Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 5622

c) when below the approach slope, see the wing bar(s) and one, two or three fly-up lights white, the more fly-up lights being visible the lower the pilot is below the approach slope; and when well below the approach slope, see the wing bar(s) and the three fly-up lights red. When on or above the approach slope, no light shall be visible from the fly-up light units; when on or below the approach slope, no light shall be visible from the fly-down light units. Figure 5-15. Visual approach slope indicator systems (A) T-VASIS (B) AT-VASIS (C) PAPI (D) APAPI 2007/70/II. szám Annex 14 — Aerodromes Volume I 25/11/04 5-28 Siting 5.3.5.9 The light units shall be located as shown in Figure 5-16, subject to the installation tolerances given therein. Note.— The siting of T-VASIS will provide, for a 3° slope and a nominal eye height over the threshold of 15 m (see 5.3.5.6 and 5.3.5.19), a pilot’s eye height over threshold of 13 m to 17 m when only the wing bar lights are visible. If increased eye height at the threshold is required (to provide adequate wheel clearance), then the approaches may be flown with one or more fly-down lights visible. The pilot’s eye height over the threshold is then of the following order: Wing bar lights and one fly-down light visible 17 m to 22 m Wing bar lights and two fly-down lights visible 22 m to 28 m Wing bar lights and three fly-down lights visible 28 m to 54 m Characteristics of the light units 5.3.5.10 The systems shall be suitable for both day and night operations. 5.3.5.11 The light distribution of the beam of each light unit shall be of fan shape showing over a wide arc in azimuth in the approach direction. The wing bar light units shall produce a beam of white light from 1°54′ vertical angle up to 6° vertical angle and a beam of red light from 0° to 1°54′ vertical angle. The fly-down light units shall produce a white beam extending from an elevation of 6° down to approximately the approach slope, where it shall have a sharp cut-off. The fly-up light units shall produce a white beam from approximately the approach slope down to 1°54′ vertical angle and a red beam below a 1°54′ vertical angle. The angle of the top of the red beam in the wing bar units and fly-up units may be increased to comply with 5.3.5.21. 5.3.5.12 The light intensity distribution of the fly-down, wing bar and fly-up light units shall be as shown in Appendix 2, Figure A2-22. 5.3.5.13 The colour transition from red to white in the vertical plane shall be such as to appear to an observer, at a distance of not less than 300 m, to occur over a vertical angle of not more than 15′. 5.3.5.14 At full intensity the red light shall have a Y coordinate not exceeding 0.320. 5.3.5.15 A suitable intensity control shall be provided to allow adjustments to meet the prevailing conditions and to avoid dazzling the pilot during approach and landing. 5.3.5.16 The light units forming the wing bars, or the light units forming a fly-down or a fly-up matched pair, shall be mounted so as to appear to the pilot of an approaching aeroplane to be substantially in a horizontal line. The light units shall be mounted as low as possible and shall be frangible. 5.3.5.17 The light units shall be so designed that deposits of condensation, dirt, etc., on optically transmitting or reflecting surfaces shall interfere to the least possible extent with the light signals and shall in no way affect the elevation of the beams or the contrast between the red and white signals. The construction of the light units shall be such as to minimize the probability of the slots being wholly or partially blocked by snow or ice where these conditions are likely to be encountered. Approach slope and elevation setting of light beams 5.3.5.18 The approach slope shall be appropriate for use by the aeroplanes using the approach. 5.3.5.19 When the runway on which a T-VASIS is provided is equipped with an ILS and/or MLS, the siting and elevations of the light units shall be such that the visual approach slope conforms as closely as possible with the glide path of the ILS and/or the minimum glide path of the MLS, as appropriate. 5.3.5.20 The elevation of the beams of the wing bar light units on both sides of the runway shall be the same. The elevation of the top of the beam of the fly-up light unit nearest to each wing bar, and that of the bottom of the beam of the flydown light unit nearest to each wing bar, shall be equal and shall correspond to the approach slope. The cut-off angle of the top of the beams of successive fly-up light units shall decrease by 5′ of arc in angle of elevation at each successive unit away from the wing bar. The cut-in angle of the bottom of the beam of the fly-down light units shall increase by 7′ of arc at each successive unit away from the wing bar (see Figure 5-17). 5.3.5.21 The elevation setting of the top of the red light beams of the wing bar and fly-up light units shall be such that, during an approach, the pilot of an aeroplane to whom the wing bar and three fly-up light units are visible would clear all objects in the approach area by a safe margin if any such light did not appear red. 5.3.5.22 The azimuth spread of the light beam shall be suitably restricted where an object located outside the obstacle protection surface of the system, but within the lateral limits of its light beam, is found to extend above the plane of the obstacle protection surface and an aeronautical study indicates that the object could adversely affect the safety of operations. The extent of the restriction shall be such that the object remains outside the confines of the light beam. 2007/70/II. szám Chapter 5 Annex 14 — Aerodromes 5-29 25/11/04 Figure 5-16. Siting of light units for T-VASIS INSTALLATION TOLERANCES The appropriate authority may:

Source: https://magyarkozlony.hu/hivatalos-lapok/7e70cec03f34e3c2efd8610b865b65591eafd701/dokumentumok/a55dc160549d57fa4db0035e37c6a6a98dd1a0b9/letoltes