularities are described as tolerable within stated limits, but if limits are exceeded, corrective action or measures must be taken quickly.
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 391 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 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. Although maximum acceptable variations vary with the type and speed of an aircraft, the limits of acceptable surface irregularities can be estimated to a reasonable extent. The following table describes the maximum and temporarily acceptable limits. If the maximum limits are exceeded, the corrective action shallbe undertaken as soon as reasonably practicable to improve the ride quality. If the temporarily acceptable limits are exceeded, the portions of the runway that exhibit such roughness shall have corrective measures taken immediately if aircraft operations are to be continued. 3 3 6 - 3
AI-assisted research summary: This line lists a minimum acceptable length of irregularity, measured in metres, followed by several numeric values.
3.5 Minimum acceptable length of irregularity (m) 45 9 15 20 30 12 4 5 - 7
AI-assisted research summary: This provision defines “surface irregularity” and “section of a runway,” and says a runway section is generally 30 to 60 metres long, though it can be longer.
7.5 8 9 11 13 15 Surface irregularity Maximum surface irregularity height (or depth) (cm) Temporary acceptable surface irregularity height (or depth) (cm) Note that “surface irregularity” is defined herein to mean isolated surface elevation deviations that do not lie along a uniform slope through any given section of a runway. For the purposes of this concern, a “section of a runway” is defined herein to mean a segment of a runway throughout which a continuing general uphill, downhill or flat slope is prevalent. The length of this section is generally between 30 and 60 metres, and can be greater, depending on the longitudinal profile and the condition of the pavement. - 5 Verify source ↗
4 Figure B-3 illustrates a comparison of the surface roughness criteria with those
AI-assisted research summary: This figure compares surface roughness criteria with criteria developed by the United States Federal Aviation Administration.
5.4 Figure B-3 illustrates a comparison of the surface roughness criteria with those developed by the United States Federal Aviation Administration. 392 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure B-3. Comparison of roughness criteria - 5 Verify source ↗
5Deformation of therunwaywith time may also increase the possibility of the formation
AI-assisted research summary: Water pools on a runway can increase aquaplaning risk, especially when they may freeze.
5.5Deformation of therunwaywith time may also increase the possibility of the formation of water pools. Pools and shallow as approximately 3 mm in depth, particularly if they are located where they are likely to be encountered at high speed by landing aeroplanes, can induce aquaplaning, which can then be sustained on a wet runway by a smaller shallow depth of water. Improved guidance regarding the significant length and depth of pools relative to aquaplaning is the subject of further research. It is, of course especially necessary to prevent pools from forming whenever there is possibility that they might become frozen. 393 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 6 Verify source ↗
Section 6
AI-assisted research summary: This section is about measuring friction-related characteristics for runway construction and maintenance.
6. Determination of surface friction characteristics for construction and maintenance purposes The guidance in this section deals with the functional measurement of friction-related aspects related to runway construction and maintenance. Excluded in this section is the operational, as opposed to functional, measurement of friction for contaminated runways. However, the devices used for functional measurement could also be used for operational measurement, but in the latter case, the figures given in ICAO Airport Services Manual (Doc 9137), Part 2, Table 3-1 are not relevant. - 6 Verify source ↗
1 The surface friction characteristics of a paved runway shallbe
AI-assisted research summary: Paved runways must be assessed for surface friction characteristics, including after new or resurfaced work and on a periodic basis.
6.1 The surface friction characteristics of a paved runway shallbe: a) b) assessed to verify the surface friction characteristics of new or resurfaced paved runways (Chapter 3, 3.2.1.24); assessed periodically in order to determine the slipperiness of paved runways (Chapter 10, 10.2.5); - 6 Verify source ↗
2 The condition of a runway pavement is generally assessed under dry conditions using
AI-assisted research summary: Runway pavement condition is generally assessed under dry conditions, and friction evaluation tests are to be done on clean runway surfaces.
6.2 The condition of a runway pavement is generally assessed under dry conditions using a self-wetting continuous friction measuring device. Evaluation tests of runway surface friction characteristics are made on clean surfaces of the runway when first constructed or after resurfacing. Note. - Although it is recognized that friction reduces with use, this value will represent the friction of the relatively long central portion of the runway that is uncontaminated by rubber deposits from aircraft operations and is therefore of operational value. Evaluation tests shall be made on clean surfaces. If it is not possible to clean a surface before testing, then for purposes of preparing an initial report a test could be made on a portion of clean surface in the central part of the runway. - 6 Verify source ↗
3 Friction tests of existing surface conditions are taken periodically in order to avoid
AI-assisted research summary: Runway surface friction must be checked periodically to avoid falling below the Authority’s minimum level, and low-friction portions must be reported in a NOTAM with their location; corrective maintenance must start without delay.
6.3 Friction tests of existing surface conditions are taken periodically in order to avoid falling below the minimum friction level specified by the Authority. When the friction of any portion of a runway is found to be below this value, then such information is promulgated in a NOTAM specifying which portion of the runway is below the minimum friction level and its location on the runway. A corrective maintenance action must be initiated without delay. Friction measurements are taken at time intervals that will ensure the identification of runways in need of maintenance or of special surface treatment before the condition becomes serious. The time interval and mean frequency of measurement depend on factors such as: aircraft type and frequency of usage, climatic conditions, pavement type, and pavement service and maintenance requirements. - 6 Verify source ↗
4 Friction measurements of existing, new or resurfaced runways are made with a
AI-assisted research summary: A continuous friction measuring device used for runway friction measurements must use self-wetting features.
6.4 Friction measurements of existing, new or resurfaced runways are made with a continuous friction measuring device provided with a smooth tread tire. The device shall 394 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) use self-wetting features to allow measurements of the surface friction characteristics to be made at a water depth of at least 1 mm. - 6 Verify source ↗
5 When it is suspected that the friction characteristics of a runway may be reduced
AI-assisted research summary: If runway friction may be reduced because of poor drainage, an extra measurement should be taken under rain-like natural conditions; if that cannot be done, the condition may be simulated.
