Publication: Magyar Közlöny
Issue: MK-2007-70 (Year: 2007, Number: 70)
Era: 2004-2010
Section: Melléklet a 2007. évi XLVI. törvényhez
Paragraph Index: 5905

60. Experience has shown that as one proceeds outwards from the runway, rising gradients in any section of up to 1 in 66, and falling gradients of down to 1 in 40, are acceptable. 11.2.12 Crossbars. The crossbar lights should be so arranged as to lie on a straight line passing through the associated centre line lights, and wherever possible this line should be horizontal. It is permissible, however, to mount the lights on a transverse gradient not more than 1 in 80, if this enables crossbar lights within a stopway or clearway to be mounted nearer to the ground on sites where there is a cross-fall. 11.3 Clearance of obstacles 11.3.1 An area, hereinafter referred to as the light plane, has been established for obstacle clearance purposes, and all lights of the system are in this plane. This plane is rectangular in shape and symmetrically located about the approach lighting system’s centre line. It starts at the threshold and extends 60 m beyond the approach end of the system, and is 120 m wide. 11.3.2 No objects are permitted to exist within the boundaries of the light plane which are higher than the light plane except as designated herein. All roads and highways are considered as obstacles extending 4.8 m above the crown of the road, except aerodrome service roads where all vehicular traffic is under control of the aerodrome authorities and coordinated with the aerodrome traffic control tower. Railroads, regardless of the amount of traffic, are considered as obstacles extending 5.4 m above the top of the rails. 2007/70/II. szám Attachment A Annex 14 — Aerodromes ATT A-11 25/11/04 Figure A-4. Flight path envelopes to be used for lighting design for category I, II and III operations SECTION A-A SECTION B-B SECTION C-C Nominal glide path angle 3° 99% probability Legend For Category I operation For Category III operation For Category II operation Non-precision approach boundary 20 m C 121 m 121 m 66 m 66 m C C B A 85.5 m 40 m Runway width 45 m A B 220 m 326 m 272 m 1 100 m 900 m 600 m 300 m B A 157.1 m 94.5 m 146.5 m 120.5 m 8.5 m Category I Decision height 60 m (200’) Category II Decision height 30 m (100’) 26 m 36.6 m C 157.1 m 146.5 m 120.5 m 94.5 m 66 m 66 m 38.4 m 121 m 121 m 38.6 m 2.8 m 91.4 m 58.7 m 85.5m 85.5m B 48 m 48 m 78.8 m 32.7 m 60.9 m 47.4 m 17.4 m A 40 m R1 R1 R1 R1 R1 R1 R1 R1 R1 R1 R1 R1 R R R R 30 m R R R R R R R R R = 17.4 m = 30.9 m R1 R = 20.1 m = 32.7 m R1 R = 26 m = 36.6 m R1 Threshold 3° 2° 2007/70/II. szám Annex 14 — Aerodromes Volume I 25/11/04 ATT A-12 Figure A-5. Simple approach lighting systems CENTRE LINE THRESHOLD THRESHOLD CROSSBAR LENGTH 18 m, 30 m B.—BARRETTE A.—SINGLE SOURCE 2.7 m 30 m 10.5 m 30 m 60 m 60 m 300 m 300 m 420 m mnm 420 m mnm 4 m (3 m mnm) 2007/70/II. szám Attachment A Annex 14 — Aerodromes Figure A-6. Precision appraoch category I lighting systems ATT A-13 25/11/04 THRESHOLD POINT OF ORIGIN TRANSVERSE SCALE LONGITUDINAL SCALE Runway centre line Threshold lights 300 m crossbar Sequenced flashing lights at 30 m intervals 30 centre line barrettes at 30 m intervals A — DISTANCE CODED CENTRE LINE B — BARRETTE CENTRE LINE 1.5 m 1.5 m 2.7 m 2.7 m 45 m 2.7 m 52.5 m 37.5 m 30 m 2.7 m 22.5 m 2.7 m 300 m 150 ± 6 m 150 ± 6 m 150 ± 15 m 150 ± 15 m 150 ± 22.5 m 150 ± 22.5 m 150 m m 4.5 m 900 m 30 m 10.5 m 10.5 m 300 m 2007/70/II. szám Annex 14 — Aerodromes Volume I Figure A-7. Vertical installation tolerances 25/11/04 ATT A-14 PATTERN SLOPED DOWN TO AVOID POLES IN EXCESS OF 12 m ASSUMED APPROACH SURFACE (UPPER LIMIT FOR LIGHTS) LIGHTS SET AT MAXIMUM PERMISSIBLE RISING GRADIENT TO CLEAR HIGH GROUND GROUND MOUNTED THRESHOLD THRESHOLD RUNWAY LEVEL RUNWAY LEVEL ALTERNATIVE MOUNTING HEIGHT IF GROUND WERE MORE FAVOURABLE AND LIGHTS CAN BE MOUNTED CONVENIENTLY BETWEEN 3 m AND 6 m ABOVE GROUND LEVEL END OF STOPWAY HEIGHT OF THIS CROSSBAR ASSUMED TO BE DUE TO CROSSFALL ON GROUND LIGHTS SET AT MAXIMUM PERMISSIBLE DOWN GRADIENT TO REDUCE POLE HEIGHT IN VALLEY GROUND MOUNTED LOWER LIMIT FOR LIGHTS 1 IN 66 FROM THRESHOLD TO 300 m OUT 1 IN 40 FROM 300 m OUT TO 900 m OUT MOUNTING HEIGHT RAISED AS HIGH AS 12 m POLES WILL ALLOW LOWER LIMIT FOR LIGHTS m SCALES HORIZONTAL VERTICAL A – RISING GROUND B – FALLING GROUND 150 m 2007/70/II. szám Attachment A Annex 14 — Aerodromes ATT A-15 25/11/04 11.3.3 It is recognized that some components of electronic landing aids systems, such as reflectors, antennas, monitors, etc., must be installed above the light plane. Every effort should be made to relocate such components outside the boundaries of the light plane. In the case of reflectors and monitors, this can be done in many instances. 