Draft Mie A GL 20140324bern
Draft Mie A GL 20140324bern
Draft Mie A GL 20140324bern
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Contents
Part 1 - Principles
11
12
1.1
Introduction
12
1.2
Aim
12
1.3
Application
12
1.4
Structure
13
1.5
13
1.6
Abbreviations
14
1.7
18
1.8
Reference standards
18
1.9
Related Documents
19
1.10
20
1.11
Dispensations
20
1.12
20
22
2.1
Lighting Systems
22
2.2
22
2.3
26
27
28
3.1
28
3.2
28
3.3
29
4. Documentation Standards
4.1
31
Requirements
31
5. Reserved
33
34
35
6.1
Certification
35
6.2
Verification
35
7. Design Requirements
36
7.1
Designers Responsibility
36
7.2
Scoping Study
36
7.3
36
39
8.1
Procurement of Components
39
8.2
40
8.3
Staging
40
8.4
41
8.5
41
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8.6
44
9. Reserved
45
46
47
10.1
General
47
10.2
Design Life
49
10.3
Corrosion Protection
49
10.4
Safety in Design
49
10.5
49
10.6
Keying
50
10.7
50
10.8
Hazardous Areas
50
10.9
Reliability Issues
50
52
11.1
Requirement
52
11.2
Characteristics
52
11.3
Configuration
52
11.4
Installation Details
52
53
12.1
Requirement
53
12.2
Characteristics
53
12.3
Configuration
53
12.4
Installation Details
54
55
13.1
Requirement
55
13.2
Characteristics
55
13.3
Configuration
55
13.4
Installation Details
55
57
14.1
Requirement
57
14.2
Characteristics
58
14.3
Configuration
59
14.4
Installation Details
60
61
15.1
Requirement
61
15.2
Characteristics
61
15.3
Configuration
61
15.4
Installation Details
61
16. Distance to Run Marker (DTRM) and Hook Cable Marker (HCM)
63
16.1
Requirement
63
16.2
Characteristics
63
16.3
Configuration
63
16.4
Installation Details
63
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65
17.1
Requirement
65
17.2
Characteristics
65
17.3
Configuration
65
17.4
Installation Details
68
69
18.1
Requirement
69
18.2
Characteristics
69
18.3
Configuration
69
18.4
Installation Details
69
71
19.1
Requirement
71
19.2
Characteristics
71
19.3
Configuration
71
19.4
Installation Details
71
72
20.1
Requirement
72
20.2
Characteristics
72
20.3
Configuration
72
20.4
Installation Details
72
74
21.1
Requirement
74
21.2
Characteristics
74
21.3
Configuration
74
21.4
Installation Details
75
78
22.1
Requirement
78
22.2
Characteristics
78
22.3
Configuration
78
22.4
Installation Details
79
81
23.1
Requirement
81
23.2
Characteristics
81
23.3
Configuration
81
23.4
Installation Details
84
87
24.1
Requirement
87
24.2
Characteristics
87
24.3
Configuration
88
24.4
Installation Details
89
24.5
93
95
Requirement
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25.2
Characteristics
95
25.3
Configuration
95
25.4
Installation Details
96
98
26.1
Requirement
98
26.2
Characteristics
98
26.3
Configuration
98
26.4
Installation Details
98
108
27.2
Requirement
108
27.3
Characteristics
109
27.4
Configuration
110
27.5
Installation Details
117
118
28.2
Modes of Control
118
28.3
120
28.4
Control Logic
122
28.5
124
28.6
124
28.7
126
28.8
CCR Interface
144
28.9
AGLCS Communications
145
147
148
29.1
Introduction
148
29.2
148
29.3
Defence Requirements
148
29.4
Technical References
148
29.5
148
149
30.1
149
30.2
149
30.3
149
30.4
149
30.5
Permits
152
30.6
Significant Works Requirement for MOWP and Works Safety Officers (WSOs)
154
30.7
154
155
31.1
155
31.2
155
31.3
Manning Levels
156
31.4
Competency
156
31.5
156
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31.6
157
158
32.1
Notification
158
32.2
158
32.3
158
32.4
Maintenance Diary/Logbook
159
32.5
Spares Inventory
159
32.6
159
32.7
Software Management
160
32.8
160
32.9
Other Reports
160
32.10
160
161
33.2
161
33.3
161
33.4
161
33.5
161
Part 6 - Appendices
162
Appendix A
163
1. Design Considerations
164
1.2
General Considerations
164
1.3
164
1.4
165
1.5
166
167
167
168
170
173
176
178
179
Appendix B
180
Appendix C
181
182
184
2.2
Inspection Requirements
184
187
3.1
Serviceability Requirement
187
3.2
Inspection Requirements
187
189
Inspection Requirements
189
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5.2
Serviceability Requirement
190
Inspection Requirements
190
5.3
190
5.4
191
5.5
192
5.6
193
5.7
194
5.8
195
5.9
196
5.10
197
5.11
198
5.12
199
5.13
199
5.14
199
200
6.2
200
6.3
200
201
General Condition
201
Appendix D
202
Appendix E
204
Appendix F
206
Appendix G
208
Appendix H
209
Appendix I
210
211
1.2
211
1.3
211
1.4
211
1.5
Abraded Glassware
211
1.6
212
1.7
Water Ingress
212
1.8
213
1.9
213
1.10
213
1.11
214
1.12
215
1.13
215
1.14
IR Test Procedure
215
1.15
216
1.16
216
Appendix J
218
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List of Figures
Figure 2.1
23
Figure 12.1
54
Figure 13.1
56
Figure 15.1
62
Figure 16.1
64
Figure 18.1
70
Figure 20.1
73
Figure 21.1
76
Figure 22.1
80
Figure 23.1
82
Figure 23.2
83
Figure 23.3
84
Figure 23.4
85
Figure 23.5
85
Figure 24.1
89
Figure 24.2
91
Figure 24.3
91
Figure 24.4
92
Figure 24.5
93
Figure 24.6
94
Figure 25.1
Primary Cable Plug and Socket Connectors (Factory Moulded and Field Attached)
96
Figure 25.2
96
Figure 25.3
97
Figure 26.1
103
Figure 26.2
104
Figure 26.3
105
Figure 26.4
106
Figure 26.5
107
Figure 27.1
111
Figure 27.2
111
Figure 27.3
115
Figure 27.4
116
Figure 28.1
125
Figure 28.2
128
Figure 28.3
132
Figure 28.4
133
Figure 28.5
134
Figure 28.6
135
Figure 28.7
136
Figure 28.8
137
Figure 28.9
139
Figure 28.10
140
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Figure 28.11
140
Figure 28.12
141
Figure 28.13
142
Figure 28.14
143
Figure 28.15
146
List of Tables
Table 2.1
25
Table 10.1
Luminous intensity
48
Table 17.1
68
Table 28.1
118
Table 28.2
124
Table 28.3
130
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Part 1 - Principles
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Introduction
1.1.1
Aeronautical Ground Lighting (AGL) is a generic term used to describe the various lighting systems that
are provided on an aerodrome for the guidance of pilots operating aircraft by day or night and in low
visibility conditions.
1.1.2
AGL systems provide location, orientation and alignment information necessary to give pilots the
required visual guidance for approaching, landing, taking off and operating on the aerodrome. The AGL
systems vary in complexity from the basic patterns found at small aerodromes to the more advanced
systems used in support of instrument precision approach procedures.
1.1.3
In the context of this manual AGL is to be taken to incorporate the entire mandatory and advisory lighting
systems for approach, runway, visual slope guidance, taxiway and apron lighting systems, aerodrome
beacons, illuminated wind indicators, Movement Area Guidance Signs (MAGS) and their associated
control including normal and emergency power supplies.
1.2
Aim
1.2.1
The aim of this manual is to provide a comprehensive reference for the design, construction and
maintenance of AGL systems at permanent military aerodromes. It contains policy, guidance and
detailed technical material as necessary to define the performance requirements and the standards to
be applied to Defence AGL systems.
1.2.2
The content of reference standards, regulations and other publications, has not been repeated in this
manual unless necessary for descriptive purposes.
1.2.3
1.3
Application
1.3.1
The criteria contained in this manual are to be applied to all permanent aerodromes under the control of
the Department of Defence. The manual does not replace the standards and regulations pertaining to
AGL however specific differences are identified. Unless a specific Defence distinction is identified, for
differences between the information described herein and those defined in the standards or regulations,
the standards and regulations shall take precedence.
1.3.2
This manual covers the AGL requirements for non-instrument, instrument non-precision and instrument
precision approach Category 1 aerodromes.
Where existing facilities were designed and constructed to lesser criteria than those contained herein,
IDA-AF will determine whether upgrading of such facilities shall be undertaken. In general, unless
specifically directed by IDA-AF, existing aerodrome facilities do not need to be immediately modified in
accordance with the new standards until the facility is replaced or upgraded such as to accommodate a
more demanding aircraft.
1.3.5
An existing facility that does not meet the standard specified in this Manual must continue to comply with
the standard that was applicable to it at the time of installation. These facilities must be identified and
recorded in the Aeronautical Ground Lighting Configuration Manual (refer Chapter 3.2) and must include
the date or period when that facility was first introduced or last upgraded and an indication of the plan or
timescale to bring the facility in compliance with current regulations.
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1.4
Structure
This manual is structured into six separate parts which are further described below:
Part 1 Principles
1.4.2
This part introduces the manual and provides guidance of a general nature on the aim and background
of the manual and its application to existing and new aerodromes. Change management is also
described in this part.
This part details planning requirements associated with AGL design with cognisance of airfield master
planning and future development strategies. It also introduces the AGL Configuration Manuals which
summarise the AGL configuration, as well as as-constructed and maintenance manual documentation
requirements.
This part describes the designers responsibility including the general and specific design/performance
criteria for the design of an AGL system. Testing and commissioning regimes for AGL systems is also
described.
This part defines the design and manufacturing criteria of the equipment installed within the AGL
system, and configuration and installation criteria for each AGL system. Design and performance
requirements for ALERs and AGL Control Systems is also detailed within Part 4.
This part summarises the AGL maintenance regime to be applied for Defence AGL systems.
Appendices
1.4.7
The various appendices provide examples of design compliance guides, preventative maintenance
schedules, procedures and checklists; proforma forms for the maintenance diary, permits to work,
ground check certificates, spares procurement; and maintenance guides.
1.4.8
Parts 1 to 3 of this manual have been established to allow correlation to Parts 1 to 3 of the Manual of
Infrastructure Engineering Electrical (MIEE). Information detailed in Parts 4 and 5 and the Appendices
of this manual are AGL specific and do not directly correlate to the MIEE.
1.4.9
This manual is a supplement to the MIE-E and should only be used in conjunction with the MIE-E.
1.5
1.5.1
The IDA-AF and the Directorate of Estate Engineering Policy (DEEP) jointly sponsor this manual that is
issued and amended under the Defence Support Group (DSRG) Infrastructure Management
documentation.
1.5.2
The need to amend the manual may be generated by a number of causes. These may be to:
a Ensure safety;
b Ensure standardisation;
c
Requests for any change to the content of the manual may be initiated by formal request to DEEP.
