Pursuant to subsection 5.9(2) of the Aeronautics Act, and after taking into account that the exemption is in the public interest and is not likely to affect aviation safety, I hereby exempt all Canadian Airport Operators, from the requirements of section 5.3.5.1 (in part) of the Aerodrome standards and recommended practices, made pursuant tosubparagraphs 302.07(1)(a)(i) and (ii) of the Canadian Aviation Regulations and subject to the following conditions.
Subparagraphs 302.07(1)(a)(i) and (ii) of the Canadian Aviation Regulations, attached hereto as Schedule “A” require airport operators to comply with the aerodrome standards and recommended practices publications.
Section 5.3.5.1 (in part) of the Aerodrome standards and recommended practices, attached hereto as Schedule “B”, refers to the application of standard 5.3.5 (Approach lighting system), more specifically to the non-instrument runway and non-precision approach runway lighting system.
Purpose
The purpose of this exemption is to permit Canadian airport operators to install a “Visual Alignment Lighting System” that is compliant with the criteria of Annex14, Volume II, section 5.3.4 of the Convention on International Civil Aviation, attached hereto as Schedule “C” in accordance with the conditions contained in this exemption.
The specifications contained in The Aerodrome Standards and Recommended Practices (TP312, 4th Edition) do not provide for the use of such a system in Canada and therefore is not permitted since it is currently outside of the specifications. This exemption allows the introduction of the “Visual Alignment Guidance System” in Canada such as the SAGA system, as an additional lighting system option for non-instrument and non-precision runways, pending formal amendment of the Canadian standards. This exemption does not replace any of the current requirements contained in the Aerodrome Standards and Recommended Practices (TP312, 4th Edition).
Application
This exemption applies only in the context of non-instrument runway and non-precision approach runway lighting systems to all Canadian airport operators opting for the installation of a “Visual Alignment Lighting System” that is compliant with the criteria of Annex14, Volume II, section 5.3.4 of the Convention on International Civil Aviation and the conditions stated in this exemption.
CONDITIONS
The exemption shall be subject to the following conditions:
- Airport operators shall select a “Visual Alignment Lighting System” that is compliant with Annex14, Volume II, paragraphs 5.3.4.5 to 5.3.4.15, 5.3.4.18, and 5.3.4.19 of the Convention on International Civil Aviation;
- Airport operators shall locate the “Visual Alignment Lighting System” ;
- symmetrically about the runway centre line at a lateral distance of 12 m – 22.5m from the runway edge; and
- at a longitudinal distance not greater than 30 m in front of the runway threshold;
- Airport operators shall not allow the top of the light units exceed a height of 1 m above the runway threshold elevation;
- Airport operators shall have the system aligned along the take-off/approach surface;
- Airport operators shall select light units that are frangible;
- Airport operators shall keep a copy of the exemption document in the Airport Operations Manual.
Validity
This exemption is in effect until the earliest of the following:
- the date on which any of the conditions set out in this exemption is breached;
- the date on which an amendment to section 5.3.5.1 of the Aerodrome Standards and Recommended Practices (TP 312) of the Canadian Aviation Regulations comes into effect; or
- the date on which the exemption is cancelled by the Minister, in writing, where he is of the opinion that it is no longer in the public interest, or that it is likely to affect aviation safety.
Dated at Ottawa, Ontario, Canada, this 3rd day of April 2008, on behalf of the Minister of Transport, Infrastructure and Communities
Original signed by
D.B. Sherritt
Director, Standards
Civil Aviation
Transport Canada
SCHEDULE “A”
Canadian Aviation Regulations
Part III, Subpart 2
Paragraph 302.07(1) (a)
Obligations of Operator
302.07 (1) The operator of an airport shall
- comply
- subject to subparagraph (ii), with the standards set out in the aerodrome standards and recommended practices publications, as they read on the date on which the airport certificate was issued,
- in respect of any part or facility of the airport that has been replaced or improved, with the standards set out in the aerodrome standards and recommended practices publications, as they read on the date on which the part or facility was returned to service, and
- with any conditions specified in the airport certificate by the Minister pursuant to subsection 302.03(3);
SCHEDULE “B”
Aerodrome Standards and Recommended Practices (TP 312 4th ed.)
