Panel 3: Canal de Plantas de Almacenam
C. Relaciones verticales entre segmentos regulados y desregulados i. Marco regulatorio
ing the ILS beam, ATC usually increase separation between aircraft on landing or take-off.
Localizer sensitive area
Runway Localizer antenna Localizer critical area 120m 300m or end of runway
Figure D9: Typical localizer critical and sensitive areas
threshold Glideslope sensitive area Runway Taxiway Glideslope critical area Glideslope antenna 30m 250m
Figure D10: Typical glideslope critical and sensitive areas
6. Characteristics of the visual aids
The runway marking and lighting standards are detailed in ICAO Annex 14 Chapter 5, Visual aids for navigation.
6.1. Runway markings
There is a no specific CAT II or CAT III requirement concerning runway markings except for the runway centreline that must have a width not less than 0.9m. The touchdown zone markings are mandatory for all runways supporting precision approaches, but CAT II/III runways usually have a distance coding.
D - Airfield requirements
p. 45CAT II and CAT III specific holding positions are normally located upstream of the standard holding position to avoid aircraft entering into the obstacle free zone or the ILS sensitive area. The markings used are also specific. They are as- sociated with CAT II or CAT III signs placed on either edge of the taxiway. The sign CAT III must be accompanied with flashing lights.
2.1m
3m
Runway
Taxiway
Figure D10: CAT II/III holding position signs
Figure D11: CAT II/III holding position markings Figure D13: Taxiway markings for CAT II/III operations
Figure D13: Touchdown zone markings for runway with a length of 2400m or more
6.2. CAT II/III Lighting systems
Runway and approach lights on runways intended to support CAT II or CAT III operations consist of high intensity lights. The main characteristics of a lighting system meeting the ICAO Annex 14 standard for CAT II/III operations are ex- plained in the following paragraph.
D - Airfield requirements
p. 46D
. Airfield requirements
6.2.1 Taxiway lights
Taxiway lights Colours Spacing Special features
Centre line green 15m on a straight section 7.5m on curves
Requested for operations with RVR <350m Edge lights blue 60m on a straight section
<60m on curves
Not requested for taxiways with centre line lights Table D1: Taxiway lights
6.2.2. Stop bars
Stop bars consists of red lights spaced at interval of 3m across the taxiway. In conditions with less than 350m RVR a stop bar shall be provided at every runway-holding position, except where appropriate aids and/or procedures (e.g. surface movement radar) are available to prevent inadvertent runway incursions. Stop bars are controlled by Air Traffic Services; the switching is made in conjunction with at least 3 taxiway centre line lights.
Figure D14: Stop bars
Figure D15: Stop bar closed Figure D16: Stop bar opened
6.2.3. Runway guard lights
Runway guard lights consist of two pairs of flashing yellow lights lo- cated at each side of the taxiway. Runway guard lights are provided at each taxiway / Runway intersection where a stop bar is not installed.
Guard lights: pair of flashing yellow lights
Figure D17: Guard lights
D - Airfield requirements
p. 476.2.4. Runway lights
Runway lights Colours Spacing Special features
Threshold Green – unidirectional 3m
Runway end Red – unidirectional 6m At least 6 lights
Edge – Variable white
– may be yellow from 600m to the runway end (limited to 1/3 of the runway)
60m May be omitted at the
intersection
Centre line – variable white
– alternate red and white from 900m (or runway mid point if RWY length <1800m) to 300m from the runway end
– red from 300m to the runway end
15m – may be reduced to 7.5m
Touchdown zone Barrette of variable white – unidirectional
– barrettes – longitudinal spacing : 60 or 30m – barrettes – lateral spacing: 18 to 22.5m
– A barrette is composed of at least 3 lights. Its length is between 3 and 4.5m
– TDZ extends from threshold to 900m from threshold (or to runway mid point if RWY length <1800m)
Table D2: Runway lights
6.2.5. The approach lighting system
The approach lighting system consists of a row of lights on the extended centreline of the runway, extending, wherever possible, over a distance of 900m from the threshold.