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1.6
Abbreviations
ABN
Aerodrome Beacon
ADATS
ADFP
AGL
AGLCM
AGLCS
AGLMA
AGLMM
AGLMP
AIP
AL
ALER
AS or AS/NZS
ASCC
ATC
BCP
BS
British Standard
BSP
C DB
CAA
CAP
CASA
CCR
cd
CDR
CEPS
CMC
CPU
CSG
CTAF
CWY
Clearway
DADM
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DDR
DEEP
DESN
DESTR
DME
DRSG
DTRM
EMI
Electro-magnetic Interference
EPA
ER
Emergency Runway
ERSA
FAA
FDB
FDR
FOD
FRB
GTE
HCM
HIAL
HIRL
HMI
HSL
IAD
I/O
Inputs/Outputs
ICAO
IDA-AF
IEC
ILS
IMC
ISD
ITE
IWI
LAHSO
LEG
MAGS
MBZ
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MFPE
MIEE
MIRL
MIT
MLS
MOWP
MOS
MSB
MTBM
NATA
NATO
NB
Nominal Bore
NOD
NOTAM
OLA
OLS
O&M
ORP
OTDR
PAL
PALC
PAPI
PLC
QRAF
RAAF
RCD
RCL
RESA
RMS
RTIL
RTZL
RVR
RWY
Runway
SALS
SCADA
SDR
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SFAL
SIT
STNA
SWL
TACAN
TCH
TIE
TP
TWY
Taxiway
VESDA
VHF
VMC
WHS
WSO
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1.7
1.7.1
The Department of Defence promulgates aviation standards for Defence airfields in the Defence
Aerodrome Design Manual (DADM). The Department of Defence is a member of the Air Standardisation
Coordinating Committee (ASCC), which promotes standardisation in many areas between the Defence
forces of the United States of America, the United Kingdom, Canada, New Zealand and Australia.
Relevant ASCC Air Standards will normally take precedence over other agreements and are reflected in
the criteria provided in the DADM.
1.7.2
The Commonwealth through the Civil Aviation Safety Authority (CASA) subscribes to ICAO Annex 14
and to the conventions of the International Civil Aviation Organisation (ICAO), which promulgates
international standards and recommended practices in relation to aerodromes. CASA promulgates the
Manual of Standards (MOS) that defines required aviation standards for civilian aviation in Australia. To
achieve national standardisation, the Department of Defence has accepted these standards and
practices as forming the basic criteria for AGL applicable to its aerodromes.
1.7.3
Any conflict between the DADM and CASA standards or obligations to ICAO at Joint User Aerodromes
(defined aerodromes where there is joint use of the facilities by military and regular public transport
[RPT] services), IDA-AF will determine which criteria shall be used.
1.8
1.8.1
Reference standards
The design, construction and maintenance of AGL systems shall meet the requirements of this manual
together with those of applicable legislation and standards such as, but not limited to:
Department of Defence
1.8.2
1.8.1
1.8.2
1.8.3
Australian Standards
AS 1102 Graphical Symbols series
AS 1170.2 Structural Design Action Wind Actions
AS 1768 Lightning Protection
AS 2053 Conduits and fittings for Electrical Installations, series
AS 2700 Colour Standards for General Purpose
AS/NZS 3000 Wiring Rules;
AS 3100 Approval and test specification General requirements for electrical equipment;
AS 4070 Recommended practice for protection of low voltage electrical installations and equipment in MEN
systems from transient over voltages;
AS/NZS ISO 9001 Quality Systems.
AS/NZS 5000.1 Electric Cables Polymeric insulated for working voltages up to and including 0.6/1 kV
AS/NZS 61000 Electromagnetic Capability (EMC) series
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British Standards
BS 3224 - 4 Light Fittings for Civil land Aerodromes. Specification for Elevated Lighting Units
BS 3224 -6 Light Fittings for Civil land Aerodromes. Specification for Obstacle Lighting Units
Authorities
Local Network Service Provider and Industry Regulator;
Australian Communications Authority (ACA).
1.9
1.9.1
Related Documents
The following documents are listed and may be read in conjunction with this manual as they contain
technical reference material that is applicable to the design, maintenance and operation of AGL
systems.
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1.10
1.10.1
1.11
Compliance with the standards and procedures specified in this manual does not absolve the obligation
in respect of standards prescribed by other government or statutory authorities. Where another statutory
standard conflicts with this manual, the matter must be referred to IDA-AF through DEEP for resolution.
Notwithstanding the above, the differences specifically identified by this manual shall prevail.
Dispensations
1.11.1
Dispensation from any of the requirements contained within this manual, or the requirements of
regulations and standards, shall be sought from IDA-AF through DEEP. The request shall be fully
documented by the proposer, and suitably argued with compensating factors clearly identified.
Exemptions to Standards
1.11.2
Exemptions to standards shall be sought from IDA-AF through DEEP. At Joint User Aerodromes
exemption may need to be sought from both IDA-AF and CASA.
1.11.3
An exemption granted to an existing facility continues to apply until its expiry date. Application for new
exemptions must be supported, in writing, by cogent reasons including, where appropriate, an indication
of when compliance with the current standards can be expected. Those standards which include
phrases such as if practicable, where physically practicable, etc., still require an exemption to
standards when aerodrome operators wish to take advantage of the non-practicability of full compliance.
Records
1.11.4
1.12
1.12.1
Infrastructure Development Agency - Air Force (IDA-AF) is the sponsor of the Defence aerodrome
design criterion published in the DADM. The Director Infrastructure Development Agency - Air Force
DIDA-AF is also responsible for authorising dispensations to the DADM.
National Operations Division (NOD) is responsible for the implementation of engineering policies at
base level for regionally delivered projects, operations and maintenance. Joint User Deeds
incorporating maintenance agreement are in place for the two joint use airfields; RAAF Base Darwin
and RAAF Base Townsville, whilst the remainder are maintained through the Comprehensive
Maintenance Contract (CMC); and
d Infrastructure Asset Development (IAD) Branch is responsible for the implementation of engineering
policies for centrally delivered projects.
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Lighting Systems
2.1.1
Various lighting systems are provided on an aerodrome for the guidance of pilots. High intensity lighting
systems are provided in support operations in low Visual Meteorological Conditions (VMC) by day or
night, whereas low and medium intensity lighting systems are normally used only by night, with the
exception of the approach slope indicator that is high intensity
2.1.2
2.1.3
Non-Instrument Runway A runway intended for the operation of aircraft using visual approach
procedures; normal visibility of not less than 1400m. It may be noted that with current technology many
non-instrument runways may now be considered, and utilised, as instrument runways.
2.1.4
Instrument Runway One of the following types of runways intended for operation of aircraft using
instrument approach procedures:
2.1.5
Non-Precision Approach Runway. An instrument runway served by visual aids and a non-visual aid
(such as TACAN, etc) providing at least directional guidance adequate for a straight in approach.
Normally visibility of not less than 1400m.
2.1.6
Precision Approach Runway, Category 1 An instrument runway served by ILS/MLS/GPS and visual
aids intended for operations with a decision height not lower than 60m and either a visibility not less than
800m or runway visual range not less than 550 metres.
2.1.7
The precision approach categories II and III are defined in MOS Part 139 and ICAO Annex 14. They are
not addressed in this Manual as the requirement for these categories are not applicable to Defence
aerodromes within Australia.
2.2
Table 2.1 below provides guidance on the facilities required to meet the operational category of the
aerodrome.
2.2.1
The following paragraphs provide a basic outline for each lighting system.
2.2.2
2.2.3
Approach Lighting provides alignment, roll guidance and limited distance to go and circling guidance
information. There are three basic forms of approach lighting systems as follows:
a High Intensity Approach Lighting (HIAL) Required for instrument precision approach, Category 1
operations. HIAL consists of 120 high intensity uni-directional white lights on the extended runway
centreline over a distance of 900 metres. The lights are arranged to form a linear converging pattern
(arrow) to meet the runway centreline 300 metres upwind of the threshold.
i
Older Defence installations standardised on the Modified Calvert coded centreline system that
consists of 105 lights. These installations are to be upgraded to the standard Calvert coded
centreline system when their replacement is undertaken.
b Simple Approach Lighting System (SALS) SALS is an optional aid provided where IDA-AF
determine SALS is operationally necessary. SALS consists of 17 lights, either high intensity
unidirectional white lights or medium intensity omni-directional red lights on the extended centreline
of the runway extended over a distance of 420 metres. The lights are arranged with a cross bar at
300 m on the extended centreline.
c
Sequential Flashing Approach Lighting (SFAL) SFAL is an optional aid provided where IDA-AF
determine SFAL is operationally necessary to enhance recognition of approach lighting system in
poor visibility conditions. SFAL consists of a row of lights located on the extended centreline of a
runway. The lights are uni-directional when used in conjunction with a HIAL or omni-directional lights
when used in conjunction with a SALS. They flash in sequence beginning with the outermost light
and progressing to the innermost light.
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2.2.4
Approach Slope Indicators provides pilots with information on the aircraft approach slope angle and
hence clearance over approach obstacles. Approach Slope Indicators are required mainly for turbo-jet
aircraft operations. Precision Approach Path Indication (PAPI) systems provide aircraft approach slope
indicated by the pattern of red and white light emitted from the light units. A standard PAPI installation
consists of 4 light units located as a wing bar on the port side of the runway. The unit direct a beam of
light, red in the lower half and white in the upper, towards the approach in a recognisable pattern as
shown in Figure 2.1.
1: Too low
2: Slightly low
3: On glide path
4: Slightly high
Red
White
Figure 2.1
5: Too high
2.2.5
Runway Lighting is provided on all runways intended for use at night and for precision approach
runways for poor visibility conditions. Runway lighting incorporates edge, threshold and end lighting.
Runway lighting is located around the area declared for use as the runway and can be either elevated or
inset lights.
2.2.6
Runway lighting can be High Intensity Runway Lighting (HIRL) or Medium Intensity Runway Lighting
(MIRL). Low Intensity Runway Lighting (LIRL) is not normally used on Defence bases.
2.2.7
Runway edge lighting is white except for the last 600 m or one third of the runway that may show yellow
for HIRL systems. The yellow caution zone so formed gives a visual warning of the approaching
runway end. Runway end lights emitting red light and runway threshold lights emitting green light provide
visual indication of the runway end and threshold.
2.2.8
There are additional runway lighting systems such as Runway Centreline lighting, Runway Threshold
Identification Lights, and Land and Hold Short lights which provide additional guidance in support of low
visibility operations or under certain runway arrangements. Pre-Threshold lighting and Stopway lighting
may be provided to complement runway lighting systems. Lighting is also provided around the perimeter
of runway turning areas Operational Readiness Platforms.
2.2.9
Emergency Runway Lighting is provided on all emergency runways designated for use at night.
Emergency runway lighting incorporates edge, threshold and end lighting. Emergency runway lighting
systems typically utilise inset lights.
2.2.10
Illuminated Wind Indicator(s) are provided near each runway threshold to provide surface wind
movement information to pilots and Air Traffic Control (ATC) staff for all aerodromes used at night. Some
aerodromes have a central IWI which may have been retained.
2.2.11
Distance to Run and Hook Cable Markers (DTRM) and (HCM) provide information on the remaining
runway length and the location of aircraft arrestor hook cables. The DTRM and HCM are located on
each side of the runway.
2.2.12
Taxiway Lighting is provided for guidance of aircraft movement along taxiways at night or day in poor
VMC. Taxiway lighting can be either inset centreline lights or elevated edge lights. Taxiway centreline
lights show green except on runway exit taxiways where the lights leading from the runway are coloured
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green and yellow alternately. All centreline lights leading to a runway show green. Taxiway elevated
edge lights emit blue light.
2.2.13
Access taxiways to fighter dispersal areas, Ordinance Loading Aprons (OLAs) and Quick Reaction Alert
Facility (QRAF) are provided with taxiway lighting of modified layout geometry to suit the applicable
Defence aircraft and facilitate Defence operations.
2.2.14
Intermediate Holding Position Lights are required to identify the location of runway holding positions
on a taxiway where runway guard lights are not installed, at taxiway/taxiway intersections where it is
necessary to identify the aircraft holding position and where a designated intermediate holding position
needs to be identified. The lights are either inset where inset taxiway lights are installed or elevated
where elevated taxiway edge lights are installed. The light emitted is coloured yellow and is
unidirectional for centreline lights so that they are only visible to aircraft entering a runway.