6.5 When it is suspected that the friction characteristics of a runway may be reduced because of poor drainage, owing to inadequate slopes or depressions, then an additional measurement is made, but this time under natural conditions representative of a local rain. This measurement differs from the previous one in that water depths in the poorly cleared areas are normally greater in a local rain condition. The measurement results are thus more apt to identify problem areas having low friction values that could induce aquaplaning than the previous test. If circumstances do not permit measurements to be conducted during natural conditions representative of a rain, then this condition may be simulated. (See Section 7) - 6 Verify source ↗
6 When conducting friction tests using a self-wetting continuous friction measuring
AI-assisted research summary: The text says that during friction tests with a self-wetting continuous friction measuring device, wet runways show lower friction as speed increases, but the drop becomes smaller at higher speeds.
6.6 When conducting friction tests using a self-wetting continuous friction measuring device, it is important to note that a wet runway produces a drop in friction with an increase in speed. However, as the speed increases, the rate at which the friction is reduced becomes less. Among the factors affecting the friction coefficient between the tire and the runway surface, texture is particularly important. If the runway has a good macro-texture allowing the water to escape beneath the tire, then the friction value will be less affected by speed. Conversely, a low macro-texture surface will produce a larger drop in friction with increase in speed. - 6 Verify source ↗
7 These regulations requires the Authority to specify a minimum friction level below
AI-assisted research summary: The Authority must set friction-related maintenance levels for runway surfaces and trigger corrective maintenance below those levels.
6.7 These regulations requires the Authority to specify a minimum friction level below which corrective maintenance action shall be taken. As criteria for surface friction characteristics of new or resurfaced runway surfaces and its maintenance planning, the Authority is required to establish a maintenance planning level below which appropriate corrective maintenance action shall be initiated to improve the friction. Guidance provided in the Airport Services Manual (ICAO Doc 9137), Part 2, on establishing maintenance planning and minimum friction levels for runway surfaces in use shall apply. - 7 Verify source ↗
Drainage characteristics of the movement area and adjacent areas
AI-assisted research summary: This section is titled “Drainage characteristics of the movement area and adjacent areas.”
7. Drainage characteristics of the movement area and adjacent areas - 7 Verify source ↗
1.1 Rapid drainage of surface water is a primary safety consideration in the design,
AI-assisted research summary: Rapid drainage of surface water is a key safety consideration for designing, building, and maintaining the movement area and nearby areas.
7.1.1 Rapid drainage of surface water is a primary safety consideration in the design, construction and maintenance of the movement area and adjacent areas. The objective is to minimize water depth on the surface by draining water off the runway in the shortest path possible and particularly out of the area of the wheel path. There are two distinct drainage processes taking place: a) natural drainage of the surface water from the top of the pavement surface until it reaches the final recipient such as rivers or other water bodies; and 395 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) b) dynamic drainage of the surface water trapped under a moving tire until it reaches outside the tire-to-ground contact area. - 7 Verify source ↗
1.2 Both processes can be controlled through
AI-assisted research summary: Pavements can be controlled through design, construction, and maintenance to prevent water from accumulating on the pavement surface.
7.1.2 Both processes can be controlled through: a) design; b) construction; and c) maintenance. of the pavements in order to prevent accumulation of water on the pavement surface. - 7 Verify source ↗
2.1 Surface drainage is a basic requirement and serves to minimize water depth on the
AI-assisted research summary: Surface drainage on a runway should minimize water depth by draining water off as quickly as possible.
7.2.1 Surface drainage is a basic requirement and serves to minimize water depth on the surface. The objective is to drain water off the runway in the shortest path. Adequate surface drainage is provided primarily by an appropriately sloped surface (in both the longitudinal and transverse directions). The resulting combined longitudinal and transverse slope is the path for the drainage run-off. This path can be shortened by adding transverse grooves. - 7 Verify source ↗
2.2 Dynamic drainage is achieved through built-in texture in the pavement surface. The
AI-assisted research summary: The text says dynamic drainage in a pavement surface is achieved by built-in texture, and that transverse grooves may improve drainage if they are rigorously maintained.
7.2.2 Dynamic drainage is achieved through built-in texture in the pavement surface. The rolling tire builds up water pressure and squeezes the water out the escape channels provided by the texture. The dynamic drainage of the tire-to-ground contact area may be improved by adding transverse grooves provided that they are subject to rigorous maintenance. - 7 Verify source ↗
3.1 Through construction, the drainage characteristics of the surface are built into the
AI-assisted research summary: Construction must build the surface’s drainage characteristics into the pavement.
7.3.1 Through construction, the drainage characteristics of the surface are built into the pavement. These surface characteristics are: a) slopes; b) texture: 1) microtexture; 2) macrotexture; 396 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 7 Verify source ↗
3.2 Slopes for the various parts of the movement area and adjacent parts are described
AI-assisted research summary: This section says slopes for parts of the movement area and adjacent areas are described in Chapter 3, and the figures are given as percentages.
7.3.2 Slopes for the various parts of the movement area and adjacent parts are described in Chapter 3 and figures are given as per cent. Further guidance is given in the Aerodrome Design Manual (Doc 9157), Part 1, Chapter 5. - 7 Verify source ↗
3.3 Texture in the literature is described as microtexture or macrotexture. These terms
AI-assisted research summary: The provision says texture is described in the literature as microtexture or macrotexture, and that these terms mean different things in different parts of the aviation industry.
7.3.3 Texture in the literature is described as microtexture or macrotexture. These terms are understood differently in various parts of the aviation industry. - 7 Verify source ↗
3.4 Microtexture is the texture of the individual stones and is hardly detectable by the
AI-assisted research summary: Microtexture is the texture of individual stones and is hard to see; it is described as important for skid resistance at slow speeds.
