Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 5913

d) unusual turbulence. 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 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. 12.4 Priority should be given to runways used by turbojet aeroplanes. 13. Lighting of unserviceable areas Where a temporarily unserviceable area exists, it may be marked with fixed-red lights. These lights should mark the most potentially dangerous extremities of the area. A minimum of four such lights should be used, except where the area is triangular in shape where a minimum of three lights may be employed. The number of lights should be increased when the area is large or of unusual configuration. At least one light should be installed for each 7.5 m of peripheral distance of the area. If the lights are directional, they should 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 should be given to adding extra lights or using omnidirectional lights to show the area from these directions. Unserviceable area lights should be frangible. Their height should be sufficiently low to preserve clearance for propellers and for engine pods of jet aircraft. 14. Rapid exit taxiway indicator lights 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. 14.2 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. 14.3 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. 15. Intensity control of approach and runway lights 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. 15.2 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 2007/70/II. szám Attachment A Annex 14 — Aerodromes ATT A-17 25/11/04 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. 15.3 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, Part 4. 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 should be recognized, however, that the type of information which may be conveyed by visual ground signals should normally be available in AIPs or NOTAM. The potential need for visual ground signals should therefore be evaluated before deciding to provide a signal area. 17. Rescue and fire fighting services 17.1 Administration 17.1.1 The rescue and fire fighting service at an aerodrome should be under the administrative control of the aerodrome management, which should also be responsible for ensuring that the service provided is organized, equipped, staffed, trained and operated in such a manner as to fulfil its proper functions. 17.1.2 In drawing up the detailed plan for the conduct of search and rescue operations in accordance with 4.2.1 of Annex 12, the aerodrome management should coordinate its plans with the relevant rescue coordination centres to ensure that the respective limits of their responsibilities for an aircraft accident within the vicinity of an aerodrome are clearly delineated. 17.1.3 Coordination between the rescue and fire fighting service at an aerodrome and public protective agencies, such as local fire brigade, police force, coast guard and hospitals, should be achieved by prior agreement for assistance in dealing with an aircraft accident. 17.1.4 A grid map of the aerodrome and its immediate vicinity should be provided for the use of the aerodrome services concerned. Information concerning topography, access roads and location of water supplies should be indicated. This map should be conspicuously posted in the control tower and fire station, and available on the rescue and fire fighting vehicles and such other supporting vehicles required to respond to an aircraft accident or incident. Copies should also be distributed to public protective agencies as desirable. 17.1.5 Coordinated instructions should be drawn up detailing the responsibilities of all concerned and the action to be taken in dealing with emergencies. The appropriate authority should ensure that such instructions are promulgated and observed. 17.2 Training The training curriculum should include initial and recurrent instruction in at least the following areas:

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