2.2.15
Runway Guard Lights may be provided at intersections of a taxiway with an instrument precision
approach runway if stop bars are not provided at the intersection and the runway is a precision approach
Category I runway and the traffic density is heavy. Runway guard lights consist of either two elevated
lights located on each side of the taxiway or a line of inset lights across the taxiway at a runway holding
position. The elevated runway guard lights display an alternate wig wag illumination and the inset lights
illuminate in an alternate pattern to their adjacent light. The light emitted for both patterns is yellow and is
unidirectional so that they are only visible to aircraft entering a runway. Runway guard lights must be on
when the runway is active; day or night.
2.2.16
Movement Area Guidance Signs (MAGS) are provided to assist pilots manoeuvring on runways and
taxiways. MAGS are located adjacent runways and taxiways and display either mandatory or other
information. Mandatory signs display white lettering on a red background, information signs display black
lettering on a yellow background on civil pavements and white lettering on a green background on a
military pavements.
2.2.17
Apron Edge Lighting identifies the edges of aprons where taxiway lights or apron floodlighting is not
sufficient to guide aircraft whilst manoeuvring on the apron. Apron edge lights emit yellow light on
military aprons and blue light on civil aprons.
2.2.18
Apron Floodlighting illuminates aircraft apron pavements for the manoeuvring and servicing of aircraft
and service vehicles. Apron floodlights are typically pole mounted however some existing installations
have lights mounted to adjacent buildings or structures such as aircraft hangars. Apron floodlighting
systems are classified into two categories based on the classification of the aircraft intended to use the
apron, each with different illumination and performance requirements.
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Notes
Visual Aid
Precision
Approach
Category 1
RVR>550m
Instrument
Approach
NonInstrument
Approach
Emergency
Runway
NA
NA
NR
NA
NA
NA
NA
NA
NA
O
O
O
O
O
NR
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
NA
O
NA
O
O
O
O
O
O
O
O
O
Approach slope
indication is required
for jet operations.
Runway
High Intensity Runway
Lighting (HIRL)
Medium Intensity Runway
Lighting (MIRL)
Low Intensity Runway
Lighting (LIRL)
High Intensity (HI) Centreline
Turning Node
ORP
LAHSO
Illuminated Wind Indicator
(IWI)
DTRM/HCM Boards
NA
Located at each
runway threshold
Taxiway
O
R
NA
O
NA
R
NR
O
NA
R
NR
NA
NA
R
O
NA
NA
NA
NA
NA
Hold Points
NA
Runway Guard
NA
Edge
Floodlighting
HI Centreline
LI Centreline
Edge
Stop bars
Apron
May be omitted
when apron
floodlighting exists.
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2.3
2.3.1
A Pit and Duct System facilitates the installation and maintenance of cabling systems. Pits are
provided for each light location to house the associated Series Isolating Transformer (SIT), and for under
pavement crossings, changes of direction and at defined intervals to allow cable installation and access.
2.3.2
AGL Cabling fed from the AGL Control System supplies each of the visual aid systems. The majority of
AGL systems are fed from series circuits that utilise two cable types as follows:
a Primary Cable is a single core cable used to supply a circuits primary series circuit and is
connected to a SIT at each light location. Primary cable is suitably rated for the circuits operating
voltages that typically range between 1,000 and 1,800 volts subject to the circuit loading.
b Secondary Cable consists of a two core cable, connecting between each light and its associated
SIT.
2.3.3
Series Isolating Transformers (SIT) are provided at each visual aid to isolate a visual aids secondary
circuit from its primary circuit allowing the circuit to remain serviceable in the event of a failure of the
secondary circuit (visual aid, lamp, secondary cable or secondary joint). SITs also step down the
primary voltage to a lower, safer and more manageable voltage in the secondary circuit.
2.3.4
An Airfield Lighting Equipment Room (ALER) houses the control and power equipment for the AGL
systems. The equipment located within the ALER includes Constant Current Regulators (CCRs) or
Mains Isolating Transformers (MITs) that supply power to the individual lighting circuits, the control and
monitoring system, switchboards and emergency power equipment. The ALER may be a separate
building or incorporated as part of another building that may also include separate rooms for a
substation and Local Emergency Generator (LEG).
2.3.5
AGL Control Systems (AGLCS) consists of supply and control equipment that energises each of the
visual aids systems in accordance with user requirements and instructions. CCRs and MITs supplying
the primary circuits interface with control equipment where they are controlled and monitored with
software or via hardwired control panels. The AGLCS can provide control and monitoring of the AGL
facilities from several control location across the aerodrome to facilitate operations and maintenance,
these typically include:
a Air Traffic Control Tower (ATC Tower) houses the primary control panel for the aerodrome from
which the Air Traffic Controllers operate.
b Approach Control Panel located in the Approach Control facility at the interface between the
AGLCS and the Advanced Defence Air Traffic System (ADATS) provides an alternate control
location for ATC Tower personnel in the event of an ADATS failure. This panel also assists with the
identification of system faults.
c
ALER Control Panel provides a control location within the ALER. The ALER Control Panel also
facilitates the monitoring of the AGL systems and is considered to be the AGL Maintenance Agents
main point of reference for AGLCS fault rectification.
d Local Manual Control is provided within the ALER via the CCR Control Cubicles or Panels or the
control panels that are integral with each CCR.
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Visual aids;
d Operational capability;
e Operational requirements including obstacle limitation surfaces; and
f
3.1.2
Location of airside infrastructure (buildings, towers, maintenance facilities, etc) or facilities that may
impact on airside operations.
The design of AGL systems is required to take cognisance of the master planning requirements for the
airfield in particular the following AGL facilities:
a Siting of ALERs and associated primary cable trunk feeder routes;
b Connection of ALER services including electrical connections, drainage and systems and
communications cabling;
c
Siting of IWIs;
3.2
3.2.1
The existing AGLCM and AGL layout drawing will be provided by DEEP. AGL Configuration Manuals to
enable efficient operation and maintenance of the installation shall be provided or updated by the
project.
AGLCM Updates
3.2.3
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The design consultants are responsible (unless otherwise advised by DEEP) for ensuring that the
installed AGL system is appropriately documented and that the revised AGLCM incorporates all
elements of the project;
b Modification or amendment of the installed AGL system required due to maintenance requirements,
and or activity eg. spares availability;
c
The AGL Maintenance Agent (AGLMA) shall ensure that the revised AGLCM has been updated as
necessary to incorporate any changes to the AGL system.
3.2.4
The AGLCM modifier/amender/maintenance agent shall submit an electronic copy of the updated
AGLCM to DEEP for review and undertake any further updates as necessary.
3.2.5
Four complete hard copies of the finalised AGLCM shall be printed and typically distributed to the
following stakeholders:
a Base AGL Maintenance Agent;
b Local Defence Support;
c
d DEEP.
3.2.6
Additional copies of the AGLCM may be required at joint user aerodromes. Confirmation of appropriate
stakeholders shall be determined in consultation with DEEP.
3.2.7
The printed hard copies of the AGLCM shall include all chapters of the document as well as an A3 sized
drawing of the layout of AGL at the airfield. The format of the document and drawings shall match
existing. A separate laminated A3 sized layout drawing shall also be provided for the base AGLMA.
3.2.8
Electronic copies of the documents (PDFs) shall also be provided to all stakeholders with the original
document (Word Doc) to be supplied to DEEP.
3.3
3.3.1
3.3.2
To audit the existing maintenance regime implemented for the AGL installed.
The reports are prepared following an audit inspection at a Defence airfield. The audit inspection shall
be undertaken with the following stages:
a Pre-Inspection Briefing;
b Audit Inspection;
c
DEEP Workshop;
Audit Report
3.3.3
AGL Assets Inspection and Compliance Reports shall incorporate the following:
a Recommended Maintenance Works;
b Introduction;
c
Compliance Assessment;
d Condition Assessment;
e Maintenance Regime Assessment;
f
Spares Assessment;
g Other Recommendations;
h Appendix A Detailed Findings;
i
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The report shall detail the recommended works to be undertaken by the AGLMA as well as
recommended risk managed works that should be undertaken as part of a complex project by DSRGDNAP (Directorate of National Airfields Projects) to improve the condition of the AGL asset or to provide
compliance with current applicable standards.
3.3.5
The author of the report shall submit an electronic copy of the report to DEEP for review. Any further
updates shall also be carried out as required following the Base Stakeholders Workshop.
3.3.6
Four complete hard copies of the finalised report shall be printed and distributed to the stakeholders
listed in Section 3.2. The format of the document shall match existing.
3.3.7
Electronic copies of the report (PDFs) shall also be provided to all stakeholders.
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4. Documentation Standards
4.1
4.1.1
Requirements
Defence attaches considerable importance to the provision of proper documentation of the design and
constructed works (including specification, drawings, datasheets, as-constructed documentation, O&M
manuals etc) and due regard shall therefore be paid to the detail and completeness of such documents.
Documentation shall be clear, concise and precise.
Specification of Equipment
4.1.2
Unless special circumstances exist or where required by the FDB, equipment and materials shall not be
specified by make and model number but shall be selected on the basis of their performance, suitability,
maintainability and cost effectiveness. Any proposal to specify equipment by make and model shall be
formally documented for approval by the Defence Project Director.
Design Documentation
4.1.3
In addition to the MIEE requirements for design documentation the following additional documentation
shall be prepared for AGL systems.
4.1.4
General Drawings
4.1.5
Approach slope indicator set out and circuiting plans and set out data;
d Approach lighting system set out and circuiting plans and set out data;
e Runway and taxiway system set out and circuiting plans and set out data;
f
Set out and circuiting plans and set out for other AGL systems such as IWI, MAGS, floodlighting, etc;
g ALER layout drawing to scale showing overall dimensions and equipment layouts;
h Site layout drawings to scale where appropriate; and
i
4.1.6
Electrical Drawings
4.1.7
Electrical drawings for the installation shall be drafted in accordance with the MIEE and AS 1102, and
shall include the following:
a Single line diagrams;
b Surge diverter panel set out;
c
Cable schedules;
Overall system diagrams, for communication showing cable types and system components; and
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Shop Drawings
4.1.8
Detailed shop drawings shall be prepared in accordance with the MIEE covering the following additional
AGL specific elements:
a All switchboards including distribution boards;
b Control boards, panel and cubicles including internal and external layouts;
c
d Indicator panels;
e SCADA screens or control panel layouts; and
f
Cable schedules.
As-Constructed Documentation
4.1.9
As constructed documentation including Operation and Maintenance (O&M) manuals for the AGL
installation and control system equipment; PLC/SCADA, control panels (method of operation, spare
parts etc), lights (maintenance procedures, spare parts etc), MAGS etc shall be provided at the
completion of the project and be certified to correctly reflect the as installed works.
4.1.10
The operational instructions are to be comprehensive and include descriptions of the operation and logic
for remote (HMI) operation and local/manual control from the CCR control boards and CCR front panels.
4.1.11
Backup and restoration of the PLC/SCADA logic/programs is to be fully documented to assist in the
restoration of the AGL after failure of a computer or PLC.
As-Constructed Drawings
4.1.12
d I/O schedules;
e General arrangement drawings showing details of all equipment installed, including internal and
external panel layouts; and
f
As-Constructed Survey
4.1.13
4.1.14
As-Constructed site survey of AGL works shall be conducted to update the overall layout of the Defence
facility within which the works are situated. This shall include as a minimum;
a Location and orientation of all installed lights, signs, etc;
b Location of cable pits;
c
ALER facilities and infrastructure (eg. Building outlines, roadways and kerb lines, aboveground and
underground services).