7.3.4 Microtexture is the texture of the individual stones and is hardly detectable by the eye. Microtexture is considered a primary component in skid resistance at slow speeds. On a wet surface at higher speeds a water film may prevent direct contact between the surface asperities and the tire due to insufficient drainage from the tire-to-ground contact area. - 7 Verify source ↗
3.5 Microtexture is a built-in quality of the pavement surface. By specifying crushed
AI-assisted research summary: Microtexture is described as a built-in quality of the pavement surface.
7.3.5 Microtexture is a built-in quality of the pavement surface. By specifying crushed material that will withstand polishing microtexture, drainage of thin water films are ensured for a longer period of time. Resistance against polishing is expressed in terms of the Polished Stone Values (PSV) which is in principle a value obtained from a friction measurement in accordance with international standards. These standards define the PSV minima that will enable a material with a good microtexture to be selected. - 7 Verify source ↗
3.6 A major problem with microtexture is that it can change within short time periods
AI-assisted research summary: Microtexture can change quickly and may be hard to detect, especially where rubber deposits build up in the touchdown area.
7.3.6 A major problem with microtexture is that it can change within short time periods without being easily detected. A typical example of this is the accumulation of rubber deposits in the touchdown area which will largely mask microtexture without necessarily reducing macrotexture. - 7 Verify source ↗
3 7 Macrotexture is the texture among the individual stones. This scale of texture may
AI-assisted research summary: Macrotexture is the texture among the individual stones, and materials should be selected to achieve good macrotexture.
7.3 7 Macrotexture is the texture among the individual stones. This scale of texture may be judged approximately by the eye. Macrotexture is primarily created by the size of aggregate used or by surface treatment of the pavement and is the major factor influencing drainage capacity at high speeds. Materials shall be selected so as to achieve good macrotexture. - 7 Verify source ↗
3.8 The primary purpose of grooving a runway surface is to enhance surface drainage
AI-assisted research summary: Grooving a runway surface is intended to improve drainage.
7.3.8 The primary purpose of grooving a runway surface is to enhance surface drainage. Natural drainage can be slowed down by surface texture, but grooving can speed up the drainage by providing a shorter drainage path and increasing the drainage rate. - 7 Verify source ↗
3.9 For measurement of macrotexture, simple methods such as the “sand and grease
AI-assisted research summary: This section says macrotexture can be measured using simple methods such as the sand and grease patch methods.
7.3.9 For measurement of macrotexture, simple methods such as the “sand and grease patch” methods described in the Airport Services Manual (Doc 9137), Part 2 were developed. These methods were used for the early research on which current airworthiness requirements are based, which refer to a classification categorizing macrotexture from A to E. This classification was developed, using sand or grease patch measuring techniques, and issued in 1971 by the Engineering Sciences Data Unit (ESDU). 397 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Runway classification based on texture information from ESDU 71026: Classification A B C D E Texture depths (mm) - 7 Verify source ↗
3.10 Using this classification, the threshold value between microtexture and
AI-assisted research summary: This provision sets a texture threshold of 0.1 mm MTD between microtexture and macrotexture and notes related runway performance guidance and certification references.
7.3.10 Using this classification, the threshold value between microtexture and macrotexture is 0.1 mm mean texture depth (MTD). Related to this scale, the normal wet runway aircraft performance is based upon texture giving drainage and friction qualities midway between classification B and C (0.25 mm). Improved drainage through better texture might qualify for a better aircraft performance class. However such credit must be in accordance with aeroplane manufacturers’ documentation and agreed by the State. Presently credit is given to grooved or porous friction course runways following design, construction and maintenance criteria acceptable to the State. The harmonized certification standards of some States refer to texture giving drainage and friction qualities midway between classification D and E (1.0 mm). - 7 Verify source ↗
3.11 For construction, design and maintenance, States use various international
AI-assisted research summary: The provision says States should use international standards for construction, design, and maintenance, and it sets measurement thresholds and validity ranges for texture methods.
7.3.11 For construction, design and maintenance, States use various international standards. Currently ISO 13473-1: Characterization of pavement texture by use of surface profiles — Part 1: Determination of Mean Profile Depth links the volumetric measuring technique with non-contact profile measuring techniques giving comparable texture values. These standards describe the threshold value between microtexture and macrotexture as 0.5 mm. The volumetric method has a validity range from 0.25 to 5 mm MTD. The profilometry method has a validity range from 0 to 5 mm mean profile depth (MPD). The values of MPD and MTD differ due to the finite size of the glass spheres used in the volumetric technique and because the MPD is derived from a two- dimensional profile rather than a three-dimensional surface. Therefore a transformation equation must be established for the measuring equipment used to relate MPD to MTD. - 7 Verify source ↗
3.12 The ESDU scale groups runway surfaces based on macrotexture from A through
AI-assisted research summary: Aerodromes exposed to heavy or torrential rainfall must provide drainage that can withstand that rainfall, or limit pavement use in extreme conditions.
7.3.12 The ESDU scale groups runway surfaces based on macrotexture from A through E, where E represents the surface with best dynamic drainage capacity. The ESDU scale thus reflects the dynamic drainage characteristics of the pavement. Grooving any of these surfaces enhances the dynamic drainage capacity. The resulting drainage capacity of the surface is thus a function of the texture (A through E) and grooving. The contribution from grooving is a function of the size of the grooves and the spacing between the grooves. Aerodromes exposed to heavy or torrential rainfall must ensure that the pavement and adjacent areas have drainage capability to withstand these rainfalls or put limitations on the use of the pavements under such extreme situations. These airports 398 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) shall seek to have the maximum allowable slopes and the use of aggregates providing good drainage characteristics. They shall also consider grooved pavements in the E classification to ensure that safety is not impaired. - 7 Verify source ↗
4 Maintenance of drainage characteristics of pavement
AI-assisted research summary: Section 7.4 is about maintaining the drainage characteristics of pavement.
