Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 5742

h) illumination of apron areas over which passengers may walk. Note.— Specifications for secondary power supply for radio navigation aids and ground elements of communications systems are given in Annex 10, Volume I, Chapter 2. 8.1.11 Recommendation.— Requirements for a secondary power supply should be met by either of the following: — independent public power, which is a source of power supplying the aerodrome service from a substation other than the normal substation through a transmission line following a route different from the normal power supply route and such that the possibility of a simultaneous failure of the normal and independent public power supplies is extremely remote; or — standby power unit(s), which are engine generators, batteries, etc., from which electric power can be obtained. Note.— Guidance on electrical systems is included in the Aerodrome Design Manual, Part 5. 8.2 System design 8.2.1 For a runway meant for use in runway visual range conditions less than a value of 550 m, the electrical systems for the power supply, lighting and control of the lighting systems included in Table 8-1 shall be so designed that an equipment failure will not leave the pilot with inadequate visual guidance or misleading information. Note.— Guidance on means of providing this protection is given in the Aerodrome Design Manual, Part 5. 8.2.2 Where the secondary power supply of an aerodrome is provided by the use of duplicate feeders, such supplies shall be physically and electrically separate so as to ensure the required level of availability and independence. 8.2.3 Where a runway forming part of a standard taxiroute is provided with runway lighting and taxiway lighting, the lighting systems shall be interlocked to preclude the possibility of simultaneous operation of both forms of lighting. 8.3 Monitoring Note.— Guidance on this subject is given in the Aerodrome Design Manual, Part 5. 8.3.1 Recommendation.— A system of monitoring should be employed to indicate the operational status of the lighting systems. 8.3.2 Where lighting systems are used for aircraft control purposes, such systems shall be monitored automatically so as to provide an indication of any fault which may affect the control functions. This information shall be automatically relayed to the air traffic service unit. 8.3.3 Recommendation.— Where a change in the operational status of lights has occurred, an indication should be provided within two seconds for a stop bar at a runwayholding position and within five seconds for all other types of visual aids. 8.3.4 Recommendation.— For a runway meant for use in runway visual range conditions less than a value of 550 m, the lighting systems detailed in Table 8-1 should be monitored automatically so as to provide an indication when the serviceability level of any element falls below the minimum serviceability level specified in 10.4.7 to 10.4.11, as appropriate. This information should be automatically relayed to the maintenance crew. 8.3.5 Recommendation.— For a runway meant for use in runway visual range conditions less than a value of 550 m, the lighting systems detailed in Table 8-1 should be monitored automatically to provide an indication when the serviceability level of any element falls below the minimum level specified by the appropriate authority below which operations should not continue. This information should be automatically relayed to the air traffic services unit and displayed in a prominent position. Note.— Guidance on air traffic control interface and visual aids monitoring is included in the Aerodrome Design Manual, Part 5. 2007/70/II. szám Chapter 8 Annex 14 — Aerodromes 8-3 25/11/04 Table 8-1. Secondary power supply requirements (see 8.1.4) Runway Lighting aids requiring power Maximum switch-over time Non-instrument Visual approach slope indicatorsa Runway edgeb Runway thresholdb Runway endb Obstaclea See 8.1.4 and 8.1.9 Non-precision approach Approach lighting system Visual approach slope indicatorsa, d Runway edged Runway thresholdd Runway end Obstaclea 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds Precision approach category I Approach lighting system Runway edged Visual approach slope indicatorsa, d Runway thresholdd Runway end Essential taxiwaya Obstaclea 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds Precision approach category II/III Inner 300 m of the approach lighting system Other parts of the approach lighting system Obstaclea Runway edge Runway threshold Runway end Runway centre line Runway touchdown zone All stop bars Essential taxiway 1 second 15 seconds 15 seconds 15 seconds 1 second 1 second 1 second 1 second 1 second 15 seconds Runway meant for take-off in runway visual range conditions less than a value of 800 m Runway edge Runway end Runway centre line All stop bars Essential taxiwaya Obstaclea 15 secondsc 1 second 1 second 1 second 15 seconds 15 seconds a. Supplied with secondary power when their operation is essential to the safety of flight operation. b. See Chapter 5, 5.3.2 regarding the use of emergency lighting. c. One second where no runway centre line lights are provided. d. One second where approaches are over hazardous or precipitous terrain. 2007/70/II. szám ANNEX 14 — VOLUME I 9-1 25/11/04 CHAPTER 9. AERODROME OPERATIONAL SERVICES, EQUIPMENT AND INSTALLATIONS 9.1 Aerodrome emergency planning General Introductory Note.— Aerodrome emergency planning is the process of preparing an aerodrome to cope with an emergency occurring at the aerodrome or in its vicinity. The objective of aerodrome emergency planning is to minimize the effects of an emergency, particularly in respect of saving lives and maintaining aircraft operations. The aerodrome emergency plan sets forth the procedures for coordinating the response of different aerodrome agencies (or services) and of those agencies in the surrounding community that could be of assistance in responding to the emergency. Guidance material to assist the appropriate authority in establishing aerodrome emergency planning is given in the Airport Services Manual, Part 7. 9.1.1 An aerodrome emergency plan shall be established at an aerodrome, commensurate with the aircraft operations and other activities conducted at the aerodrome. 9.1.2 The aerodrome emergency plan shall provide for the coordination of the actions to be taken in an emergency occurring at an aerodrome or in its vicinity. Note.— Examples of emergencies are: aircraft emergencies, sabotage including bomb threats, unlawfully seized aircraft, dangerous goods occurrences, building fires and natural disasters. 9.1.3 The plan shall coordinate the response or participation of all existing agencies which, in the opinion of the appropriate authority, could be of assistance in responding to an emergency. Note.— Examples of agencies are: — on the aerodrome: air traffic control unit, rescue and fire fighting services, aerodrome administration, medical and ambulance services, aircraft operators, security services, and police; — off the aerodrome: fire departments, police, medical and ambulance services, hospitals, military, and harbour patrol or coast guard. 9.1.4 Recommendation.— The plan should provide for cooperation and coordination with the rescue coordination centre, as necessary. 9.1.5 Recommendation.— The aerodrome emergency plan document should include at least the following:

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