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5. Reserved
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Certification
6.1.1
All new Defence AGL installations are required to be certified by the designer, contractor or maintainer
as meeting the requirements detailed in this manual and the MIEE.
6.1.2
All facilities and infrastructure are to be certified as fit for service, safe and environmentally compliant
prior to their acceptance into service and ongoing use within Defence.
6.1.3
Certification shall be provided in accordance with the requirements of the MIEE for the following items:
a Design and construction certification;
b Maintenance or modification certification; and
c
6.1.4
Certification associated with the maintenance or modification of AGL systems shall incorporate the
certification requirements specified within AGL Configuration Manuals.
6.1.5
Ground check and flight check certification shall also form part of certification procedures for AGL
systems.
6.2
Verification
6.2.1
Verification of AGL systems shall be undertaken in accordance with the requirements of the MIEE.
6.2.2
The designer is to provide written confirmation in the form of a Compliance Report for all AGL
installations. The report is to certify that the installation has met the requirements of the applicable
regulations and standards and this manual.
6.2.3
Requirements for the MIE-AGL Compliance Report are provided at Appendix A which comprises:
a MIE-AGL compliance statement;
b MIE-AGL compliance statement summary checklist; and
c
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7. Design Requirements
7.1
Designers Responsibility
7.1.1
The general design framework for electrical services including the designers responsibilities are detailed
in the MIEE.
7.1.2
The AGL installation shall be designed and arranged to meet all appropriate and relevant Australian
standards and legislation for the type of installation or equipment to be used, irrespective of their status.
Where Australian standards are not available, recognised International or overseas national standards
shall be used where they are relevant to the type of installation or equipment and to the installation
conditions in Australia. The designer shall detail in the design report all standards and legislation
adopted together with clear indication of the extent and field of application.
7.1.3
The Designer shall select, after comparing all design options available, the most cost effective design
solution that will meet the requirements of this chapter and those specific to the establishment or facility.
7.1.5
Where augmentation of an existing AGL system is required, the designer shall consider the general
design requirements identified in the FDB and the following:
a Compatibility of light fittings with regard to their photometric performance when compared to the
characteristics of the existing light performance. The designer must ensure compatibility with existing
AGL system particularly where connected to the same circuit and may require the specification of
identical light types from the original light manufacturer;
b Suitability of existing lighting systems and the possible need to upgrade;
c
The interface to existing ALER including the, control system, the loading of existing CCRs; and
d Availability of spares that may be required for future maintenance of the existing equipment.
7.1.6
7.2
The Designer must assess the serviceable life remaining and provide economic analysis of the existing
equipment considering its replacement/retirement in favour of a reduced operational life cost.
Scoping Study
7.2.1
A scoping study shall be performed to identify options for AGL works and provide initial cost estimates
for consideration by the client and user groups to enable sign off on the scope of works to be included in
a FDB.
7.2.2
Identification of required AGL works, design options and their estimated costs;
d Production of a scoping study report including recommended works packages. The use of drawings
to detail the identified options and recommended works is considered to be an effective method to
supplement the report; and
e Participation in a project scope review and value management study with client and users groups.
7.2.3
7.3
The works identified in the scoping study shall use cost effective design solutions that will meet the
requirements of this document and those specific to the establishment or facility identified by Defence,
the DSRG Regional office, project sponsor and user groups.
FDB Requirements
7.3.1
The FDB is required to identify the functional requirements of the project elements together with the
philosophy to be implemented.
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7.3.2
General site and service conditions data, taking into account data from the Bureau of Meteorology
and any special site requirements;
d Scope of Works;
e Facility role and operation;
f
m Commissioning; and
n Any processes which must be followed as part of the design.
Provided at Appendix A are Defence design considerations which are a checklist of items that require
consideration during the design phase. The designer shall ensure that, in addition to demonstrating in
the design report that the design has met all applicable requirements, that all elements of the checklists
have been adequately addressed and documented in the design report.
The design report requirements are provided in the MIEE and include commentary on the design
considerations as detailed in Chapter 1 and Appendix A.
7.3.5
The Designer shall submit design reports as a minimum at the following stages as required in the MIEE:
a 30%; Concept Design Report (CDR);
b 50%; Schematic Design Report (SDR);
c
The design report shall be prepared and continually developed in accordance with the requirements of
the MIEE. The AGL design report shall;
a Identify the scope of works;
b Identify all major regulations and standards including Defence policy, standards and guidance and
detail extent and field of application;
c
Document general electrical requirements for substations, LEG, UPS, switchboard labelling, MGLB,
etc as detailed in the MIEE;
d Certify that the design meets the requirements of the FDB and any other requirements as mentioned
above;
e Where the design deviates from any of the stated requirements, provide fully justified submissions in
the design report for Defence agreement;
f
Detail the AGL system design including detailed descriptions of each element;
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Discrete drawings for light layout and cabling showing engineering (measuring) layouts rather
than easting/northing co-ordinates;
ii
Circuit diagrams;
The drawings shall provide sufficient layout, orientation and circuiting information to allow consideration
of the design.
7.3.8
Further guidance is provided on the drawings and detail required in the design report throughout this
document.
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Procurement of Components
8.1.1
As detailed in the MIEE, the Defence IM promulgates mandatory policy and procedures for the
procurement of capital facilities.
8.1.2
Where the project delivery method and procurement processes allow, it is preferable to assess and
nominate specific specialised AGL equipment in consultation with DEEP as part of the design process.
Specialist AGL equipment typically includes:
a Aerodrome beacons;
b Approach slope indicators;
c
Inset and elevated lights including approach, runway, taxiway and apron;
IWIs;
8.1.3
8.1.4
As the majority of specialist AGL equipment is manufactured overseas with long manufacture and
delivery lead times, commencing the procurement process prior to engaging installation contractors will
assist with achieving short construction programmes.
8.1.5
The calling of tenders, assessment/selection and placing of equipment orders may therefore be better
suited to procurement (in a suitable contract framework) separate to the installation contract.
8.1.6
To mitigate risks associated with delayed delivery of AGL equipment, the option may exist to novate the
AGL equipment supply contract to the installation; implementing this option shall be subject to the
requirements of established project procurement plan.
Standardisation
8.1.7
Standardised AGL systems are to be adopted to allow the application of consistent design and operating
practices across each Defence establishment and, where appropriate, across a Defence region.
Consideration of the locally available equipment and support from outside organisations is important.
8.1.9
Application may be made to the relevant DSRG Project Officer for use of trade names where matching
of existing equipment is required.
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Supportability
8.1.10
All equipment shall be selected from product ranges that are current and likely to be supported well into
the future. Product ranges that are dated or likely to be at the end of the product cycle shall be avoided.
8.1.11
All equipment shall be readily and adequately supported in Australia and preferably in the local region.
Adequate spares for important equipment shall be available in Australia and all equipment shall be fully
supported by the equipment manufacturers and suppliers.
8.1.12
For major equipment, a Statement of Supportability shall be obtained from the Supplier addressing their
commitment to support the equipment though the prospective life of the equipment and equipment
guarantees/warranties. This Statement of Supportability is to be assessed as part of the tender
assessment and is to be included in the operation and maintenance manuals.
Maintainability
8.1.13
8.2
Consider the maintenance requirements when determining the most appropriate equipment performance
specifications and electrical system arrangement. This shall be based on the required performance,
maintenance, reliability and the availability of comprehensive manufacturers product support locally.
8.2.1
The designer must undertake a detailed technical assessment of AGL equipment tender submissions to
confirm suitability and compliance and provide a detailed Technical Assessment Report to support
deliberations of the Tender Assessment Board. The Technical Assessment Report, as required by the
MIEE is a detailed report which confirms compliance or otherwise to the specified requirements and
provides through life assessment of the offered systems.
8.2.2
ii
8.3
The technical assessment process shall also review and confirm the validity of photometric and
mechanical performance certification provided by the equipment manufacturers.
Staging
The MOWP is to be developed as part of the project design phase in accordance with the requirements
of the DADM and Section 10.10 of the MOS Part 139 and in consultation with the 44 Wing Detachment
Commander, operational personnel and the designer. Suitable documentation and plans shall be
prepared to support the implementation of the MOWP.
8.3.2
The Installation Contractor is to develop detailed program information for all aspects of this project,
including the provision, and commissioning of the new ALERs and AGL systems/elements and all
associated works that are required by the project to support the development of the MOWP.
The method of changing over from an existing AGL Control System and field equipment (lights) to a new
installation shall be in accordance with the MOWP.
8.3.4
The new ALERs, AGL Control System and field equipment shall be established and operational prior to
decommissioning of the existing equipment and systems.
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8.3.5
In order to ensure the AGL remains operational, progressive transfer of the field circuits from existing
AGL control equipment/lights to the new equipment/lights may be required. This may necessitate the
new and existing control equipment to operate in parallel for the transfer period.
8.3.6
Short periods when sections of the AGL is unavailable will be permitted. However, these periods are to
be scheduled in accordance with the MOWP to suit flying operations and weather conditions.
Requirements associated with outages of the AGL shall be coordinated with the relevant authorities (eg
44 Wing Detachment Commander, Airfield Manager, Civil Operator (where applicable) etc).
8.4
8.4.1
All AGL equipment made redundant at the completion of the works shall be identified to DEEP for
possible retention by the Commonwealth.
8.4.2
An inventory shall be prepared detailing the type, quantity and condition of redundant equipment
including spare parts held by the AGL Maintenance Agent.
8.4.3
Equipment to be retained shall be suitably packaged for transport and storage and relocated to a
location as directed by DEEP. Pack all fragile equipment (e.g. optical components) in packaging such
that they will be protected during long-term storage or transport.
8.5
8.5.1
AGL systems shall undergo testing and commissioning activities necessary to prove their safety and
correct operation.
8.5.2
d Acceptance testing and handover testing of the system after completion of the Commissioning, in
the presence of the ultimate client, to validate functionality against the original briefing and project
design criteria.
Testing
8.5.3
Testing shall be conducted in accordance with the relevant Australian, IEC, or other appropriate
standard and to the requirements of DSRG.
8.5.4
Testing shall occur on the equipment procured with suitable test records provided including the
following:
a Factory inspection and testing for major items of plant and equipment;
b Factory Acceptance Testing of the Control System;
c
As a minimum, the following testing shall be conducted for the site installation:
a All tests required by AS/NZS 3000;
b Insulation and continuity testing for AGL primary cabling systems;
c
Functional tests.
Copies of the test records shall be incorporated in the Operations and Maintenance Manual.
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Pre-commissioning
8.5.7
Pre-commissioning will include checks, tests and the collation of all compliance records of all elements
including:
a Pit and duct system;
b Lights;
ii
d Cables/Field circuits;
i
ii
Site installation records including drum and meter cable marking for each circuit;
ii
Site commissioning records including initial energisation, integration with control system,
individual setup parameters (intensity settings and alarm set points);
ii
ii
iii Site commissioning records including validation of PLC I/O with field points, validate integration
with control boards/cubicles to confirm PLC programming and system functionality, individual
setup parameters (intensity settings and alarm set points);
h ALER Installation;
i
ii
Sign of all Quality Documentation including sign off of all test plans and non-conformance corrective
actions; and
Submission of Operation and Maintenance Manuals and as built drawings excluding the
Commissioning results.
Commissioning
8.5.8
The results and documented records of the pre-commissioning activity together with the commissioning
plan will validate the system ready for commissioning.
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8.5.9
Commissioning shall include selected critical inspection of randomly selected elements as nominated.