7.4 Maintenance of drainage characteristics of pavement - 7 Verify source ↗
4.1 Macrotexture does not change within a short timespan but accumulation of rubber
AI-assisted research summary: The text explains that runway texture can be reduced by rubber buildup, lowering drainage and safety, and that runway unevenness can cause ponding after rain.
7.4.1 Macrotexture does not change within a short timespan but accumulation of rubber can fill up the texture and as such reduce the drainage capacity, which can result in impaired safety. Furthermore the runway structure may change over time and give unevenness which results in ponding after rainfall. Guidance on rubber removal and unevenness can be found in the Airport Services Manual (Doc 9137), Part 2. Guidance on methods for improving surface texture can be found in the Aerodrome Design Manual (Doc 9157), Part 3. - 7 Verify source ↗
4.2 When groovings are used, the condition of the grooves shall be regularly inspected
AI-assisted research summary: When groovings are used, their condition must be regularly inspected.
7.4.2 When groovings are used, the condition of the grooves shall be regularly inspected to ensure that no deterioration has occurred and that the grooves are in good condition. Guidance on maintenance of pavements is available in the Airport Services Manual (Doc 9137), Part 2 — Pavement Surface Conditions and Part 9 — Airport Maintenance Practices and the Aerodrome Design Manual (Doc 9157), Part 2. - 7 Verify source ↗
4.3 The pavement may be shot blasted in order to enhance the pavement macrotexture
AI-assisted research summary: The pavement may be shot blasted to improve its macrotexture.
7.4.3 The pavement may be shot blasted in order to enhance the pavement macrotexture. - 8 Verify source ↗
1.1 The shoulder of a runway or stopway shall be prepared or constructed so as to
AI-assisted research summary: A runway or stopway shoulder must be prepared or constructed to minimize hazards to an aeroplane running off it.
8.1.1 The shoulder of a runway or stopway shall be prepared or constructed so as to minimize any hazard to an aeroplane running off the runway or stopway. Some guidance is given in the following paragraphs on certain special problems which may arise, and on the further question of measures to avoid the ingestion of loose stones or other objects by turbine engines. - 8 Verify source ↗
1.2 In some cases, the bearing strength of the natural ground in the strip may be
AI-assisted research summary: The provision says natural ground in a strip may sometimes be strong enough without special preparation to meet shoulder requirements, and where preparation is needed, the method depends on local soil conditions and the aircraft mass the runway is meant to serve.
8.1.2 In some cases, the bearing strength of the natural ground in the strip may be sufficient, without special preparation, to meet the requirements for shoulders. Where special preparation is necessary, the method used will depend on local soil conditions and the mass of the aeroplanes the runway is intended to serve. Soil tests will help in determining the best method of improvement (e.g. drainage, stabilization, surfacing, light paving). - 8 Verify source ↗
1.3 Attention shall also be paid when designing shoulders to prevent the ingestion of
AI-assisted research summary: When designing shoulders, attention must be paid to preventing stones or other objects from being ingested by turbine engines.
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 (Doc 9157) Design 399 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 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 Verify source ↗
1.4 Where shoulders have been treated specially, either to provide the required bearing
AI-assisted research summary: If runway shoulders are specially treated, visual contrast problems may occur; the issue can be addressed by contrasting surfacing or a runway side stripe marking.
8.1.4 Where shoulders have been treated specially, either to provide the required bearing strength or to prevent the presence of stones or debris, difficulties may arise because of a lack of visual contrast between the runway surface and that of the adjacent strip. This difficulty can be overcome either by providing a good visual contrast in the surfacing of the runway or strip, or by providing a runway side stripe marking. - 8 Verify source ↗
2 Objects on strips
AI-assisted research summary: Objects in or near runway strips must be shaped or buried so they do not present a hard vertical face to an aeroplane wheel.
8.2 Objects on strips Within the general area of the strip adjacent to the runway, measures shall be taken to prevent an aeroplane’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. - 8 Verify source ↗
3 Grading of a strip for precision approach runways
AI-assisted research summary: The text says the strip around an instrument runway should be graded within at least 75 m of the centre line when the code number is 3 or 4, and a wider strip may be desirable for a precision approach runway.
8.3 Grading of a strip for precision approach runways Chapter 3, 3.5.8 recommends that the portion of a strip of an instrument runway within at least 75 m from the centre line shall be graded where the code number is 3 or 4. For a precision approach runway, it may be desirable to adopt a greater width where the code number is 3 or 4. Figure B-4 shows the shape and dimensions of a wider strip that may be considered for such a runway. This strip has been designed using information on aircraft running off runways. The portion to be graded extends to a distance of 105 m from the centre line, except that the distance is gradually reduced to 75 m from the centre line at both ends of the strip, for a length of 150 m from the runway end. 400 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure B-4. Graded portion of a strip including a precision approach runway where the code number is 3 or 4
Part
PART 3:
- 1 Verify source ↗
Section 1
AI-assisted research summary: This provision lists the general information to be provided about an aerodrome or heliport, including its name, location, coordinates, dimensions, distances, operator contact details, and available safety and visual aids.
1. General Information (a) the name of the aerodrome; (b) the location of the aerodrome; (c) the geographical coordinates of the aerodrome reference point determined in terms of the World Geodetic System - 1984 (WGS-84) reference datum; (d) the heliport elevation of the touchdown and lift off area (TLOF) and or the elevation and geoid undulation of each threshold of the final approach and take off area (FATO); (e) FATO type, true bearing, designation number, length, width, slope, surface type; safety area: length, width and surface type; (f) (g) apron: surface type, helicopter stands and geographical coordinates of specific points; (h) declared distances: take off distance available, rejected take off distance (i) (j) available and landing distance available; the aerodrome reference temperature; the name of the aerodrome operator and the address, telephone and facsimile numbers at which the aerodrome operator may be contacted at all times. (k) maximum allowable mass; (l) visual aids available; (m) rescue and fire fighting surface and level of protection; (n) availability of PAPI, APAPI or helicopter approach PAPI indicator; - 2 Verify source ↗
Section 2
AI-assisted research summary: The provision lists aerodrome information that must be provided, and says information needing engineering survey or assessment must be gathered or verified by qualified technical persons.