In addition, the system has two side rows of red lights, extending 270m from the threshold, and crossbars located at 150m, 300m, 450m, 600m and 750m from the threshold.
Such approach lighting intends to support all low visibility approaches. Depending on the operational regulations, reduced
lengths may be acceptable for CAT II or CAT III operations (please refer to Paragraph E.8, Effect of failure of ground equip-
ments). For CAT I approaches a reduced approach lighting system causes an increase in operating minima.
Approach lights Colours Spacing Special features
Extended centre line for the first 300m from the threshold
Barrettes of variable white 30m Minimum barrette length: 4m. Maximum spacing between barrettes’ lights: 1.5m Extended centre
line beyond 300m from the threshold
Variable white 30m Consists of either:
– barrettes, as used on the inner 300m
– 2 lights in the central 300m and 3 lights in the outer 300m
Side row red – barrettes - longitudinal
spacing : 30m
– barrettes – lateral spacing: equal to that of the TDZ
Length of barrettes and spacing of its lights equal to those of the TDZ
Crossbar located at 150m from threshold
Variable white Lights’ lateral spacing: ≤2.7m Fills the gap between the centre line and the side row barrettes
Crossbar located at 300m from threshold
Variable white Lights’ lateral spacing: ≤2.7m Extends to 15m on both side of the center line
Table D3: Approach lights
D - Airfield requirements
p. 48D
. Airfield requirements
Figure D18: CAT II/III approach light system
D - Airfield requirements
p. 49 Figure D19: Approach lights description Figure D20: Approach lights during a night landing6.2.6. Lighting system condition
For a runway meant for use in low visibility conditions, the electrical systems for the power supply, lighting and control of the lighting are designed so that an equipment failure will not leave the pilot with inadequate visual guidance or mislead- ing information. To achieve the required level of availability a secondary power supply must be able to switch over within one second (time extended to 15s for taxiway lights, edge lights and approach lights beyond 300m from the threshold). The maintenance services must ensure that, during any period of Category II or III operations, all approach and runway lights are serviceable, and that in any event at least 95% of the lights are serviceable except for runway end lights (75%), approach lights beyond 450m (85%) and TDZ lights (90%). In addition two adjacent lights should not remain unservice- able except for lights in a barrette or a crossbar.
6.3. Lighting systems for Lower than Standard CAT I and
other than Standard CAT II approaches
Lower than Standard CAT I and other than Standard CAT II approaches can be conducted on a runway where some or all of the elements of the ICAO Annex 14 Precision Approach Category II lighting systems are not available.
For those approaches the lighting system must include at least the runway lighting (runway edge lights, threshold lights, runway end lights).
As for CAT I operations, the length, the configuration and the intensity of the approach lighting has a direct impact on
the minimum value of the RVR requested to perform such approaches (Please refer to Paragraph G.1, Establishing oper-
ating minima). In order to easily associate an RVR to a particular approach lighting system the European regulation has classified approach lighting into four main categories:
QFALS (full approach light system):
ICAO: Precision approach CAT I Lighting System (HIALS 720 m ≥) distance coded centreline, Barrette centreline.
QIALS (intermediate approach light system):
ICAO: Simple approach lighting system (HIALS 420-719 m) single source, barrette.
QBALS (basic approach light system):
Any other approach lighting System (HIALS, MIALS or ALS 210-419 m)
QNALS (no approach light system):
Any other approach lighting system (HIALS, MIALS or ALS < 210 m) or no approach lights
D - Airfield requirements
p. 50D
. Airfield requirements
Presence of touch-down zone lights and/or runway centre line lights has also an impact on minima (Please refer to
Paragraph G.1, Establishing operating minima).