Commissioning tests shall include but not limited to:
a Field installation;
i
That all lights are operating correctly when their respective circuit is connected and over the
range of CCR intensity stages for all control locations;
ii
That all lights are correctly orientated with correct filters and lenses fitted;
SCADA control; operation of each circuit and intensity selection with validation of required
revertive, validation of alarm and event logging and reporting;
ii
iii Validation of system response to anticipated failure modes of control system to confirm fail safe
operation;
iv Configuration and operation (selection) of Pilot Activated Lighting control mode;
v Connectivity and operation of maintenance workstation;
vi Adjustments for the correct operation of safety devices;
c
ADATS/ATC Tower interface; validation of control system response and intensity selection;
The adjustment of control system timers to stagger the connection of AGL loads; and
ii
The simulation of a mains power failure (disconnection of mains supply) to ensure that the system
reactivates within the required time limit. Testing shall be undertaken on the system at maximum
load (all AGL facilities energised at maximum intensity).
8.5.10
Commissioning of the AGL systems shall be undertaken in accordance with the requirements of the
MOS Part 139 Section 9.1.15 including ground checks and flight checks. Ground and flight checks shall
be undertaken in accordance with the requirements of CASA AC 139-04(0).
8.5.11
Commissioning shall occur prior to placing the completed installation into service. The designer will need
to ensure that an appropriate commissioning plan is provided either by the designer or the contractor to
ensure that the system is adequately proven and with minimum disruption to the Base or establishment.
8.5.12
Adequate notice of site testing and commissioning activity shall be provided to DSRG so that they can
attend commissioning if required. Visual inspection for light location, orientation and visual performance
is to be undertaken by Defence, the project manager, design consultant and the construction contractor.
8.5.13
The AGL system shall be tested in the presence of the ultimate client to validate the systems
functionality against the original briefing and project design criteria. The results and documented
records of the commissioning activity together with the acceptance testing plan will validate the system
ready for acceptance testing with the client.
8.5.15
Before the plant and equipment may be handed over to the DSRG Region, the following minimum
requirements shall be achieved:
a All required tests have been undertaken with results provided to the DSRG Region;
b All necessary compliance certificates are provided;
c
All lights, switchgear and equipment is correctly labelled and that the new labels for any existing
cables, lights, plant and equipment are ready for change or changed as required;
d All required safety equipment is provided, including all signs and barriers;
DRAFT Defence MIE AGL
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e Operator training has been conducted to the level that the operators are qualified to operate and
maintain the installation;
f
8.6
The DSRG Region has the right to refuse acceptance of any installation, plant and equipment where it
could compromise safety or the above requirements have not been met.
8.6.1
The production of as-constructed information and Operation and Maintenance (O&M) manuals shall be
undertaken as part of each project. The documentation of the AGL systems will be used as a
management tool for the future planning and maintenance of the systems.
8.6.2
Data, test results and manuals supplied with AGL specific equipment for inclusion in the O&M
manual(s).
8.6.3
Draft copies of the manuals and drawings shall be delivered for review by the design consultant prior to
the acceptance testing and commissioning phase of the AGL system.
8.6.4
The manuals shall be further amended to reflect the final As Constructed details and incorporate
additional testing and certification prior to the end of the Defect and Liabilities period.
As Constructed Drawings
8.6.5
The production of as-constructed drawings shall be in accordance with the requirements of the MIEE.
O&M manuals shall detail the configuration of the installed AGL and contain technical information
sufficient to maintain all equipment. Included in these manuals will be technical descriptions,
configuration drawings, single line drawings, control system schematics, equipment schedules, airfield
layouts, test results, certification, etc.
8.6.7
The manuals shall be prepared as stand alone documents and may be separated in various volumes to
suit the configuration of the installed systems, such fieldworks, ALER, control system, etc.
8.6.8
Information to be included with O&M manuals shall include, but not be limited to the following:
a Equipment schedules for installed and spare equipment including parts listings;
b Details of installed equipment including installation, use and maintenance requirements;
c
d Details of installed systems including installation, operation and maintenance requirements; and
e Testing and commissioning results including certification, ground and flight check reports and quality
assurance documentation.
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9. Reserved
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General
This section discusses the design criteria for the photometric properties and configuration of lighting
systems. The requirements will identify current standards where they are applicable and any additional
or overriding Defence criterion. The order precedence used for the requirements below is as follows:
a DADM;
b MOS Part 139;
c
d Other recognised international standards and guidance such as IEC and FAA.
Standardisation
10.1.2
Standardisation of AGL systems assists pilots with the recognition and interpretation of the guidance
provided by the standard configurations and colours used in the separate components of AGL. The pilot
always views the aerodrome lighting systems in perspective, never in plan, and has to interpret the
guidance provided, while travelling at high speed, often with only a limited segment of the lighting visible.
As time to see and react to visual aids, particularly in the lower visibilities is limited, simplicity of pattern
in addition to standardisation is extremely important.
10.1.3
Pilot visual workload is best moderated by standardisation, balance and integrity of elements. A ragged
system with many missing lights can break the pattern from the pilots eye position, restricted as that
position is by cockpit cut-off angles and possibly by patchy fog or other conditions.
10.1.4
Four main elements comprise the character of the complete AGL system. These are conveniently
referred to as the four Cs configuration, colour, candela, and coverage. Configuration and colour
provide information essential to dynamic 3-dimensional orientation. Configuration provides guidance
information, and colour informs the pilot of the aircrafts location within the system. Candelas and
coverage refer to light characteristics essential to the proper functioning of configuration and colour.
These four elements apply to all AGL in varying degrees, dependant on the classification of the
aerodrome/runway and the visibility conditions in which operations are envisaged. Refer ICAO
Aerodrome Design Manual Part 4 Visual Aids Chapter 1 for further detail on their application to AGL
systems.
The following paragraphs describe the photometric performance and configuration of AGL light systems.
10.1.6
Intensity of lights
10.1.7
Unless otherwise indicated, AGL systems emit a steady light. AGL systems have the facility for the
independent control of intensity of each system. Intensity control is normally undertaken by Air Traffic
Control (ATC) personnel; and simpler systems can be automatically controlled with reference to the
output of a photometric cell to yield Day, Night or Twilight conditions. The intensities are selected in
order to suit the prevailing Visual Meteorological Conditions (VMC) and a pilot may ask ATC to adjust
the intensities if they are found to be inappropriate. There are three basic illumination categories used to
designate AGL systems; High intensity to provide guidance by day and in low visibility conditions where
the highest intensity settings are normally used and Medium and Low intensity to provide guidance at
night.
10.1.8
Luminous intensity
10.1.9
AGL incorporating high intensity lights may be used in varying visibility and ambient lighting conditions.
In certain conditions inset supplementary approach lighting at displaced thresholds and touchdown zone
lighting at higher luminous intensity settings can cause unacceptable levels of glare to flight crew lining
up for take-off. The final choice of AGL luminous intensity setting rests with the pilot; therefore the
luminous intensity of AGL should be individually and independently controllable in accordance with the
luminous intensity stages detailed in Table 10.1.
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Stages
Lighting
Minimum
Recommended
Additionally 0.4%
SFAL
100%
LAHSO
100%
Outer Threshold
DTRM/HCM
100%
IWI
100%
MIRL, MI SALS
100%
100%
Table 10.1
Luminous intensity
10.1.10
The above percentages of luminous intensity are nominal percentages of the luminous intensity defined
in the isocandella diagrams within DADM. The primary circuit current shall be adjusted to achieve these
nominal percentages.
10.1.11
Intensity Ratio
10.1.12
The intensity ratio between respective elements of AGL systems shall be as detailed in the DADM.
10.1.13
It is noted that the reference average intensity for comparison of intensity ratios is the average main
beam intensity of the runway edge light installed and not, for example, the minimum required value of
200 cd for a medium intensity system or 10,000 cd for a high intensity system.
10.1.14
Colour filters reduce the light output and the best balance between coloured and white lights may be
obtained by either of the following means:
a Separate electrical AGL circuits operated at current settings for the different elements so that, for
example, the green threshold and red runway end lighting may be operated with current values that
differ from the runway edge lights so that the required intensity ratio with the white edge lighting is
achieved; and
b Higher output lights or the use of increased wattage lamps in the existing lights for the coloured
lighting. With this method the whole system can remain on a common AGL circuit, but care has to be
exercised in order to ensure that the increased heat generated by higher wattage lamps does not
damage the colour filters or increase the temperature of the light with the potential to damage aircraft
tyres.
10.1.15
The combined light and lamp manufacturing tolerance of the average main beam intensity associated
with the light and lamp needs to be considered in the selection of compatible lighting system. The
intensity ratio between the separate elements may require selection of lights from different suppliers as
not all suppliers offer lighting systems that comply with all of the ratio requirements when operated at the
same current.
The colour of AGL elements is system dependant; details of the colour of the components of each
system are included in the detailed requirements for each element.
10.1.17
To ensure uniformity of visual appearance as required by the DADM, light fittings using different
manufacture shall not be mixed on any circuit or interleaved circuit of a common element. IS THIS
STATEMENT VALID NOTING PROCUREMENT PROCESS REQUIREMENTS?
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10.2
Design Life
10.2.1
All equipment shall be designed and installed to operate continuously at full load for 24 hours per day,
365 days per year at the extremes of temperature, humidity and environmental conditions (eg corrosive
atmospheres) applicable for the installation location with a design life of: WHAT IS DESIGN LIFE;
IS THIS MAINTAINABLE?
a 50 years for non-electronic components;
b 20 years cables and inset lights;
c
10.3
The Mean Time Between Maintenance (MTBM) value for electronic equipment shall be 5 years without
excessive maintenance.
Corrosion Protection
10.3.1
10.4
Consideration shall be given to corrosion protection to prolong the life of the AGL asset. All equipment
and fixings shall be selected and installed so that they are suitable for the corrosive effect of the
environment in which they are installed without excessive maintenance. Suitable corrosion inhibiting
compounds shall be applied to dissimilar metal fixings. IMPLICATION WITH INTERNAL
CORROSION OF LIGHTS AT ALBATROSS?
Safety in Design
General
10.4.1
The design of AGL systems shall incorporate the guidelines and principles detailed within the Australian
Safety and Compensation Councils Guidance on the Principles of Safe Design for Work and the
Association of Consulting Engineer Australias Safety in Design pocket guide.
10.4.2
The Designer shall be acquainted with the site procedures for access and operating requirements and
make all necessary allowances in the design. In particular, ensure that appropriate requirements are
included for the following:
a Access arrangements including permits, Foreign Object Damage (FOD) procedures, etc;
b Method of Working Plan (MOWP);
c
Requirement for the Contractor to have all necessary skills and training such as radio procedures
training;
Required commissioning and acceptance procedures for new installations including the completion of
all required tests and proving the system is safe to the requirements of the operating authority before
connection; and
g Requirement under certain circumstances for flight inspections or certified inspections prior to
commissioning.
10.5
10.5.1
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10.5.2
10.5.3
The Design shall limit interference in accordance with the requirements of AS/NZS CISPR and
AS 61000.
10.6
Keying
10.6.1
Entry or access into ALERs by unauthorised personnel is not permitted. Doors shall be fitted with
suitable locks and all locks supplied shall be master keyed to Defence requirements.
10.6.2
All AGL external electrical cubicles shall be keyed on a common system for access by authorised AGL
personnel only.
10.7
10.7.1
10.7.2
10.8
10.8.1
10.9
100%
Lights
Light Tops
Lens/filters
Gaskets
compartment.
Mounting masts
5% of common components
CCR
2 of each rating
CCR components
Cable
Cable joints
SITs
Suppliers shall nominate recommended spares and those essential spares shall be provided as part of
the installation for retention onsite by Defence. The suppliers shall also submit a Statement of
Supportability for inclusion in the Manuals.
