Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 5592

b) where a supporting structure is surrounded by nonfrangible objects, only that part of the structure that extends above the surrounding objects shall be frangible. 5.3.1.5 The provisions of 5.3.1.4 shall not require the replacement of existing installations before 1 January 2005. 5.3.1.6 When an approach light fixture or supporting structure is not in itself sufficiently conspicuous, it shall be suitably marked. Elevated lights 5.3.1.7 Elevated runway, stopway and taxiway lights shall be frangible. Their height shall be sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft. Surface lights 5.3.1.8 Light fixtures inset in the surface of runways, stopways, taxiways and aprons shall be so designed and fitted as to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the lights themselves. 5.3.1.9 Recommendation.— The temperature produced by conduction or radiation at the interface between an installed inset light and an aircraft tire should not exceed 160°C during a 10-minute period of exposure. Note.— Guidance on measuring the temperature of inset lights is given in the Aerodrome Design Manual, Part 4. Figure 5-12. Protected flight zones with indication of maximum irradiance levels for visible laser beams To be determined To be determined 5 600 m 3 700 m 18 500 m 18 500 m Aerodrome reference point (ARP) 600 m AGL 600 m AGL 2 400 m AGL 2 400 m AGL To be determined by local aerodrome operations To be determined by local aerodrome operations PROTECTED FLIGHT ZONES Elevation Laser-beam free flight zone 50 nW/cm2 Laser-beam sensitive flight zone W/cm  Laser-beam critical flight zone W/cm  2007/70/II. szám Chapter 5 Annex 14 — Aerodromes 5-19 25/11/04 Light intensity and control Note.— In dusk or poor visibility conditions by day, lighting can be more effective than marking. For lights to be effective in such conditions or in poor visibility by night, they must be of adequate intensity. To obtain the required intensity, it will usually be necessary to make the light directional, in which case the arcs over which the light shows will have to be adequate and so orientated as to meet the operational requirements. The runway lighting system will have to be considered as a whole, to ensure that the relative light intensities are suitably matched to the same end. (See Attachment A, Section 14, and the Aerodrome Design Manual, Part 4.) 5.3.1.10 The intensity of runway lighting shall be adequate for the minimum conditions of visibility and ambient light in which use of the runway is intended, and compatible with that of the nearest section of the approach lighting system when provided. Note.— While the lights of an approach lighting system may be of higher intensity than the runway lighting, it is good practice to avoid abrupt changes in intensity as these could give a pilot a false impression that the visibility is changing during approach. 5.3.1.11 Where a high-intensity lighting system is provided, a suitable intensity control shall be incorporated to allow for adjustment of the light intensity to meet the prevailing conditions. Separate intensity controls or other suitable methods shall be provided to ensure that the following systems, when installed, can be operated at compatible intensities: — approach lighting system; — runway edge lights; — runway threshold lights; — runway end lights; — runway centre line lights; — runway touchdown zone lights; and — taxiway centre line lights. 5.3.1.12 On the perimeter of and within the ellipse defining the main beam in Appendix 2, Figures A2-1 to A2-10, the maximum light intensity value shall not be greater than three times the minimum light intensity value measured in accord-ance with Appendix 2, collective notes for Figures A2-1 to A2-11, Note 2. 5.3.1.13 On the perimeter of and within the rectangle defining the main beam in Appendix 2, Figures A2-12 to A2-20, the maximum light intensity value shall not be greater than three times the minimum light intensity value measured in accordance with Appendix 2, collective notes for Figures A2-12 to A2-21, Note 2. 5.3.2 Emergency lighting Application 5.3.2.1 Recommendation.— At an aerodrome provided with runway lighting and without a secondary power supply, sufficient emergency lights should be conveniently available for installation on at least the primary runway in the event of failure of the normal lighting system. Note.— Emergency lighting may also be useful to mark obstacles or delineate taxiways and apron areas. Location 5.3.2.2 Recommendation.— When installed on a runway the emergency lights should, as a minimum, conform to the configuration required for a non-instrument runway. Characteristics 5.3.2.3 Recommendation.— The colour of the emergency lights should conform to the colour requirements for runway lighting, except that, where the provision of coloured lights at the threshold and the runway end is not practicable, all lights may be variable white or as close to variable white as practicable. 5.3.3 Aeronautical beacons Application 5.3.3.1 Where operationally necessary an aerodrome beacon or an identification beacon shall be provided at each aerodrome intended for use at night. 5.3.3.2 The operational requirement shall be determined having regard to the requirements of the air traffic using the aerodrome, the conspicuity of the aerodrome features in relation to its surroundings and the installation of other visual and non-visual aids useful in locating the aerodrome. Aerodrome beacon 5.3.3.3 An aerodrome beacon shall be provided at an aerodrome intended for use at night if one or more of the following conditions exist: 2007/70/II. szám Annex 14 — Aerodromes Volume I 25/11/04 5-20

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