2. Aerodrome dimensions and related information General information, including the following – (a) dimensions of safety areas, apron, clear way, FATO and TLOF, obstacle limitation surfaces, helideck obstacle-free sector, helideck obstacle limitation sector and approach surface; (b) helicopter ground taxiway, air taxiway and air transit route; (c) one or more pre-flight altimeter check locations established on an apron and their elevation; Note.- the accuracy of the information in this Part is critical to aircraft safety. Information requiring engineering survey and assessment shallbe gathered or verified by qualified technical persons. 289 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) PART 4: PARTICULARS OF THE AERODROME OPERATING PROCEDURES AND SAFETY MEASURES
Part
Chapter 3, 3.5.8 recommends that the portion of a strip of an instrument runway within at
- 9 Verify source ↗
1 Where a runway end safety area is provided in accordance with Chapter 3,
AI-assisted research summary: If a runway end safety area is provided, it should be long enough to contain overruns and undershoots, and it should take obstacles into account.
9.1 Where a runway end safety area is provided in accordance with Chapter 3, consideration shallbe 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, the first upstanding obstacle may be a road, a railroad or other constructed or natural feature. The provision of a runway end safety area shall take such obstacles into consideration. - 9 Verify source ↗
2 Where provision of a runway end safety area would be particularly prohibitive to
AI-assisted research summary: If a runway end safety area would be particularly difficult to implement, consideration must be given to reducing some declared runway distances and installing an arresting system.
9.2 Where provision of a runway end safety area would be particularly prohibitive to implement, consideration would have to be given to reducing some of the declared distances of the runway for the provision of a runway end safety area and installation of an arresting system. - 9 Verify source ↗
3 Research programmes, as well as evaluation of actual aircraft overruns into arresting
AI-assisted research summary: Research and testing have shown that some arresting systems can work predictably and effectively to stop aircraft overruns.
9.3 Research programmes, as well as evaluation of actual aircraft overruns into arresting systems, have demonstrated that the performance of some arresting systems can be predictable and effective in arresting aircraft overruns. - 9 Verify source ↗
4 Demonstrated performance of an arresting system can be achieved by a validated
AI-assisted research summary: An arresting system may be designed using a validated method, and its design and performance must be based on the type of aircraft expected to use the runway with the greatest demand on the system.
9.4 Demonstrated performance of an arresting system can be achieved by a validated design method, which can predict the performance of the system. The design and performance shall be based on the type of aircraft anticipated to use the associated runway that imposes the greatest demand upon the arresting system. - 9 Verify source ↗
5 The design of an arresting system must consider multiple aircraft parameters,
AI-assisted research summary: The design of an arresting system must take account of key aircraft parameters and allow safe use of fully loaded rescue and fire fighting vehicles.
9.5 The design of an arresting system must consider multiple aircraft parameters, including but not limited to, allowable aircraft gear loads, gear configuration, tire contact pressure, aircraft centre of gravity and aircraft speed. Accommodating undershoots must also be addressed. Additionally, the design must allow the safe operation of fully loaded rescue and fire fighting vehicles, including their ingress and egress. - 9 Verify source ↗
6 The information relating to the provision of a runway end safety area and the
AI-assisted research summary: Information about the runway end safety area and any arresting system must be published in the AIP.
9.6 The information relating to the provision of a runway end safety area and the presence of an arresting system shall be published in the AIP. - 9 Verify source ↗
7 Additional information is contained in the Aerodrome Design Manual (Doc 9157),
AI-assisted research summary: This provision says additional information is in the Aerodrome Design Manual (Doc 9157), Part 1.
9.7 Additional information is contained in the Aerodrome Design Manual (Doc 9157), Part 1. 401 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure B-5 Runway end safety area for a runway where the code number is 3 or 4
Part
Part 1.
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1.1 The threshold is normally located at the extremity of a runway, if there are no
AI-assisted research summary: The threshold is normally placed at the end of a runway unless obstacles penetrate the approach surface, and it may be permanently displaced in some local conditions.
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 Annex 10, Volume I.) - 10 Verify source ↗
1.2 In determining that no obstacle penetrate above the approach surface, account
AI-assisted research summary: When deciding whether nothing penetrates above the approach surface, mobile objects must be taken into account within the approach area described in the text.
10.1.2 In determining that no obstacle penetrate above the approach surface, account shall be taken of mobile objects (vehicles on roads, trains, etc.) at least within that portion of the approach area within 1 200 m longitudinally from the threshold and of an overall width of not less than 150 m. - 10 Verify source ↗
2.1 If an object extends above the approach surface and the object cannot be removed,
AI-assisted research summary: If an object extends above the approach surface and cannot be removed, consideration must be given to permanently displacing the threshold.
10.2.1 If an object extends above the approach surface and the object cannot be removed, consideration shall be given to displacing the threshold permanently. - 10 Verify source ↗
2.2 To meet the obstacle limitation objectives of Chapter 4, the threshold shall ideally
AI-assisted research summary: The threshold should ideally be displaced down the runway far enough to clear obstacles from the approach surface.
10.2.2 To meet the obstacle limitation objectives of Chapter 4, the threshold shall ideally be displaced down the runway for the distance necessary to provide that the approach surface is cleared of obstacles. 402 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 10 Verify source ↗
2.3 However, displacement of the threshold from the runway extremity will inevitably
AI-assisted research summary: If a runway threshold is displaced, the decision and the amount of displacement should balance clear approach surfaces against adequate landing distance.
