Approved by the Secretary General and published under his authority Mar 3, Regulatory Framework. Approved by and published under the authority of the Secretary General. Airport Services Manual. Part 1 — Rescue and Firefighting. Fourth Edition, Aerodrome Design and Operations. Dangerous Goods by Air. Emergency Planning Doc Jul 17, Guidance material to assist the appropriate authority in establishing aerodrome emergency planning is given in the. Doc Part 7 - Airport. Emergency Planning.
Feb 25, Page 3 of 7. Manual Doc , Part 7. Manual Doc Annex 14, Volume 1, Chapter 9, Aerodrome design and operations to the. Feb 24, Annex 14, Chapter 1 least annually. The causes for the loss in light output can be contaminants 2. The light can and General should be restored to its original condition by cleaning or replacing the lamp and any parts which have apparently 2. Service records showing complies with the specified requirements.
Reference is maintenance schedules recommended by the manufacturer made to Annex 14, Chapter 9. These can be arranged in a dated reminder file to make sure all equipment is serviced regularly. This record should have space to enter observations, measure- ments and initials of the servicing individual. If local conditions indicate a change in time interval of servicing to 2.
These individuals should be present or on call 2. Training programmes according to the type of equipment, its location and usage. The following schedules are presented as guidance material in establishing a preventive maintenance programme.
More 2. The time 2. The level of rtock will vary depending on the turers' instructions or be applied to similar equipment not time required to re-supply a particulal item and its shelf mentioned.
Each check should be followed by appropriate life. Part 9. These normally need less maintenance than approach, Semi-annually: runway or taxiway lighting systems. Their maintenance - alignment of the system; adjusting. Sernl-annualiy only for airport beacon : - power supply brushes and slip-rings ; cleaning or replacing 2.
General hints for maintenance of lights Annually: 2. The quality of service will also be higher in replacing workshops than out of doors. This is particularly app! Provision - wind direction indicator after severe storms; rcpairinp. Contamination of reflector and lens will result in a further degradation of light output. While when its output is less than 50 per cent of the required elevated approach and edge lights are normally contami- intensity. For practical reasons replacement of a light is nated by weather effects only dust carried by wind and recommended when its output falls below 70 per cent of tain , more severe contamination can be observed on inset that specified for a new light.
Rubber deposits from tires on touchdown and exhaust from engine reverse thrust 2. Appropri- glassware of lights. The very different degree of contami- ate equipment for both field and bench measurement of nation must be reflected in the maintenance schedule of light output is available. Wheel loads on inset lights may frequently glassware with a cleansing mixture of water and a cpecial cause damage. One type of measuring equipment offered solvent that will neither affect the sealing material nor by the light manufacturers for field use consists of a produce a residual film on the glass.
The solvent must be photocell and a microammeter. Such measuring devices are given sufficient time to dissolve the deposits. If necessary, placed over the light fitting and the meter reading observed rubber spots may bc scraped off by using plastic tools or is compared with the calibration value.
Before measuring, powder before using the solvent. The cleaning technique and the materials used should not scratch or groove the glass surface nor 2.
In such with a new light. Special 2. Often a much faster visual observation carrled out by experienced 2. Furthermore, light manufacturers offer suitable adjustment equipment for theit product.
Ream misalign- 2. Airport Services Manual 2. Lamp replacement of elevated lights may measuring equipment produced by the light manufacturer be carried out on site provided that the casing can b e concerned should be used. The equipment consists of a opened easily and quickly, and the socket of the lamp needs bench to fix the light and a photocell sensor element. Microammeter readings should be compared with the calibration value.
Directional adjustments can be made Removal of water using the alignment screws. Water 2. Before insetting a light vertical surface located approximately 3 m in front of the into the pavement good drainage of the opening must be light unit. With photocells at the vertical and horizontal ensured. Nevertheless, penetration of moisture and limit lines of the isocandela curve, comparison with the accumulation of water cannot be precluded completely.
Lights should Regular inspection is necessary t o check lights for the be switched to the maximum brightness level before testing. Lights found to be wet inside should be removed and replaced, if such a procedure is possible with the type of light. Other wise, drying must be carried out on Lamp replacement the spot. After drying, the sealings should be checked carefully and replaced when necessary. Before closing a 2.
The life time depends on the to permit any residual moisture to evaporate due to the percentage of operation at high brightness levels and on the temperature increase inside.
Also, dynamic stresses imposed by aircraft wheel loads inset lights and temperature-induced 2. Lamps which have failed should be replaced as soon as possible since the water on and in front of the glass of inset lights.
Water may bend the light beam, thus rnisaligning the light direction. If lighting system of an airport has to meet specified service- ability requirements. Reference is made to Annex 14, such a situation is observed, the drainage has to be improved. Chapter 9. Maintenance should ensure integrity intervals; and perfect legibility of the information provided by the - bulk changing of lamps in certain sections of the entire signs.
The design and constluction of signs varies consider- lighting system, in accordance with a fixed time ably but the following general checks and, if necessary, schedule.
The intervals between replacements have to be maintenance action, are recommended for each sign: derived from local experience with the average life of lamps in use. Lamps should be changed when they have been operated for 80 per cent of their average life. For Daily: this maintenance method a reliable record of operating - lighting; replacing burnt-out lamps hours for the individual sections of the airport's lighting - iriscriptions for legibility and absence of obstructions; system is a prerequisite.
This method requires less repairing the signs and removing obstructions. Annually: 2. When rubber deposits have been 2. I All markings on paved areas should be inspected removed from the pavement all defaced markings should at least semi-annually. I,ocal conditions will determine be restored as soon as possible. Chapter 3 Maintenance of Airport Electrical Systems 3. Apart from visual aids, the air navigation equipment and 3.