Hazardous Areas
Specific taxiways and aprons may be designated as Hot Refuelling Aprons or may be used for servicing
aircraft including explosive ordinance activities. These areas shall be considered for classification as
hazardous areas in accordance with relevant standards for electrical installations installed accordingly.
The classification of the area may preclude the installation of AGL systems.
Reliability Issues
The AGL system shall minimise the vulnerability to a single event or particularly any event that could
disable the whole AGL system or large portions of the AGL system. Any single point failures shall be
identified and documented in the design report for Defence agreement.
10.9.2
Critical systems, particularly those with higher failure rates, shall be duplicated.
DRAFT Defence MIE AGL
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The AGL shall be capable of operating independently following a failure of the communication switches
or their associated systems. In the event of failure of the local AGL Controller or systems it is expected
that manual mode operation of the CCRs and circuit selection will be required.
Segregation of Equipment
10.9.4
Elements shall be adequately separated so that a failure in one system does not affect adjacent
elements. Particular attention shall be paid to separation of elements in and near the ALER or other
central locations. To the maximum extent that is practical, all components within the ALER and the field
cabling shall be located or arranged to minimise the impact of failure.
10.9.5
Field cabling of elements which have more than one circuit shall be arranged to ensure that a single
failure of one circuit will not affect the other.
10.9.6
Wiring from one control panel to another shall not generally pass through other control panels.
Communications Segregation
10.9.7
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11.2
11.2.1
11.3
11.3.1
11.4
Requirement
An aerodrome beacon shall be provided where IDA-AF determines a beacon is operationally necessary.
Guidance on the application of beacons is given in MOS Part 139 and ICAO Annex 14 which requires a
beacon where the aerodrome is to be used at night by aircraft navigating predominately by visual means
and the aerodrome is difficult to locate due to the presence of surrounding lights or terrain.
Characteristics
Light intensity, colour, flash rate and distribution shall be as detailed in the DADM.
Configuration
Beacons are generally to be located on the roof of ATC Towers, or in a location that will provide clear
unobstructed observation of the beacon, when observed from the air, from a distance of 20 nautical
miles.
Installation Details
11.4.1
Aerodrome beacons shall be mounted on a flat horizontal that facilitates the levelling of the equipment
and provides access to levelling points, electrical connections and switches, surge protection devices
and drive motors.
11.4.2
Beacons shall be supplied from a local electricity supply with connection to a secondary power supply in
the event of primary supply failure.
11.4.3
Safe access in accordance with the relevant WHS regulations shall be provided for aerodrome beacons
to facilitate maintenance.
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Requirement
12.1.1
Approach lighting shall be provided as part of an overall AGL system that is applicable to a instrument
precision approach Category I lighting system or where IDA-AF determine an approach lighting system
is operationally necessary for a particular aerodrome.
12.1.2
Approach lighting may consist of a Simple Approach Lighting System (SALS) or a High Intensity
Approach Lighting (HIAL) system.
12.1.3
HIAL may be supplemented by the provision of capacitor discharge Sequential Flashing Approach
Lighting (SFAL) lights that are flashed in sequence beginning from the outermost light and progressing
toward the threshold.
High Intensity Approach Lighting (HIAL) is required for instrument precision approach runways or where
IDA-AF determine a HIAL is operationally necessary.
SALS shall be provided where IDA-AF determine that a SALS is operationally necessary. This may be
where a Precision Approach Category 1 compliant (HIAL) lighting system cannot be justified or to
provide additional guidance for circling approach operations or other visual approach operations.
12.2
Sequential Flashing Approach Lights (SFAL) shall be provided where IDA-AF determine a SFAL is
operationally necessary. SFAL are provided as a high intensity system to supplement HIAL systems
during poor visibility conditions by day and at night and may be provided to supplement SALS or as a
separate system.
Characteristics
Light intensity, beam characteristics, colour, configuration and aiming shall be as detailed in the DADM.
Light intensity, beam characteristics, colour, configuration and aiming shall be as detailed in the DADM.
12.3
Light intensity, beam characteristics, colour, configuration and aiming shall be as detailed in the DADM.
Configuration
Installation Tolerances
12.3.1
The installation tolerances for approach lighting systems are detailed in the DADM. ICAO Annex 14,
Volume 1, Attachment A, Section 11.2 provides further guidance on installation tolerances to
compensate for the aerodrome topology and existing obstacles and structures, and to avoid presenting a
misleading impression to approaching aircraft.
Clearance of Obstacles
12.3.2
The guidance provided by ICAO Annex 14, Volume 1, Attachment A, Section 11.3 regarding the
clearance of obstacles shall be applied for all Defence aerodromes. This includes clearance
requirements associated with fixed and stationary obstacles such as roads, railways, and ILS and MLS
equipment.
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12.4
The full length of approach lighting shall always be provided whenever possible however there are some
runway locations where this can not be achieved. In such cases, the designer shall consider the effects
of reduced lengths as detailed in ICAO Annex 14, Volume 1, Attachment, Section 11.4.
Installation Details
12.4.1
Light mounting structures for approach lighting systems shall be selected to facilitate access to the light
for maintenance purposes. Lights mounted above a safe and practicable working height shall
incorporate a lowering mechanism or elevated work platform.
12.4.2
Mounting mast.
Cable enclosed within mast.
SFAL light
HIAL light
Frangible couplings.
SIT pit cast into
concrete footing.
Reinforcement fabric.
G
L
Series isolating
transformer in pit.
Figure 12.1
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Requirement
13.1.1
Approach slope indication systems shall be provided where the runway is regularly used by jet propelled
aircraft or where IDA-AF determine approach slope lighting is operationally necessary for a particular
aerodrome.
13.1.2
Approach slope indication systems consist of a Precision Approach Path Indicator (PAPI). Defence
adopts the solution of installing a PAPI on both port and starboard sides of the runway being
approached.
13.2
13.2.1
13.3
Characteristics
Light intensity, beam characteristics, colour and aiming shall be as detailed in the DADM.
Configuration
13.3.1
Defence adopts the practice of installing four PAPI boxes on both port and starboard sides of the runway
to increase conspicuity and provide roll guidance.
13.3.2
For Defence airfields with arrestor hook wire, the optimum Threshold Crossing Height (TCH) shall be
determined considering the need of aircraft required to engage the hook wire and also the design
aircraft.
13.4
Installation Details
13.4.1
Approach slope indicators shall be mounted upon concrete footings designed to provide a stable
mounting platform and minimise the level of required maintenance (i.e. realignment) with consideration
of the geotechnical conditions.
13.4.2
The concrete footings shall be sized to provide suitable clearance around the approach slope indicator
equipment and prevent accidental damage by grass cutters.
13.4.3
The identification number and design angle of elevation for each approach slope indicator light unit (i.e.
PAPI box) shall be permanently marked on concrete footing or associated light number identification
label.
13.4.4
All exposed cabling shall be provided with suitable mechanical protection such as UV stabilised or
stainless steel flexible conduit to prevent exposure to UV degradation and damage by birds whilst
allowing maintenance and realignment of the lights.
13.4.5
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Frangible couplings.
Direction of threshold
SIT pit cast into
concrete footing.
Reinforcement fabric.
G
L
Series isolating
transformer in pit.
Concrete footing.
Figure 13.1
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Requirement
A runway lighting system includes edge, threshold and end lights and for Defence airfields may be of the
following types:
a Low Intensity Runway Lighting (LIRL) a single-stage intensity lighting system suitable for a noninstrument runway or an instrument non-precision approach runway. The minimum average main
beam intensity for a LIRL runway edge light is 100 candelas, with an maximum average main beam
intensity of less than 200 candelas.
b Medium Intensity Runway Lighting (MIRL) a 3-stage intensity lighting system suitable for a noninstrument runway or a instrument non-precision approach runway. The minimum average main
beam intensity for a MIRL runway edge light is 200 candelas, with Defence choosing not to specify a
maximum average main beam intensity.
c
14.1.2
High Intensity Runway Lighting (HIRL) a 5 or 6 stage intensity lighting system which is suitable for
non-instrument, instrument non-precision approach or instrument precision approach runways to
Category 1 approach standard. The minimum average main beam intensity for a MIRL runway edge
light is 200 candelas.
The installation of runway lighting for emergency runways shall be determined by IDA-AF where deemed
operational necessary. Where provided, emergency runway lighting shall be a 3 stage MIRL system.
Consideration should be given to the installation of inset lights in lieu of elevated lights for emergency
runway lighting systems where the width of the emergency runway (typically a taxiway) is less than that
specified in the DADM for the applicable aircraft classification or lights are susceptible to damage.
Runway lighting shall be provided for runways intended for use at night and for precision approach
runways intended for use by day or night.
Runway threshold lights shall be provided on a runway equipped with runway edge lights. Defence
places considerable importance on outer threshold lights that provide essential circling guidance.
RTILs shall be provided during the day to mark a temporarily displaced threshold of a runway at
International aerodromes serving jet propelled aeroplanes, or where IDA-AF determine they are
operationally necessary for a particular aerodrome. RTILs may also be used to mark the temporarily
displaced thresholds of other runways.
14.1.6
RTILs may be installed at an aerodrome where it is difficult to locate a runway threshold from the air
during the day such as in the case of a displaced threshold or an aerodrome with complex
runway/taxiway layout in the vicinity of the threshold.
Runway end lighting shall be shall be provided on a runway equipped with runway edge lights.
Supplementary circling guidance shall be provided where IDA-AF determines that it is operationally
necessary for a particular aerodrome.
Where a runway turning area or an Operational Readiness Platform (ORP) is provided on a runway with
runway lighting, the edge of the area shall be provided with blue edge lights if the runway is provided
with runway edge lights.
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Pre-threshold and stopway lights shall be provided on a runway equipped with runway edge lights with
pavement directly in front of a threshold or directly beyond the end that is longer than 180m.
14.1.11
In the case of a displaced threshold, the lights between the beginning of the runway strip and the
threshold shall show red in the approach direction.
Hold short lights shall be provided on a runway that is intended to accommodate Land and Hold Short
Operations (LAHSO) where IDA-AF determines that it is operationally necessary for a particular
aerodrome.
14.1.13
LAHSO lighting and associated Distance-to-Go signage is provided to facilitate simultaneous operations
on bisecting runway vectors.
14.2
Runway centreline lights shall be provided where IDA-AF determine that runway centreline lights are
operationally necessary. Guidance on the application of runway centreline lights is given in MOS Part
139 and ICAO Annex 14.
Characteristics
Light intensity, beam characteristics, colour, configuration and aiming of runway lighting shall be as
detailed in the DADM.
14.2.2
Inset runway edge lights shall have an average main beam intensity within 1.2 and 0.8 of the
corresponding elevated edge lights.
14.2.3
The omni directional component for combined HIRL/MIRL edge lights the shall be not less than 10
percent of the nominated minimum average main beam intensity for HIRL with a distribution
characteristics as detailed for a medium intensity omni directional runway edge light.
Light intensity, beam characteristics, colour and aiming shall be as detailed in the DADM.
Light intensity, beam characteristics, colour and aiming shall be as detailed in the DADM
Light intensity, beam characteristics, colour and aiming shall be as detailed in the DADM.
14.2.7
Attention must be given to the gradient of pavement surfaces and the presence of obstructions in front of
runway end lights to ensure that they are visible from the required distance at the specified height above
the runway as detailed in the DADM (600 metres prior to runway end at a height of 3 metres above the
runway). Where these visibility requirements can not be met with lights installed in accordance with the
manufacturers instructions, direction shall be sought from DEEP.
Light intensity, beam characteristics, colour, configuration and aiming shall be as detailed in the DADM.
Light intensity, beam characteristics, colour and aiming shall be as detailed in the DADM.