10.2.3 However, displacement of the threshold from the runway extremity will inevitably cause reduction of the landing distance available, and this may be of greater operational significance than penetration of the approach surface by marked and lighted obstacles. A decision to displace the threshold, and the extent of such displacement, shall therefore have regard to an optimum balance between the considerations of clear approach surfaces and adequate landing distance. In deciding this question, account will need to be taken of the types of aeroplanes which the runway is intended to serve, the limiting visibility and cloud base conditions under which the runway will be used, the position of the obstacles in relation to the threshold and extended centre line and, in the case of a precision approach runway, the significance of the obstacles to the determination of the obstacle clearance limit. - 10 Verify source ↗
2.4 Notwithstanding the consideration of landing distance available, the selected
AI-assisted research summary: The selected threshold position must keep the obstacle-free surface from being steeper than 3.3% for code number 4, or 5% for code number 3.
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 Verify source ↗
2.5 In the event of a threshold being located according to the criteria for obstacle-free
AI-assisted research summary: If a threshold is located under the obstacle-free surface criteria, the obstacle marking requirements must still be met for the displaced threshold.
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 shall continue to be met in relation to the displaced threshold. - 11 Verify source ↗
1.1 The specifications in this volume provide for the basic characteristics for simple
AI-assisted research summary: This provision says the volume sets basic characteristics for simple and precision approach lighting systems and allows some flexibility for certain details.
11.1.1 The specifications in this volume provide for the basic characteristics for simple and precision approach lighting systems. For certain aspects of these systems, some latitude is permitted, for example, in the spacing between centre line lights and crossbars. The approach lighting patterns that have been generally adopted are shown in Figures B- 6 and B-7. A diagram of the inner 300 m of the precision approach category II and III lighting system is shown in Figure 5-14. - 11 Verify source ↗
1.2 The approach lighting configuration is to be provided irrespective of the location
AI-assisted research summary: The approach lighting system must reach the threshold, whether the threshold is at the runway end or displaced.
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, 5.4.1.9, and the photometric requirements specified in Appendix 2, Figure A2-1 or A2-2. - 11 Verify source ↗
1.3 Flight path envelopes to be used in designing the lighting are shown in Figure B-5
AI-assisted research summary: The lighting design should use the flight path envelopes shown in Figure B-5.
11.1.3 Flight path envelopes to be used in designing the lighting are shown in Figure B-5. 403 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 404 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure B-5. Flight path envelop to be used for lighting design for category I, II and III operations 405 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure B-6. Simple approach lighting system 406 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure B-7. Precision approach category I lighting systems 407 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) Figure B-8. Vertical installation tolerance - 11 Verify source ↗
2.1 The dimensional tolerances are shown in Figure B-7
AI-assisted research summary: The dimensional tolerances are shown in Figure B-7.
11.2.1 The dimensional tolerances are shown in Figure B-7. - 11 Verify source ↗
2.2 The centre line of an approach lighting system shall be as coincident as possible
AI-assisted research summary: The centre line of an approach lighting system should align as closely as possible with the runway’s extended centre line, within a maximum tolerance of 15′.
11.2.2 The centre line of an approach lighting system shall be as coincident as possible with the extended centre line of the runway with a maximum tolerance of ± 15′. - 11 Verify source ↗
2.3 The longitudinal spacing of the centre line lights shall be such that one light (or
AI-assisted research summary: Centre line lights must be spaced so that one light or group sits in the centre of each crossbar, with the lights between crossbars spaced as evenly as practicable.
11.2.3 The longitudinal spacing of the centre line lights shall be such that one light (or group of lights) is located in the centre of each crossbar, and the intervening centre line lights are spaced as evenly as practicable between two crossbars or a crossbar and a threshold. - 11 Verify source ↗
2.4 The crossbars and barrettes shall be at right angles to the centre line of the
AI-assisted research summary: Crossbars and barrettes must be set at right angles to the approach lighting system centre line, within the stated tolerance depending on which figure pattern is used.
11.2.4 The crossbars and barrettes shall be at right angles to the centre line of the approach lighting system with a tolerance of ± 30′, if the pattern in Figure B-7 (A) is adopted or ± 2°, if Figure B-7 (B) is adopted. - 11 Verify source ↗
2.5 When a crossbar has to be displaced from its standard position, any adjacent
AI-assisted research summary: If a crossbar must be moved from its standard position, any adjacent crossbar should also be moved, where possible, by suitable amounts to reduce spacing differences.
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. 408 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 11 Verify source ↗
2.6 When a crossbar in the system shown in Figure B-7 (A) is displaced from its
AI-assisted research summary: If a crossbar is moved from its standard position, its length must be adjusted to one twentieth of its distance from the point of origin.
11.2.6 When a crossbar in the system shown in Figure B-7 (A) is displaced from its standard position, its overall length shall be adjusted so that it remains one twentieth of the actual distance of the crossbar from the point of origin. It is not necessary, however, to adjust the standard 2.7 m spacing between the crossbar lights, but the crossbars shall be kept symmetrical about the centre line of the approach lighting. Vertical - 11 Verify source ↗
2.7 The ideal arrangement is to mount all the approach lights in the horizontal plane
AI-assisted research summary: Approach lights should generally be mounted in the horizontal plane through the threshold, unless local conditions make that impracticable, and they must not be obscured from a pilot’s view.
11.2.7 The ideal arrangement is to mount all the approach lights in the horizontal plane passing through the threshold (see Figure B-8), and this shall be the general aim as far as local conditions permit. However, buildings, trees, etc., shall not obscure the lights from the view of a pilot who is assumed to be 1° below the electronic glide path in the vicinity of the outer marker. - 11 Verify source ↗
2.8 Within a stopway or clearway, and within 150 m of the end of a runway, the lights
AI-assisted research summary: Lights in a stopway or clearway, and within 150 m of a runway end, must be installed as close to the ground as local conditions allow.