Section 5.3.5.1
Non–instrument runway
Recommendation.— A simple Approach Lighting System as specified in 5.3.5.2 to 5.3.5.13 should be provided to serve a non-instrument runway where circling guidance is necessary or where the code number is 3 or 4 and intended for use at night, except when the runway is used only in conditions of good visibility, and sufficient guidance is provided by other visual aids.
Note.— A simple Approach Light System can also provide visual guidance by day.
Non precision approach runway
Recommendation.— A simple Approach Lighting System as specified in 5.3.5.2 to 5.3.5.13 should be provided to serve a non-precision approach runway, except when the runway is used only in conditions of good visibility or sufficient guidance is provided by other visual aids.
Note.— It may be advisable to give consideration to the installation of a precision approach category I lighting system.
Precision approach runway category I
Standard.— Where physically practicable, a precision approach category I lighting system as specified in 5.3.5.14 to 5.3.5.26 shall be provided to serve a precision approach runway category I.
Precision approach runway category II and III
Standard.— Precision approach runway category II and III lighting systems as specified in 5.3.5.27 to 5.3.5.48 shall be provided to serve a precision approach runway category II or III.
SCHEDULE “C”
Annex 14 to the Convention on International Civil Aviation
Volume II – Heliports
Section 5.3.4
5.3.4 Visual alignment guidance system
Application
5.3.4.1 Recommendation.- A visual alignment guidance system should be provided to serve the approach to a heliport where one or more of the following conditions exist especially at night:
- obstacle clearance, noise abatement or traffic control procedures require a particular direction to be flown;
- the environment of the heliport provides few visual surface cues; and
- it is physically impracticable to install an approach lighting system.
Location
5.3.4.2 The visual alignment guidance system shall be located such that a helicopter is guided along the prescribed track towards the final approach and take-off area.
5.3.4.3 Recommendation.- The system should be located at the downwind edge of the final approach and takeoff area and aligned along the preferred approach direction.
5.3.4.4 The light units shall be frangible and mounted as low as possible.
Signal format
5.3.4.5 Where the lights of the system need to be seen as discrete sources, light units shall be located such that at the extremes of system coverage the angle subtended between units as seen by the pilot shall not be less than 3 minutes of arc.
5.3.4.6 The angles subtended between light units of the system and other units of comparable or greater intensities shall also be not less than 3 minutes of arc.
Note.- Requirements of 5.3.4.5 and 5.3.4.6 can be met for lights on a line normal to the line of sight if the light units are separated by I metre for every kilometre of viewing range.
5.3.4.7 The signal format of the alignment guidance system shall include a minimum of three discrete signal sectors providing “offset to the right”, “on track” and “offset to the left” signals.
5.3.4.8 The divergence of the “on track” sector of the system shall be as shown in Figure 5-11.
5.3.4.9 The signal format shall be such that there is no possibility of confusion between the system and any associated visual approach slope indicator or other visual aids.
5.3.4.10 The system shall avoid the use of the same coding as any associated visual approach slope indicator.
5.3.4.11 The signal format shall be such that the system is unique and conspicuous in all operational environments.
5.3.4.12 The system shall not significantly increase the pilot workload.
Light distribution
5.3.4.13 The useable coverage of the visual alignment guidance system shall be equal to or better than that of the visual approach slope indicator system, with which it is associated.
5.3.4.14 A suitable intensity control shall be provided so as to allow adjustment to meet the prevailing conditions and to avoid dazzling the pilot during approach and landing.
Approach track and azimuth setting
5.3.4.15 A visual alignment guidance system shall be capable of adjustment in azimuth to within +/- 5 minutes of arc of the desired approach path.
5.3.4.16 The angle of azimuth guidance system shall be such that during an approach the pilot of a helicopter at the boundary of the “on track” signal will clear all objects in the approach area by a safe margin.
5.3.4.17 The characteristics of the obstacle protection surface specified in 5.3.5.23, Table 5-l and Figure 5-13 shall equally apply to the system.
Characteristics of the visual alignment
5.3.4.18 In the event of the failure of any component affecting the signal format the system shall be automatically switched off.
5.3.4.19 The light units shall be so designed that deposits of condensation, ice, dirt, etc. on optically transmitting or reflecting surfaces will interfere to the least possible extent with the light signal and will not cause spurious or false signals to be generated.
- Date de modification :