14.2.1
14.2.2
Light intensity, beam characteristics, colour, configuration and aiming shall be as detailed in the DADM.
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Light intensity, beam characteristics, colour, configuration and aiming shall be as detailed in the DADM.
14.3
Light intensity, beam characteristics, colour, configuration and aiming shall be as detailed in the DADM.
Configuration
Preference shall be given to elevated edge lights where possible. Where elevated edge lights cannot be
installed (eg due to an intersecting runway or taxiway).
14.3.2
Inset bi-directional lights shall be installed to shield in the direction of other runways or taxiways, all other
location can have omni directional inset lights.
14.3.3
Runway edge lights in the vicinity of permanent and temporary Hook Cable Arrestors shall be inset to
prevent damage to these lights and the arrestor tape. The run-out length of the Hook Cable Arrestor
shall be considered when installing runway edge lights noting that arrestor systems are often operational
for both runway vectors.
Outer threshold lights and wing bars may be either elevated or flush with preference for elevated lights.
Displaced threshold lights shall be located at the displaced threshold with a tolerance of 1m.
14.3.5
Defence adopts the use of inset lights for runway threshold applications to prevent damage to aircraft
that land short on approach, or over run the runway end.
Runway Threshold Identification Lights (RTIL) are provided to assist pilot acquisition of a threshold
during day, twilight and at night. Care needs to be taken to ensure the flashing lights will not dazzle an
approaching pilot, particularly at twilight and night.
14.3.7
When RTILs are used, the need for temporarily displaced threshold V-bar markings is normally waived.
Defence adopts the use of inset lights for runway end applications to prevent damage to aircraft that
over run the runway end, or land short on approach. The installation of inset runway end lights also
reduces the amount of jet blast to optical surfaces when compared to elevated lights.
14.3.9
In some circumstances where the runway end lights, within the installation tolerances allowed by the
DADM, are not visible from the specified distance due to the pavement profile, consideration may be
given to the use of elevated lights. The use of elevated runway end lights shall be approved by DEEP.
ICAO Design Manual 4 (Visual Aids) Chapter 7 (Circling Guidance Lights) provides an additional
reference regarding circling guidance lights.
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14.4
14.4.1
Installation Details
Refer Chapters 20 and 21 for installation details of inset and elevated runway lights.
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Requirement
15.1.1
15.1.2
Additional IWI shall be provided where IDA-AF determines they are operationally necessary for a
particular aerodrome.
15.1.3
Runways less than 1500 m in length only require a single IWI in a suitable central location. STILL
APPLICABLE? SHOULD IT BE IN DADM?
15.2
15.2.1
15.3
Characteristics
Light intensity, beam characteristics, colour, configuration and aiming shall be as detailed in the DADM.
Configuration
15.3.1
15.3.2
IWIs shall be located such that they do not infringe runway obstacle limitation surfaces and are clear of
ILS/MLS critical areas where appropriate.
15.3.3
Obstruction lights are not required to be installed upon the IWI unless where requested by aerodrome
operational personnel to facilitate visually locating them on the airfield from the ATC Tower.
15.3.4
Contrasting ground markings shall be provided for all IWIs to enhance their visibility from the air for
approaching aircraft pilots.
15.4
Installation Details
15.4.1
IWIs shall utilise mid-hinged counter balanced see-saw masts to facilitate their lowering for maintenance
purposes. A rope of sufficient strength to support the weight of the counter balanced mast shall be
provided to lower the mast. The mast shall be provided with a locking mechanism to secure it in its
upright position.
15.4.2
The IWI shall be installed with consideration of the environmental and geotechnical conditions for wind
loadings in accordance with AS 1170.2. IWI footings shall be designed and certified by a qualified
structural engineer (CPEng).
15.4.3
The IWI mast shall be earthed in accordance with AS/NZS 3000 and AS 1768.
15.4.4
The IWI luminaires shall be aimed such that an even illumination of the extended windsock is achieved.
15.4.5
For IWIs comprising a single lamp per quadrant, each SIT including those supplying obstruction lights
shall be installed within a separate SIT pit. Two SITs may be installed within a single SIT pit for IWIs
comprising two lamps per quadrant; the SITs shall be installed such that the two SITs supplying an IWI
quadrant or the obstruction lights are not installed within the same pit.
15.4.6
All exposed cabling shall be provided with suitable mechanical protection such as UV stabilised flexible
conduit to prevent exposure to UV degradation and damage by birds whilst allowing maintenance and
realignment of the lights.
15.4.7
The ground markings at the base of the IWI shall be durable and minimise the amount of maintenance
associated with reinstatement and removal of vegetation regrowth. White marker cones, where
provided, shall be adequately secured to the ground.
15.4.8
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Floodlights.
Wind sock.
Mid-hinged pole.
Secondary cabling to
IWI lamps within pole.
Secondary cable and conduit.
Reinforcement fabric.
SIT pits (max. 5).
Earth electrode.
Primary cables
in conduit.
Drain hole and gravel
under SIT pit.
Figure 15.1
Concrete footing.
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16. Distance to Run Marker (DTRM) and Hook Cable Marker (HCM)
16.1
Requirement
DTRMs are to be provided for all sealed runways 1,500 metres in length or greater or where IDA-AF
determines they are operationally necessary for a particular aerodrome.
16.2
HCMs are to be provided at all airfields that have hook arrestor cable equipment install or where IDA-AF
determines they are operationally necessary to mark temporary hook arrestor cable equipment or a
particular aerodrome.
Characteristics
Inscription, size, location, colour, illumination, configuration and location shall be as detailed in the
DADM.
16.3
Inscription, size, location, colour, illumination, configuration and location shall be as detailed in the
DADM.
Configuration
16.3.2
DTRMs shall be internally illuminated with a preference for the use of retro reflective inscriptions.
16.3.4
DTRMs shall be internally illuminated with a preference for the use of retro reflective inscriptions.
16.4
Installation Details
16.4.1
DTRMs and HCMs shall be installed upon a concrete footing of sufficient size to achieve the specified
wind loadings and prevent accidental damage to the marker boards by grass cutters. The footings shall
meet the deflection requirements of FAA AC 150/5345-45.
16.4.2
The marker board shall be installed upon frangible couplings and secured to the footing by a chain that
tethers the board in the event of it being dislodged. Supporting feet for DTRMs and HCMs shall meet the
frangibility requirements of ICAO Aerodrome Design Manual Part 4 Chapter 15.
16.4.3
Marker boards with a lamp operating voltage of 50V or greater shall be provided with an isolation switch
either mounted externally or at the point of entry into the marker board body. An earthing arrangement
in accordance with AS/NZS 3000 shall earth each of the signs.
16.4.4
For marker boards supplied with multiple halogen lamps internally illuminating the inscription panel from
above, the lamps shall be sired across two interleaved secondary circuits such that alternate lights are
connected in series.
16.4.5
Each marker board shall be provided with bird spikes along the full length of the sign to prevent soiling of
each of the boards inscription panels.
16.4.6
Secondary cable shall be installed within the mast or frangible coupling so that the secondary cable is
completely enclosed. Where the cable must exit a mast to enter a marker board the exposed section of
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the secondary cable shall be enclosed within a UV stable flexible conduit thus allowing maintenance of
the board.
16.4.7
Bird spikes.
Isolating switch.
Frangible coupling
Re-inforcement fabric.
GL
Series isolating
transformer in pit.
Earth electrode pit.
Earth electrode.
Secondary cables in conduit.
Figure 16.1
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Requirement
Taxiway Lighting
17.1.1
Taxiway lighting provides guidance for taxiing aircraft in low visibility conditions and at night, therefore
the layout design for taxiway lighting needs to consider the ability of a pilot to clearly observe the
installed installation.
17.1.2
Separate runway entry lights as depicted in MOS Part 139 Chapter 9 Section 9.13 Figure 9.15-1 Detail A
are not mandatory for Defence. Where not provided, the curve section lighting shall be bi-directional.
Holding position lights shall be located at the boundary of the Runway Strip. IDA-AF may approve an
alternate location where this is found impractical.
Runway guard lights may be provided at the intersection of a taxiway with a precision approach runway
if stop bars are not provided at the intersection, and the runway is a precision approach Category I
runway where the traffic density is heavy; where IDA-AF determines it is operationally necessary. Where
introduced runway guard lights shall be installed at all taxiways that provide access onto the runway.
17.1.5
Where a taxiway is used for exit only and cannot be used for entry to the runway, runway guard lights
are not required.
17.2
17.2.1
17.3
Characteristics
Light intensity, beam characteristics, colour, spacing, configuration and aiming shall be as detailed in the
DADM.
Configuration
17.3.1
The layout of taxiway lights shall be arranged so that a pilot will be provided with guidance whilst taxiing
for all aircraft types that will use the particular pavement. The taxiway light layout shall allow a pilot
whilst seated in the normal command position (normally left hand seat for fixed wing aircraft and right
hand seat for rotary wing aircraft helicopters) to have a direct line of sight to observe the main beam
component of the required number of taxiway lights.
17.3.2
Defence require that new taxiway lighting systems utilise inset taxiway centreline lights. Taxiway edge
lights may be provided to supplement the taxiway centreline lights.
17.3.3
Inset centreline lights shall be installed with their photometric axis directed (rotated about the taxiway
centreline) to present the main beam area to the direction of viewing to achieve the most economic
layout of lights. Where more than one light is required to achieve a light distribution pattern that will allow
it to be observed from all approach angles the lights shall be installed equi spaced 500 mm longitudinally
about the TP associated with the curve or the required light location. Where the distribution a light
required cannot be met by the installation of 2 lights the installation of one omni directional light may be
considered. MAINTAIN CURRENT PRACTICE?
17.3.4
Specific taxiways may be used for servicing aircraft including explosive ordinance activities. These areas
shall be considered for classification as hazardous areas in accordance with relevant standards for
electrical installations installed accordingly. The classification of the area may preclude the installation of
AGL systems.
17.3.5
The spacing of taxiway lights shall be arranged where possible to coincide with Hold Point locations thus
economising on the number of lights.
17.3.6
Taxiways leading from large aprons shall utilise an omni-directional taxiway centreline light at the first
light position to assist pilots locating the taxiway from any point on the apron. Omni-directional taxiway
centreline lights may also be utilised on complex taxiway intersections where economy of number can
be justified.
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The layout geometry for taxiways that provide access to fighter dispersal areas and OLAs normally
include tight radius curves and have minimum taxiway width. The design for the layout of centreline
taxiway lighting systems for these taxiways may be relaxed such that the pilots position will not be
displaced laterally by more than 1 m from taxiway centreline marking and the requirement to observe 3
lights ahead may be reduced to 2 lights ahead. MOVE TO DADM??
The layout geometry for taxiways that provide egress from QRAF facilities normally includes the
requirement for the pilot to taxi at high taxi speeds whilst undertaking pre-flight checks. The design for
QRAF exit taxiway lighting must allow the aeroplane to accelerate to the required taxiing speed with
minimum curves or changes in direction in as direct a path to the runway as practicable. The taxiway
lighting design shall maintain a minimum visual segment of five lights beyond the cockpit cut-off for
areas where the aircraft is at maximum taxiway speed.
The layout geometry for some taxiways leading into an intermediate holding position may not allow the
required intermediate holding position light distribution pattern to be achieved from a single set of lights.
Where more than one set of light is required to achieve the required distribution pattern that will allow it
to be observed from all approach angles the two sets of lights shall be adequately separated along the
alignment of the taxiway centreline by a distance of 500 mm.
17.3.11
The taxiway lighting layout is required to accommodate the most onerous viewing restriction of any
aircraft that is to utilise the taxiway. Table 17.1 details the minimum field of view of the pavement for a
pilot taxiing when seated in the normal operational position.