11.2.8 Within a stopway or clearway, and within 150 m of the end of a runway, the lights shall be mounted as near to the ground as local conditions permit in order to minimize risk of damage to aeroplanes in the event of an overrun or undershoot. Beyond the stopway and clearway, it is not so necessary for the lights to be mounted close to the ground and therefore undulations in the ground contours can be compensated for by mounting the lights on poles of appropriate height. - 11 Verify source ↗
2.9 It is desirable that the lights be mounted so that, as far as possible, no object within
AI-assisted research summary: Lights should be mounted so that, as far as possible, no object within 60 m on either side of the centre line projects through the approach lighting plane.
11.2.9 It is desirable that the lights be mounted so that, as far as possible, no object within a distance of 60 m on each side of the centre line protrudes through the plane of the approach lighting system. Where a tall object exists within 60 m of the centre line and within 1 350 m from the threshold for a precision approach lighting system, or 900 m for a simple approach lighting system, it may be advisable to install the lights so that the plane of the outer half of the pattern clears the top of the object. - 11 Verify source ↗
2.10 In order to avoid giving a misleading impression of the plane of the ground, the
AI-assisted research summary: Lights shall not be mounted below specified gradient limits near the threshold and beyond 300 m.
11.2.10 In order to avoid giving a misleading impression of the plane of the ground, the lights shall not be mounted below a gradient of 1 in 66 downwards from the threshold to a point 300 m out, and below a gradient of 1 in 40 beyond the 300 m point. For a precision approach category II and III lighting system, more stringent criteria may be necessary, e.g. negative slopes not permitted within 450 m of the threshold. - 11 Verify source ↗
2.11 Centre line. The gradients of the centre line in any section (including a stopway
AI-assisted research summary: Centre line gradients in any section, including a stopway or clearway, must be kept as small as practicable and must not exceed 1 in 409.
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 409 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 60 Verify source ↗
Experience has shown that as one proceeds outwards from the runway, rising
AI-assisted research summary: Gradients moving outward from the runway may be within the stated limits: rising up to 1 in 66 and falling down to 1 in 40.
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 Verify source ↗
2.12 Crossbars. The crossbar lights shall be so arranged as to lie on a straight line
AI-assisted research summary: Crossbar lights should be arranged in a straight line through the associated centre line lights, and preferably horizontally. A limited transverse gradient is allowed where it helps place the lights nearer the ground in stopways or clearways on cross-fall sites.
11.2.12 Crossbars. The crossbar lights shall be so arranged as to lie on a straight line passing through the associated centre line lights, and wherever possible this line shall be horizontal. It is permissible, however, to mount the lights on a transverse gradient not more than 1 in 80, if this enables crossbar lights within a stopway or clearway to be mounted nearer to the ground on sites where there is a cross-fall. - 11 Verify source ↗
3.1 An area, hereinafter referred to as the light plane, has been established for obstacle
AI-assisted research summary: This provision says there is a rectangular “light plane” for obstacle clearance, with all system lights located in it.
11.3.1 An area, hereinafter referred to as the light plane, has been established for obstacle clearance purposes, and all lights of the system are in this plane. This plane is rectangular in shape and symmetrically located about the approach lighting system’s centre line. It starts at the threshold and extends 60 m beyond the approach end of the system, and is 120 m wide. - 11 Verify source ↗
3.2 No objects are permitted to exist within the boundaries of the light plane which are
AI-assisted research summary: Objects are not allowed above the light plane, except where the section says otherwise.
11.3.2 No objects are permitted to exist within the boundaries of the light plane which are higher than the light plane except as designated herein. All roads and highways are considered as obstacles extending 4.8 m above the crown of the road, except aerodrome service roads where all vehicular traffic is under control of the aerodrome authorities and coordinated with the aerodrome traffic control tower. Railroads, regardless of the amount of traffic, are considered as obstacles extending 5.4 m above the top of the rails. - 11 Verify source ↗
3.3 It is recognized that some components of electronic landing aids systems, such as
AI-assisted research summary: Some components of electronic landing aids systems must be installed above the light plane, and every effort should be made to move them outside the light plane boundaries.
11.3.3 It is recognized that some components of electronic landing aids systems, such as reflectors, antennas, monitors, etc., must be installed above the light plane. Every effort shall be made to relocate such components outside the boundaries of the light plane. In the case of reflectors and monitors, this can be done in many instances. - 11 Verify source ↗
3.4 Where an ILS localizer is installed within the light plane boundaries, it is
AI-assisted research summary: If an ILS localizer is installed within the light plane boundaries, it must project above the light plane and be kept low and as far from the threshold as possible.
11.3.4 Where an ILS localizer is installed within the light plane boundaries, it is recognized that the localizer, or screen if used, must extend above the light plane. In such cases the height of these structures shall be held to a minimum and they shall be located as far from the threshold as possible. In general the rule regarding permissible heights is 15 cm for each 30 m the structure is located from the threshold. As an example, if the localizer is located 300 m from the threshold, the screen will be permitted to extend above the plane of the approach lighting system by 10 × 15 = 150 cm maximum, but preferably shall be kept as low as possible consistent with proper operation of the ILS. - 11 Verify source ↗
3.5 In locating an MLS azimuth antenna the guidance contained in Annex 10, Volume
AI-assisted research summary: When locating an MLS azimuth antenna, the Annex 10 guidance must be followed, including siting and height/distance limits.
11.3.5 In locating an MLS azimuth antenna the guidance contained in Annex 10, Volume I, Attachment G shall be followed. This material, which also provides guidance on collocating an MLS azimuth antenna with an ILS localizer antenna, suggests that the MLS azimuth antenna may be sited within the light plane boundaries where it is not 410 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) possible or practical to locate it beyond the outer end of the approach lighting for the opposite direction of approach. If the MLS azimuth antenna is located on the extended centre line of the runway, it shall be as far as possible from the closest light position to the MLS azimuth antenna in the direction of the runway end. Furthermore, the MLS azimuth antenna phase centre shall be at least 0.3 m above the light centre of the light position closest to the MLS azimuth antenna in the direction of the runway end. (This could be relaxed to 0.15 m if the site is otherwise free of significant multipath problems.) 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 Verify source ↗
3.6 Objects existing within the boundaries of the light plane, requiring the light plane
AI-assisted research summary: Objects within the boundaries of the light plane must be removed, lowered, or relocated if that is more economical than raising the light plane.
