Webinar Two Q&A
|Q1||Does this webinar attract CPD accreditation?|
|CPD is an accreditation service based in the UK.
Established in 1996, The CPD Certification Service is the independent CPD accreditation centre
“CPD stands for Continuing Professional Development (CPD) and is the term used to describe the learning activities professionals engage in to develop and enhance their abilities. It enables learning to become conscious and proactive, rather than passive and reactive”
Accredition methods for AGL trainings & personnel has been the subject of many discussions and investigations over many years globally.
ICAO (under Document 9868) and the IEC (under a review of Technical Specification 61820) will be addressing the training & competency requirements for Aerodrome Personnel which should lead to international recognition and accreditation under a CBTA (Competency Based Training & Assessment) structure.
|Q2||Whilst we are waiting, are you aware of the EASA SID 2020-07 on Preparation of Aerodromes to Resume Operations? It may be useful to run through it.|
|This was advised during Webinar 1 on Tuesday 26th May. The document EASA SIB 2020-07 ( Safety Information Bulletin) has already been made available to everyone on the TMS Training Solutions Limited website link under Webinar 1.
See : http://www.tmstrainingsolutions.com
|Q3||Do you know about EASA regulation photo metering the approach lights?|
|CS ADR-DSN.S.895 is the reference in the EASA Regulation >> It has as its reference ICAO Annex 14 Vol 1 and Edition 8 incorporating Amendment 14 is the ICAO latest issue !
EASA Serviceability levels :
- A light should be deemed to be unserviceable when the main beam average intensity is less than 50 % of the value specified in the appropriate Figure in CS ADR-DSN.U.940.
- For light units where the designed main beam average intensity is above the value shown in CS ADR-DSN.U.940, the 50 % value should be related to that design value.
- A system of preventive maintenance of visual aids should be employed to ensure lighting and marking system reliability.
- The system of preventive maintenance employed for a precision approach runway Category II or III should have as its objective that, during any period of Category II or III operations, all approach and runway lights are serviceable and that, in any event, at least >>>
See Table S2 for clarification.
Extract from Table S2 >>
Light type CAT II/III :
Approach inner 450 m 95 %
Approach outer 450 m 85 %
Runway threshold 95 %
Runway centre line 95 %
Runway edge 95 %
Runway end 75 %
Touchdown zone 90 %
ICAO Annex 14 Vol1 Edition 8 >>>
10.5.3 Recommendation.— The system of preventive maintenance employed for a precision approach runway category II or III should include at least the following checks:
a) visual inspection and in-field measurement of the intensity, beam spread and orientation of lights included in the approach and runway lighting systems;
10.5.4 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.
10.5.5 Recommendation.— 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 using a mobile measuring unit of sufficient accuracy to analyse the characteristics of the individual lights.
10.5.6 Recommendation.— The frequency 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.
You cannot MANAGE that you cannot MEASURE !
|Q4||ICAO has just amended criteria about CAT III A, B C? Please specify what is that amendment?|
|Awaiting Clarification from ICAO !
Current ICAO Document - Annex 14 Vol 1 Edition 8 incorporates the latest amendment (Amendment 14)
The CAT III A,B &C RVR designations remain unchanged in this document!
|Q5||TXY CL lights for CAT II ?|
|See Comment/answer below.|
|Q6||I always thought that Taxiway Centreline lighting is mandatory for CAT II operations? But I see that on your slide you shaded it off. Please clarify.|
|Some years back, there was some confusion regarding when to install Taxiway Centreline lights. This occurred when ICAO last changed the Category of Operation RVR levels for CAT II & III operations.
At this change, the criteria in Annex 14 Vol 1 for CAT II operations changed to RVR levels between 550 metres & 300 metres where previously the CAT II criteria had been set at 550 metres down to 350 metres.
The introduction to install Taxiway Centreline lights have always been set at an RVR level of 350 metres which means that Taxiway Centreline lights are not mandatory until an RVR below 350 metres. This criteria has remains unchanged !
Consequently, and where the requirement for Taxiway Centreline lights had previously fell under the CAT III operational criteria …. The need to install Taxway centreline lights then became a requirement under CAT II operations.
THIS REMAINS mandatory under directives in ICAO Annex 14 Vol 1 Edition 8!
We explain this scenario FULLY within our Instructor led AGL training courses.
|Q7||Please confirm PAPI not required in CAT III?|
|Perhaps the explanation & chart in the Webinar Presentation created some confusion.
An operational PAPI WingBar system is mandatory for all Categories of Operation CAT 1,2 & 3.
However, from a practical & operational point of view, the light output from an operational PAPI WingBar is “unlikely” to be visible to the pilot in Low Visibility Conditions such as CAT II and certainly not in CAT III operational conditions.
PAPI’s are installed at a location down the side of the runway (left, right or both sides) at a distance calculated according to achieving safe wheel clearance as the aircraft passes over the threshold ( this calculation is according to the largest aircraft type that normally operates from that airport).
As such, the nominal distances for the PAPI’s vary and can range between some 300 – 450 metres down from the threshold.
Consequently, when RVR visibilty conditions are below 550 metres (ie. CAT II & III operations), then the visible & operational use of PAPI’s become ineffective and is most certainly ineffective under CAT III operations.
|Q8||IHP not required in CAT I, please confirm?|
|IHP (Intermediate Holding Position) … IHP’s are used on taxiway networks at locations where several taxiways merge (such as at a busy 4 way crossroad on a highway).
They are particularly useful in LVP conditions at a typically busy taxiway junction as a safety measure.
However, if ”traffic control” is needed at a taxiway junction as described above then a StopBar configuration should be employed.
Better visibility conditions clearly helps pilots to understand & see where they are routed hence are able to normally transit safely in CAT I operational conditions.
This is the standard & recommendations :
ICAO Annex 14 Vol 1 Ed 8 :
22.214.171.124 Recommendation.— A stop bar should be provided at an intermediate holding position when it is desired to supplement markings with lights and to provide traffic control by visual means.
126.96.36.199 Except where a stop bar has been installed, intermediate holding position lights shall be provided at an intermediate holding position intended for use in runway visual range conditions less than a value of 350 m.
188.8.131.52 Recommendation.— Intermediate holding position lights should be provided at an intermediate holding position where there is no need for stop-and-go signals as provided by a stop bar.
This means that IHP’s are required for CAT II conditions BUT not mandatory for CAT I conditions UNLESS Traffic Density and/or other potential confusion exists at a taxiway junction and where a StopBar is not employed!
Webinar Two Resources
A-SMGCS Level V.mp4 • Airfield Safety & Incursion Prevention – Airfield Basics_WMV V9.wmv • Eurocontrol COVID Directives 290520.pdf • Dublin Night Approach Video • TMS Training Solutions Webinar 2 – Q&A Questions • TMS Webinar Two Presentation.pdf