Figure D21: Basic Approach Light System (BALS) Figure D22: Full Approach Light System (FALS)
7. ATC Procedures
In low visibility conditions the increased operating risk due to the lack of visual control requires that the aerodrome op- erator or Air traffic service provide specific Low Visibility Procedures (LVP). Those procedures are aimed at maintaining a safe ground environment for aircraft and vehicles by reducing to a minimum level the risk of collision and infringement of an active runway.
Each aerodrome authority develops its own procedures taking into account local conditions; however, the main issues to address are:
– control of any person or vehicle entering on the manoeuvering area, – protection of the OFZ by the control of ground movements,
– protection of the ILS critical area and the ILS sensitive area by control of ground movements,
– separations between successive landing aeroplanes and between a departing aeroplane overflying the ILS antennas and the arriving aeroplane,
– control of runway access to prevent runway incursion by using, if necessary, any additional ground aids and equipment,
– information of the pilots in case off degradation in ILS performances and/or visual aids,
– establishment of appropriate emergency procedures (deployment of rescue and fire fighting services), – reduction of the aerodrome capacity during Low Visibility Operations.
The ATS or airport authority has to define the weather conditions at which low visibility procedures come into operation. The delay to set up those procedures requires anticipating on weather downgrading: usually LVP are activated before reaching the CAT II conditions (e.g. when RVR is lower than 600m or ceiling equal or lower than 200ft).
An operator shall verify that Low Visibility Procedures (LVP) have been established, and will be enforced, at aerodromes where Low Visibility Operations are to be conducted.
Before commencing a Low Visibility Take-Off, a lower than Standard CAT I, an other than Standard CAT II, or a Category II or III approach, the commander must ensure that appropriate Low Visibility Procedures are in operation.
There are a number of aerodromes which may support Low Visibility Take-Off although they are not approved for Cat- egory II or III operations. In such case, low visibility procedures may be lightened. The simplest acceptable LVP may consist in allowing only one aircraft at a time on the manoeuvering area and in restricting vehicle traffic to the absolute minimum.
E - Flight crew operating procedures
p. 51E. Flight crew
operating procedures
E - Flight crew operating procedures
p. 52E.
Flight crew operating procedures
1. General
Operators must develop procedures and operational instructions to be used by flight crews. These procedures and instructions must be published in the Operations Manual. All the instructions must be compatible with the limitations and mandatory procedures contained in the approved Aircraft Flight Manual.
The procedures and the operational instructions should cover normal and abnormal situations that can be encountered in actual operations.
Each airline develops its own procedures taking into account its own specificities. The following chapters give guidance material on the main items to be covered. Proposed procedures need to be modified or adapted to the airline operating rules according to the operational regulation in force.
General principles
QCAT II, other than Standard CAT II and CAT III approaches on ATR are ILS approaches for which decision
height (DH) is determined by means of a radio altimeter.
QAll CAT Il, CAT III, other than Standard CAT II and lower than Standard CAT I approaches are performed with
the autopilot engaged.
– For CAT II approaches, the autopilot is disconnected at a height of 80ft and the landing is performed manually. – For CAT IIIA, other than Standard CAT II and lower than Standard CAT I approaches the autopilot is discon- nected at touchdown: The approach and landing are performed automatically, the aircraft is controlled manu- ally during the roll-out.
QPrior to conducting a Low Visibility Take-Off, CAT Il approach, CAT III approach, other than Standard CAT II or
lower than Standard CAT I approach, each crew member must be qualified for such operations and have com-
pleted an approved training and checking program (please refer to chapter F, Flight crew training and qualification).
QCAT Il, CAT III, other than Standard CAT II and lower than Standard CAT I approaches are conducted according
to a clearly defined task sharing. Basically the pilot flying is the one who acquires the visual references and takes the decision to land or to carry out a go-around at DH. The Pilot Not Flying has the task of monitoring the approach with permanent reference to the instruments and to make the appropriate call-outs.