11.3.4 Where an ILS localizer is installed within the light plane boundaries, it is recognized that the localizer, or screen if used, must extend above the light plane. In such cases the height of these structures should be held to a minimum and they should be located as far from the threshold as possible. In general the rule regarding permissible heights is 15 cm for each 30 m the structure is located from the threshold. As an example, if the localizer is located 300 m from the threshold, the screen will be permitted to extend above the plane of the approach lighting system by 10 × 15 = 150 cm maximum, but preferably should be kept as low as possible consistent with proper operation of the ILS. 11.3.5 In locating an MLS azimuth antenna the guidance contained in Annex 10, Volume I, Attachment G should be followed. This material, which also provides guidance on collocating an MLS azimuth antenna with an ILS localizer antenna, suggests that the MLS azimuth antenna may be sited within the light plane boundaries where it is not possible or practical to locate it beyond the outer end of the approach lighting for the opposite direction of approach. If the MLS azimuth antenna is located on the extended centre line of the runway, it should be as far as possible from the closest light position to the MLS azimuth antenna in the direction of the runway end. Furthermore, the MLS azimuth antenna phase centre should be at least 0.3 m above the light centre of the light position closest to the MLS azimuth antenna in the direction of the runway end. (This could be relaxed to 0.15 m if the site is otherwise free of significant multipath problems.) Compliance with this requirement, which is intended to ensure that the MLS signal quality is not affected by the approach lighting system, could result in the partial obstruction of the lighting system by the MLS azimuth antenna. To ensure that the resulting obstruction does not degrade visual guidance beyond an acceptable level, the MLS azimuth antenna should not be located closer to the runway end than 300 m and the preferred location is 25 m beyond the 300 m crossbar (this would place the antenna 5 m behind the light position 330 m from the runway end). Where an MLS azimuth antenna is so located, a central part of the 300 m crossbar of the approach lighting system would alone be partially obstructed. Nevertheless, it is important to ensure that the unobstructed lights of the crossbar remain serviceable all the time. 11.3.6 Objects existing within the boundaries of the light plane, requiring the light plane to be raised in order to meet the criteria contained herein, should be removed, lowered or relocated where this can be accomplished more economically than raising the light plane. 11.3.7 In some instances objects may exist which cannot be removed, lowered or relocated economically. These objects may be located so close to the threshold that they cannot be cleared by the 2 per cent slope. Where such conditions exist and no alternative is possible, the 2 per cent slope may be exceeded or a “stair step” resorted to in order to keep the approach lights above the objects. Such “step” or increased gradients should be resorted to only when it is impracticable to follow standard slope criteria, and they should be held to the absolute minimum. Under this criterion no negative slope is permitted in the outermost portion of the system. 11.4 Consideration of the effects of reduced lengths 11.4.1 The need for an adequate approach lighting system to support precision approaches where the pilot is required to acquire visual references prior to landing, cannot be stressed too strongly. The safety and regularity of such operations is dependent on this visual acquisition. The height above runway threshold at which the pilot decides there are sufficient visual cues to continue the precision approach and land will vary, depending on the type of approach being conducted and other factors such as meteorological conditions, ground and airborne equipment, etc. The required length of approach lighting system which will support all the variations of such approaches is 900 m, and this shall always be provided whenever possible. 11.4.2 However, there are some runway locations where it is impossible to provide the 900 m length of approach lighting system to support precision approaches. 11.4.3 In such cases, every effort should be made to provide as much approach lighting system as possible. The appropriate authority may impose restrictions on operations to runways equipped with reduced lengths of lighting. There are many factors which determine at what height the pilot must have decided to continue the approach to land or execute a missed approach. It must be understood that the pilot does not make an instantaneous judgement upon reaching a specified height. The actual decision to continue the approach and landing sequence is an accumulative process which is only concluded at the specified height. Unless lights are available prior to reaching the decision point, the visual assessment process is impaired and the likelihood of missed approaches will increase substantially. There are many operational considerations which must be taken into account by the appropriate authorities in deciding if any restrictions are necessary to any precision approach and these are detailed in Annex 6. 12. Priority of installation of visual approach slope indicator systems 12.1 It has been found impracticable to develop guidance material that will permit a completely objective analysis to be made of which runway on an aerodrome should receive first 2007/70/II. szám Annex 14 — Aerodromes Volume I 25/11/04 ATT A-16 priority for the installation of a visual approach slope indicator system. However, factors that must be considered when making such a decision are:

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