Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 5904

(7) Mu-meter Trailer A A 1.0 1.0 0.72 0.66 0.52 0.38 0.42 0.26 Skiddometer Trailer B B 1.0 1.0 0.82 0.74 0.60 0.47 0.50 0.34 Surface Friction Tester Vehicle B B 1.0 1.0 0.82 0.74 0.60 0.47 0.50 0.34 Runway Friction Tester Vehicle B B 1.0 1.0 0.82 0.74 0.60 0.54 0.50 0.41 TATRA Friction Tester Vehicle B B 1.0 1.0 0.76 0.67 0.57 0.52 0.48 0.42 GRIPTESTER Trailer C C 1.0 1.0 0.74 0.64 0.53 0.36 0.43 0.24 2007/70/II. szám Annex 14 — Aerodromes Volume I 25/11/04 ATT A-8 the runway or significant portion thereof. It is considered desirable to test the friction characteristics of a paved runway at more than one speed. 7.11 Other friction measuring devices can be used, provided they have been correlated with at least one test equipment mentioned above. The Airport Services Manual, Part 2 provides guidance on the methodology for determining the friction values corresponding to the design objective, maintenance planning level and minimum friction level for a friction tester not identified in the above table. 8. Strips 8.1 Shoulders 8.1.1 The shoulder of a runway or stopway should 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. 8.1.2 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). 8.1.3 Attention should also be paid when designing shoulders to prevent the ingestion of stones or other objects by turbine engines. Similar considerations apply here to those which are discussed for the margins of taxiways in the Aerodrome Design Manual, Part 2, both as to the special measures which may be necessary and as to the distance over which such special measures, if required, should be taken. 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. 8.2 Objects on strips Within the general area of the strip adjacent to the runway, measures should 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, should be buried to a depth of not less than 30 cm. 8.3 Grading of a strip for precision approach runways Chapter 3, 3.4.8 recommends that the portion of a strip of an instrument runway within at least 75 m from the centre line should 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 A-3 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. 9. Runway end safety areas 9.1 Where a runway end safety area is provided in accordance with Chapter 3, consideration should be given to providing an area long enough to contain overruns and undershoots resulting from a reasonably probable combination of adverse operational factors. On a precision approach runway, the ILS localizer is normally the first upstanding obstacle, and the runway end safety area should extend up to this facility. In other circumstances and on a non-precision approach or noninstrument runway, the first upstanding obstacle may be a road, a railroad or other constructed or natural feature. In such circumstances, the runway end safety area should extend as far as the obstacle. 9.2 Where provision of a runway end safety area may involve encroachment in areas where it would be particularly prohibitive to implement, and the appropriate authority considers a runway end safety area essential, consideration may have to be given to reducing some of the declared distances. 10. Location of threshold 10.1 General 10.1.1 The threshold is normally located at the extremity of a runway, if there are no obstacles penetrating above the 2007/70/II. szám Attachment A Annex 14 — Aerodromes ATT A-9 25/11/04 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 should 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.) 10.1.2 In determining that no obstacle penetrate above the approach surface, account should 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. 10.2 Displaced threshold 10.2.1 If an object extends above the approach surface and the object cannot be removed, consideration should be given to displacing the threshold permanently. 10.2.2 To meet the obstacle limitation objectives of Chapter 4, the threshold should ideally be displaced down the runway for the distance necessary to provide that the approach surface is cleared of obstacles. 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, should 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. 10.2.4 Notwithstanding the consideration of landing distance available, the selected position for the threshold should not be such that the obstacle-free surface to the threshold is steeper than 3.3 per cent where the code number is 4 or steeper than 5 per cent where the code number is 3. 10.2.5 In the event of a threshold being located according to the criteria for obstacle-free surfaces in the preceding paragraph, the obstacle marking requirements of Chapter 6 should continue to be met in relation to the displaced threshold. 11. Approach lighting systems 11.1 Types and characteristics 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 A-5 and A-6. A diagram of the inner 300 m of the precision approach category II and III lighting system is shown in Figure 5-13. 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 should 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 Figure A-3. Graded portion of a strip including a precision approach runway where the code number is 3 or 4 Runway 300 m 300 m 150 m 150 m 105 m 105 m 75 m 75 m 2007/70/II. szám Annex 14 — Aerodromes Volume I 25/11/04 ATT A-10 satisfy the structural requirements specified in Chapter 5, 5.3.1.9, and the photometric requirements specified in Appendix 2, Figure A2-1 or A2-2. 11.1.3 Flight path envelopes to be used in designing the lighting are shown in Figure A-4. 11.2 Installation tolerances Horizontal 11.2.1 The dimensional tolerances are shown in Figure A-6. 11.2.2 The centre line of an approach lighting system should be as coincident as possible with the extended centre line of the runway with a maximum tolerance of ± 15′. 11.2.3 The longitudinal spacing of the centre line lights should 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. 11.2.4 The crossbars and barrettes should be at right angles to the centre line of the approach lighting system with a tolerance of ± 30′, if the pattern in Figure A-6 (A) is adopted or ± 2°, if Figure A-6 (B) is adopted. 11.2.5 When a crossbar has to be displaced from its standard position, any adjacent crossbar should, where possible, be displaced by appropriate amounts in order to reduce the differences in the crossbar spacing. 11.2.6 When a crossbar in the system shown in Figure A-6 (A) is displaced from its standard position, its overall length should be adjusted so that it remains onetwentieth 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 should be kept symmetrical about the centre line of the approach lighting. Vertical 11.2.7 The ideal arrangement is to mount all the approach lights in the horizontal plane passing through the threshold (see Figure A-7), and this should be the general aim as far as local conditions permit. However, buildings, trees, etc., should 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. 11.2.8 Within a stopway or clearway, and within 150 m of the end of a runway, the lights should 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. 11.2.9 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. 11.2.10 In order to avoid giving a misleading impression of the plane of the ground, the lights should 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. 11.2.11 Centre line. The gradients of the centre line in any section (including a stopway or clearway) should be as small as practicable, and the changes in gradients should be as few and small as can be arranged and should not exceed 1 in

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