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conforming to the specifications in Section 5.2.3 shall be
provided. Additionally, the location of any temporary threshold
shall be identified by a 3.6 m wide transverse stripe.
10.4 Visual aids
Note.- These specifications are intended to define the
maintenance perjiormance level objectives. They are not
intended to define whether the lighting system is operationally
out of service.
10.4.1 A light shall be deemed to be unserviceable when
the main beam average intensity is less than 50 per cent of the
value specified in the appropriate figure in Appendix 2. For
light units where the designed main beam average intensity is
above the value shown in Appendix 2, the 50 per cent value
shall be related to that design value.
10.4.2 A system of preventive maintenance of visual aids
shall be employed to ensure lighting and marking- system
reliability.
Note.- Guidance on preventive maintenance of visual aids
is given in the Airport Services Manual, Part 9.
10.4.3 Recommendation.- The system of preventive
maintenance employed for a precision approach runway
category 11 or III should include at least the following checks:
Note.- The following specifications are intended for a) visual inspection and in-field measurement of the
runway pavement overlay projects when the runway is to be intensity, beam spread and orientation of lights included
returned to an operational status before overlay of the entire in the approach and runway lighting systems;
runway is complete thus normally necessitating a temporary
ramp between the new and old runway surjiaces. Guidance on
overlayingpavements and assessing their operational status is
given in the Aerodrome Design Manual, Part 3.
10.3.1 The longitudinal slope of the temporary ramp,
measured with reference to the existing runway surface or
previous overlay course, shall be:
a) 0.5 to 1.0 per cent for overlays up to and including
5 cm in thickness; and
b) not more than 0.5 per cent for overlays more than
5 an in thickness.
10.3.2 Recommendation.- Overlaying should proceed
from one end of the runway toward the other end so that based
on runway utilization most aircrafi operations will experience
a down ramp.
b) control and measurement of the electrical characteristics
of each circuitry included in the approach and
runway lighting systems; and
C) conh~l of the comct fitnctioning of light intensity
settings used by air traffic control.
10.4.4 Recommendation.- In-field measurement of
intensity, beam spread and orientation of lights included in
approach and runway lighting systems for a precision
approach runway category II or III should be undertaken by
measuring all lights, as far as practicable, to ensure
conformance with the applicable specification of Appendix 2.
10.4.5 Recommendation.- Measurement of intensity,
beam spread and prientation of lights included in approach
and runway lighting systems for a precision approach runway
Chapter 10 Anna I4 -Aerodromes
category II or III should be undertaken using a mobile
measuring unit of sufficient accuracy to analyze the characteristics
of the individual lights.
10.4.6 Recommendation.- The jkquency of measurement
of lights for a precision approach runway category II or
III should be based on traffic density, the local pollution level,
the reliability of the installed lighting equipment and the
continuous assessment of the results of the in-field measurements
but in any event should not be less than twice a year for
in-pavement lights and not less than once a year for other
lights.
10.4.7 The system of preventive maintenance employed
for a precision approach runway category I1 or I11 shall have
as its objective that, during any period of category I1 or I11
operations, all approach and runway lights are serviceable, and
that in any event at least:
a) 95 per cent of the lights are serviceable in each of the
following particular significant elements:
1) precision approach category I1 and I11 lighting
system, the inner 450 m;
2) runway centre line lights;
3) runway threshold lights; and
4) runway edge lights;
b) 90 per cent of the lights are serviceable in the
touchdown zone lights;
c) 85 per cent of the lights are serviceable in the approach
lighting system beyond 450 m; and
d) 75 per cent of the lights are serviceable in the runway
end lights.
In order to provide continuity of guidance, the allowable
percentage of unserviceable lights shall not be permitted in
such a way as to alter the basic pattern of the lighting system.
Additionally, an unserviceable light shall not be permitted
　
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