Visual aids to navigation

Note: This appendix is ​​intended to specify the objectives of various maintenance work levels, not to determine whether the lighting system can operate.

F.1 When the average intensity of the main beam of a lamp is less than 50% of the value specified in the corresponding figure in Appendix E, the lamp should be considered unusable. When the average light intensity of the main beam of the luminaire design is greater than the value shown in Appendix E, the 50% value should be based on the design value.

F.2 A preventive maintenance system for visual aids to navigation should be adopted to ensure the reliability of the lighting and marking system.

Note: For guidance materials on preventive maintenance of visual aids to navigation, please refer to the ninth part of the ICAO Airport Service Manual.

The preventive maintenance system for class II and III precision approach runways should at least include the following inspections:

a) Visual inspection and on-site measurement of light intensity, beam spread, and light orientation of approach and runway lighting systems;

b) Inspection and measurement of the electrical characteristics of each circuit in the approach and runway lighting system;

c) The light used by air traffic control emphasizes the control of the correctness of the function.

F.3 For the on-site measurement of the light intensity, beam spread and direction of the lamps in the approach and runway lighting system of the class II and class III precision approach runways, high-precision mobile measuring equipment should be used to analyze the characteristics of each lamp and try to It is possible to measure all lamps to ensure compliance with Appendix E.

F.4 The measurement frequency of category II and III precision approach runway luminaires should be determined based on traffic density, local pollution, the reliability of lighting installations, and continuous evaluation of on-site test results. Less than twice, and no less than once a year for other lamps.

F.5 For the preventive maintenance system adopted for class II or class III precision approach runways, all approach lights and runway lights are available at any time during class II or class III precision approach flights. Situation:

a) In each of the following specific important lighting systems, 95% of the lights are available:

1) 450 m close to the runway in the category II/III precision approach lighting system;

2) Runway centerline lights;

3) Runway entrance lights;

4) Runway side lights;

b) 90% of grounded belt lights are available;

c) 85% of the approach light system beyond 450 m is available;

d) 75% of runway end lights are available.

F.6 In order to ensure the continuity of the guidance, the permitted percentage of unusable lights should not change the basic type of lighting system. In addition, in addition to the short row of lights or the horizontal row of lights allowing two adjacent lights to be unavailable, neither of the two adjacent lights is allowed to be unavailable. Note: With regard to short rows of lights, horizontal rows of lights and runway side lights, if their positions are continuous and are as follows, they can be considered adjacent:

——Horizontal, in the same short row or horizontal row of lights;

——Longitudinal, in the same row of side lights or short rows of lights.

F.7 The preventive maintenance system adopted for the stop bar of the runway holding position intended to be used at the same time as the runway when the runway visual range is less than 350 m shall meet the following requirements:

a) No more than two unusable lights;

b) Two adjacent lights should not be unusable unless the distance between the lights is much smaller than the specified value.

F.8 For the preventive maintenance system adopted for the taxiway lighting system intended to be used when the runway visual range is less than 350 m, there should not be two adjacent taxiway centerline lights that are not available.

F.9 For the preventive maintenance system adopted for the type I precision approach runway lighting system, all approach lights and runway lights should be available at any time during the type I approach flight, and under any circumstances , At least 85% of the following items are available:

a) Class I precision approach lighting system;

b) Runway entrance lights;

c) Runway side lights;

d) Runway end lights.

In order to have continuity in the guidance, two adjacent lights are not allowed to be unusable unless the distance between the lights is much smaller than the specified value. In the short row of lights and the horizontal row of lights, two adjacent lights are not available without losing its guiding role.

F.10 The preventive maintenance system adopted for the runway used for take-off when the runway visual range is less than 550 m should be available during all operating hours, and under any circumstances:

a) At least 95% of runway centerline lights (when provided) and runway side lights are available;

b) At least 75% of the runway end lights are available.

In order to have continuity in the guidance, it is not allowed for two adjacent lights to be unusable.

F.11 For the preventive maintenance system used for the runway for takeoff when the runway visual range is 550 m or greater, all runway lights should be available during any operation time, and in any case, at least 85 % Of runway side lights and runway end lights are available. In order to have continuity in the guidance, two adjacent lights are not allowed to be unusable.

In low-visibility procedures, the relevant authority should restrict construction or maintenance activities near the airport’s electrical system.