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 Verify source ↗
3.7 In some instances objects may exist which cannot be removed, lowered or
AI-assisted research summary: In limited cases, the 2 per cent slope may be exceeded or a stair step used to keep approach lights above objects, but only when standard slope criteria cannot be followed. Negative slope is not allowed in the outermost portion of the system.
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 Verify source ↗
4 Consideration of the effects of reduced lengths
AI-assisted research summary: This section is titled “Consideration of the effects of reduced lengths.”
11.4 Consideration of the effects of reduced lengths - 11 Verify source ↗
4.1 The need for an adequate approach lighting system to support precision
AI-assisted research summary: Precision approaches should have an adequate approach lighting system, with a required length of 900 m where possible.
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. 411 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 11 Verify source ↗
4.2 However, there are some runway locations where it is impossible to provide the
AI-assisted research summary: Some runway locations cannot provide a 900 m approach lighting system for precision approaches.
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 Verify source ↗
4.3 In such cases, every effort shall be made to provide as much approach lighting
AI-assisted research summary: The appropriate authority may restrict operations to runways with reduced lighting lengths, and the text says more approach lighting should be provided as far as possible in such cases.
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 Annex 6. - 12 Verify source ↗
Section 12
AI-assisted research summary: This section is titled “Priority of installation of visual approach slope indicator systems.”
12. Priority of installation of visual approach slope indicator systems - 12 Verify source ↗
1 It has been found impracticable to develop guidance material that will permit a
AI-assisted research summary: When deciding which runway gets first priority for installing a visual approach slope indicator system, the listed factors must be considered.
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: a) b) c) d) e) frequency of use; seriousness of the hazard; presence of other visual and non-visual aids; type of aeroplanes using the runway; and frequency and type of adverse weather conditions under which the runway will be used. - 12 Verify source ↗
2 With respect to the seriousness of the hazard, the order given in the application
AI-assisted research summary: The order in the application specifications for a visual approach slope indicator system may be used as a general guide when considering how serious the hazard is.
12.2 With respect to the seriousness of the hazard, the order given in the application specifications for a visual approach slope indicator system, may be used as a general guide. These may be summarized as: a) inadequate visual guidance because of: i) approaches over water or featureless terrain, or absence of sufficient extraneous light in the approach area by night; ii) deceptive surrounding terrain; serious hazard in approach; serious hazard if aeroplanes undershoot or overrun; and b) c) d) unusual turbulence. - 12 Verify source ↗
3 The presence of other visual or non-visual aids is a very important factor. Runways
AI-assisted research summary: Visual approach slope indicator systems may be lower priority for runways already equipped with ILS or MLS, but priority might be given where serious hazards exist or many aircraft using the runway lack ILS or MLS.
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 412 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) 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 aeroplanes not equipped for ILS or MLS use a runway, priority might be given to installing a visual approach slope indicator on this runway. - 12 Verify source ↗
4 Priority shall be given to runways used by turbojet aeroplanes
AI-assisted research summary: Runways used by turbojet aeroplanes must be given priority.
12.4 Priority shall be given to runways used by turbojet aeroplanes. - 13 Verify source ↗
Section 13
AI-assisted research summary: Temporarily unserviceable areas may be marked with fixed-red lights, with minimum numbers and placement rules depending on the area’s shape and size.
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 Verify source ↗
Section 14
AI-assisted research summary: This section is titled “Rapid exit taxiway indicator lights (RETILs).”
14. Rapid exit taxiway indicator lights (RETILs) - 14 Verify source ↗
1 Rapid exit taxiway indicator lights (RETILs) comprise a set of yellow unidirectional
AI-assisted research summary: RETILs are yellow runway lights arranged in a specific sequence to help pilots identify the next rapid exit taxiway.
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. - 14 Verify source ↗
2 In low visibility conditions, RETILs provide useful situational awareness cues while
AI-assisted research summary: In low visibility conditions, RETILs provide situational awareness cues and help the pilot keep the aircraft on the runway centre line.
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 Verify source ↗
3 Following a landing, runway occupancy time has a significant effect on achievable
AI-assisted research summary: After landing, runway occupancy time affects runway capacity, and pilots should keep roll-out speed up until they need to slow for a rapid exit turn-off.
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. 413 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.) - 15 Verify source ↗
Section 15
AI-assisted research summary: This section is titled “Intensity control of approach and runway lights.”
15. Intensity control of approach and runway lights - 15 Verify source ↗
1 The conspicuity of a light depends on the impression received of contrast between
AI-assisted research summary: Light visibility depends on contrast with its background, and useful approach lighting needs specified intensity levels.
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 3 000 cd, and in the case of approach lights an intensity of the order of 20 000 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. - 15 Verify source ↗
2 In fog the amount of light scattered is high. At night this scattered light increases the
AI-assisted research summary: At night, runway and approach lights should not be increased in intensity to the point that they would be excessively dazzling to pilots at close range.
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 2 000 or 3 000 cd. In an endeavour 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 Verify source ↗
3 From the foregoing will be evident the importance of adjusting the intensity of the
AI-assisted research summary: Aerodrome lights should be adjusted to suit the prevailing conditions to get the best results without dazzling the pilot.
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 (Doc 9157), Part 4. - 16 Verify source ↗
Section 16
AI-assisted research summary: A signal area should be provided only when visual ground signals are intended to be used to communicate with aircraft in flight.
16. Signal area 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 aeroplanes 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 Verify source ↗
1 Administration
AI-assisted research summary: This is a section heading for Administration in the Civil Aviation (Aerodromes) Regulation, 2017.
17.1 Administration 414 The Civil Aviation (Aerodromes) Regulation, 2017 GN. No. 73 (contd.)
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