Guidance on the maintenance of visual aids is the operator's own experience regarding the frequency of given in Chapter 2 of the manual, maintenance pro- malfunctions. Therefore, a record of maintenance work grammes for other equipment and installations are to be carried out will need to be maintained.
Therefore, the equipment will only be achieved as long as a constant following schedules provide only general guidance on the power supply is maintained. To this end, regular mainten- setting up of a programme of preventive maintenance. Preventive elements of the power supply systems, such as power maintenance is not possible where power cables are buried cables, control cables.
Their maintenance should supply equipment. Chapter 9 of the rnanual includes guidance on the maintenance of lightlng systems in and around passenger - distributors located in manholes for cleanness and terminal buildings. As work is often required in high necessary corrective action. Weakly: -- over-all condition visually; restoring - fuse boxes for completeness of contents; adding missing Control cables, monitoring urzits, control desk fuses.
Quarterly: Unscheduled: - current-input cables for potential deformation; removal - insulation of cables after each lightning strike, i. Chapter 4 Maintenance of Pavements 4. Epoxy resin solutions have proven to be suitable. The 4. When applying epoxy resin sealings, the forming breaking off of pieces that would be a hazard to aircraft of closed surface films must be avoided. Such a film would operation. Reference is made to Annex 14, 9.
This hamper moisture evaporation from within the concrete specification requires continuous monitoring of pavement causing early destruction of the repaired surface.
Further- condition, and repair when necessary. Repair of pavements more, the surface will become too smooth and slippery is costly and often imposes restrictions on the airport when wet.
Preventive maintenance is therefore of high importance for airport 4. S Where concrete surface material is more severely pavement management. After grinding, the surface must be fully dry Portland cevllent concrete pavements and free of dust before being refilled. The new surface has to be pretreated with a diluted solution of synthetic resin 4. Where reinforcement steel is pavement normally stems from design or construction exposed, all rust has to be eliminated and wires must be failures, such as insufficient cement, too high water covered by a new coating of epoxy resin or equivalent.
A content in the mixture, improper treatment during hard- layer of epoxy grout is put on top of the pretreated area ening, frost reaction on unsuitabfe aggregates or pen- and levelled at the required thickness. A lean mixture of etration of chemical de-icing fluids into micro cracks or grout is recommended to permit the patch material to pores.
Typical forms of surface damage are: conform to the physical characteristics of the pavement. Similar shrinkage characteristics are most important for - porous or disintegrated surface the grout to avoid chipping off after hardening. The grout - separation of thin top surface layer can be made of special quartz sands or ceramic material. Joints - breaking up of pavement where cracks extend into the between concrete slabs should not be filled with grout in inner layers.
Experi- scoring or grinding is often sufficient to correct the ence has shown, however, that the durability of such condition. Where the loss of thickness thereby does not material is rather short. It should be checked that this kind of repair does not lead to unevenness or formation of 4. Surface cracks in a concrete slab b. State of the damaged area after start of milling c. Basically, it is the wear or destruction by chemicals.
Also, frequent freezing sensitivity of the subgrade to water that determines the and thawing may cause damage when de-icer fluid joint maintenance requirements. Other forms of damage are decay by weathering of the surface structure, softening 4.
Later 4. Mechanical forces applied to such aged sealant will material is spread and rolled. To protect concrete pavements from severe surface, the whole affected layer should be removed by damage, a renewal of all joint sealants is necessary when grinding.
The miilimum grinding depth is 3 cm to allow the material in the joints is observed to fail and break off. The bed for the new layer must be sharply Concrete joint maintenance edged to receive a clean seam. After grinding, the strips have to be carefully cleaned from contamination and 4. A so-called "joint plough" before they are sprayed with a bituminous binder.
Then the may be used to carry out this task. Then the bare slab new layer will be brought in, in accordance with road flanks should be cleaned thoroughly of soil, grease and engineering design practice. Compaction rolling must be dust. Where edges are damaged they should be repaired carried out very thoroughly at the edges of the old asphalt with a suitable synthetic resin grout.
After inserting a new in order to close the joints. Covering the joints by spraying inlay to limit the depth of the sealing material, the joint with a bituminous seal is recommended. Attention should be paid not to fill the joint up to the top. A surplus 4. In the course of such when the pavement expands under thermal stress. This may maintenance work sub-grade material may have to be lead to surface contamination later on. The selected replaced and compacted to restore its bearing capacity material must be fuel-resistant, particularly in pavement under the repaired pavement area.
The bituminous layer or sections where fuel spillage may occur occasionally. To improve 4. At joint intersections and ends the plastic material must be welded together to 4. Joints must be closed with a fuel resistant elastic material bituminous sealant or Joints in bituminous pavements hose-type plastic' sealant to prevent surface water from penetrating into the sub-base or subgrade and hard debris 4.
For airport slabs. Once a joint becomes permeable the subgrade may asphalt construction hard types of bituminous material are be washed out and voids below the slabs may weaken the required. Reaction to temperature changes in such pave- supporting capability of the base material. Where there is ments is quite comparable with that in concrete. Unpredict- not a frost-reqistant, well-drained subgrade under the able crack formation is very likely to occur in bituminous pavement, it will suffer from frost impact.
Both effects will pavements, due to thermal stress. Stress reliever joints not wider than S mm and not deeper than two thirds of the 1. Neoprene profile sealing. When the the track of the crack and then the crack widened to a slot pavement shrinks at low temperatures, cracks will only as described in the preceding paragraph. For the best experience on our site, be sure to turn on Javascript in your browser. Amendment 3 to the Procedures for Air Navigation Services - Aerodromes PANS-Aerodromes, Doc includes provisions and procedures to mitigate the risk posed by wildlife to aviation safety, through the proactive management and control of wildlife at aerodromes and their vicinities.
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