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(0-35)
(0-35)
27
27
15
< 15
26 max at 35
C130 (Hercules)
15
< 15
26 max at 30
C17
14
12
14
C5
27
27
27
15
< 15
< 15
Seahawk
4.7
5.8
1.9
Seaking
5.3
8.3
Aircraft Type
Distance to
Centreline
(m)
737-700
(AEW&C)
747-400
27
A380
20
A330
AP-3C (Orion)
Blackhawk
Chinook
Eurocopter
FA 18
Hawk
Kiowa 206B
PC-9
Mk127 Hawk
E-7A Wedgetail
Beechcraft B300
C-27J Spartan
Bombardier CL604
Tiger ARH
KC-30A MRTT
MRH90
Shadow 200 UAS
P-8A Poseidon
Heron UAS
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Aircraft Type
Distance to
Centreline
(0-35)
(0-35)
(m)
EA-18 Growler
Squirrel AS350BA
Bell 429
C-27
P-8
LADS DAS8
CT4B
Table 17.1
17.4
Installation Details
17.4.1
Taxiway centreline lights should normally be located on the centreline of the taxiway. Taxiway centreline
lights installed on concrete pavements shall be located to avoid concrete construction joints; accordingly
the row of lights may be spaced 300 mm from the taxiway centreline as per the allowances detailed in
the DADM.
17.4.2
Refer Chapters 20 and 21 for installation details of inset and elevated taxiway lights.
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Requirement
MAGS include mandatory instruction signs, information signs and Navigation Check Point signs.
18.2
Mandatory and Information MAGS are to be provided where IDA-AF determines they are operationally
necessary for a particular aerodrome.
Characteristics
Light intensity, beam characteristics, colour, configuration and aiming shall be as detailed in the DADM.
18.3
Light intensity, beam characteristics, colour, configuration and aiming shall be as detailed in the DADM.
Configuration
18.3.2
18.3.4
18.4
Installation Details
18.4.1
MAGs shall be installed upon a concrete footing of sufficient size to achieve the specified wind loadings
and prevent accidental damage to the signs by grass cutters. The footings shall meet the deflection
requirements of FAA AC 150/5345-45.
18.4.2
The marker board shall be installed upon frangible couplings and secured to the footing by a chain that
tethers the board in the event of it being dislodged. Supporting feet for MAGS shall meet the frangibility
requirements of ICAO Aerodrome Design Manual Part 4 Chapter 15.
18.4.3
Signs with a lamp operating voltage of 50V or greater shall be provided with an isolation switch either
mounted externally or at the point of entry into the sign body. An earthing arrangement in accordance
with AS/NZS 3000 shall earth each of the signs.
18.4.4
For MAGS supplied with multiple halogen lamps internally illuminating the inscription panel from above,
the lamps shall be sired across two interleaved secondary circuits such that alternate lights are
connected in series.
18.4.5
Each marker board shall be provided with bird spikes along the full length of the sign to prevent soiling of
each of the boards inscription panels.
18.4.6
Secondary cable shall be installed within the mast or frangible coupling so that the secondary cable is
completely enclosed. Where the cable must exit a mast to enter a sign the exposed section of the
secondary cable shall be enclosed within a UV stable flexible conduit thus allowing maintenance of the
board.
18.4.7
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Bird spikes.
isolating switch.
Frangible couplings.
Re-inforcement fabric.
G
L
Series isolating
transformer in pit.
Earth electrode pit.
Earth electrode.
Secondary cables in conduit.
Figure 18.1
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19.2
19.2.1
19.3
Requirement
Apron edge lighting shall be provided where there is insufficient conspicuity to delineate the extremities
of an apron area to a pilot when manoeuvring an aircraft or where IDA-AF determines apron edge
lighting is operationally necessary.
Characteristics
Light intensity, beam characteristics, colour, configuration and aiming shall be as detailed in the DADM.
Configuration
19.3.1
19.3.2
Apron edge lights shall be located with a light located to mark any change in direction along the side of
the apron.
19.3.3
Defence adopts the use of inset apron edge lights to prevent damage caused by service vehicles.
Where practical the lights shall be located within the sealed shoulder of the apron with consideration of
their visibility from all angles on the apron. In some circumstances where the lights, within the installation
tolerances allowed by the DADM, are not visible from the required angles due to the pavement profile,
consideration may be given to the use of elevated lights. The use of elevated runway end lights shall be
allowed only with the prior written approved by DEEP.
19.3.4
Apron edge lights shall be located such that they are not aligned with aircraft parking positions to
prevent damage caused by jet blast.
19.3.5
Specific aprons may be designated as Hot Refuelling Aprons or may be used for servicing aircraft
including explosive ordinance activities. These areas shall be considered for classification as hazardous
areas in accordance with relevant standards for electrical installations installed accordingly. The
classification of the area may preclude the installation of AGL systems.
19.4
19.4.1
Installation Details
Refer Chapters 20 and 21 for installation details of inset and elevated apron edge lights.
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20.2
20.2.1
20.3
Requirement
Apron floodlighting shall be provided where IDA-AF determine floodlighting is operationally necessary for
a particular aerodrome.
Characteristics
Illumination levels, spectral distribution, configuration, supply arrangement and aiming shall be as
detailed in the DADM.
Configuration
20.3.1
The floodlighting shall be sited such that it cannot obstruct the viewing of the apron from the control
tower. The guidance of ICAO Design Manual 4 Chapter 13 shall apply.
20.3.2
The flood lights shall be mounted at a height of not less than one sixth of the distance to be illuminated
and a height of one quarter of this distance is preferred. The construction of the light masts shall be
sufficiently rigid to prevent the floodlight beam moving more than five degrees out of line in the prevailing
wind conditions. APPLICABLE?
20.3.3
Apron floodlighting masts shall not penetrate the obstacle limitation surfaces. The masts shall be located
such that they will not constitute an obstruction to aircraft manoeuvring on the apron or adjacent
taxiways. In any case the masts shall be located a minimum of 7.5m from the apron edge.
20.3.4
Maintenance access to the lights shall be provided by lowerable headgear or hinged masts.
20.3.5
Obstruction lights are not required to be installed upon floodlight poles unless where requested by
aerodrome operational personnel.
20.3.6
MONITORING AND CONTROL REQUIRED FROM ALER, TOWER OR OTHER FOR APRON
FLOODLIGHTS?
20.4
Installation Details
20.4.1
Floodlight control gear shall be enclosed within a switchboard located at the base of the floodlight pole.
20.4.2
Footings provided to mount floodlight poles shall be designed for the local geotechnical and
environmental conditions including relevant wind loading conditions. Footings shall be designed and
certified by a qualified structural engineer (CPEng).
20.4.3
Floodlight poles shall not be located adjacent to security fences in such a manner that may facilitate
entry into the secured areas. The location of each pole shall also take into consideration the orientation
of the pole when in its lowered position including any allowance for the back lift of the counter balanced
arm.
20.4.4
For floodlights located in the vicinity of areas trafficked by apron service vehicles provide bollards around
the perimeter of the floodlight pole and switchboard. The spacing of the bollards shall take into
consideration access into the switchboard and the orientation of the pole tilt or alignment of mechanical
lowering equipment such as hydraulic lifters.
20.4.5
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NOTE:
Conduits and cabling not shown.
Protection bollards.
GL
Earth electrode pit.
Mowing strip.
Earth electrode.
Figure 20.1
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21.2
Requirement
Inset lights are typically installed where it is not practicable to use elevated light due to trafficking aircraft
or potential damage by jet blast, aircraft arrestor systems service vehicles.
Characteristics
21.2.1
The lights required for the visual aids shall meet International standards for structural and photometric
performance to withstand normal operating conditions of a wide variety of Military and Civilian aircraft.
21.2.2
Particular emphasis is to be placed on the following when selecting the lights for installation:
a Through life costs;
b Watertight seal between the base and the light top assembly and of the photometric chamber of the
light top;
c
d Photometric characteristics and intensity ratios between the respective AGL systems; and
e Availability of spares within Australia.
21.2.3
Shear load;
d Hydraulic impact;;
e Water leakage/ingress;
f
Surface temperature;
g Temperature shock;
h Resistance to salt laden atmosphere;
21.2.4
21.3
Solar radiation.
The mechanical criteria shall be based on relevant DADM, IEC and FAA requirements.
Configuration
21.3.1
21.3.2
All components of each particular light shall be part of the original manufacturers design. Modification to
standard light components to affect/improve their photometric performance shall be in a manner that
does not result in non-standard un-proven lights (eg defocusing lamp) or cause significant increase in
the long-term maintenance requirements (eg additional filters). The intent is that the acceptable change
is, for example, by the use of a suitable alternate lamp with guaranteed long-term availability.
21.3.3
Glass lens shall have a smooth external surface and shall be shaped to minimise dirt collection on all
surfaces.
Construction Form
21.3.4
The mechanical performance of the fittings shall comply with the current revision of FAA Advisory
Circular No. 150/5345-46 for in-pavement base mounted lights or an equivalent standard, for example
BS 3224-6.
21.3.5
The light assemblies shall be CAA, FAA, STNA, NATO or BS certified for the application or shall have
been submitted to a NATA registered laboratory for certification to any of the above standards.
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21.3.6
The materials used to manufacture the lights including all castings, optical components, fixings and
fasteners shall be suitable for their intended purpose and operating environmental conditions. All
components shall be adequately protected against corrosion.
21.3.7
21.3.8
The light assemblies shall be designed for a dry system as defined in current revision of FAA Advisory
Circular No. 150/5345-46.
21.3.9
Electrical connection between the top and the base shall be by FAA type twin pin plug and socket
connection. The secondary cables shall be directly connected to the base socket terminals from the SIT.
21.3.10
The base shall incorporate a method to provide watertight sealing of the entry of the secondary cable to
the base.
Markings
21.3.11
Lights shall be durably and indelibly marked with the manufacturers name or identification mark and the
light type and individual serial number.
21.3.12
Directional lights shall be marked to indicate the correct orientation with respect to the runway/taxiway.
Maintenance
21.3.13
All interior components of the light must be easily removable for cleaning or replacement. The optical
components shall be keyed so that they may not be reassembled incorrectly. The lamp shall be
accurately and firmly positioned at the proper focal point. Any interior lenses or filters shall be securely
positioned. After reassembly, all components shall be properly aligned, original water resistance shall be
restored and the required photometric characteristic shall be reproduced.
21.3.14
On the top of inset lights, pry slots, threaded holes or other means shall be incorporated to assist in
removing light tops from their bases.
21.3.15
The optical assembly shall where possible, be provided with a suitable valve to enable it to be
pressurised to test for leaks by pressurisation and immersion following reassembly.
The base for inset lights shall be classified as a shallow inset type. The bases be shall compliant with
the mechanical requirements for load and flange torque tests as detailed in current revision of FAA AC
150/5345- 42 for Type L-868 Class 1A light bases. The base shall provide a dry system and meet the
air pressurisation test as detailed in Clause 4.1.1 of the current revision of AC 150/5345 42 when
assembled with the light top assembly.
21.3.17
The secondary cable entry shall be arranged to provide side entry through the base via a factory
installed sealing arrangement. Where multiple lamps are required, eg runway edge lights, individual
secondary cables shall be provided for each lamp. The insulation and size of the secondary cable tails
shall be compatible with the connecting secondary cable.
21.3.18
The bases shall incorporate fixing studs secured into the base which include self-locking nuts and/or
vibration proof washers. Stainless steel anti rotation pins or other fixtures shall be provided to prevent
rotation of the light top assembly.
Installation Jigs
21.3.19
Installation jigs shall be suitable for retaining the light unit base during its installation.
21.3.20
The jigs shall be dimensioned such that the base can be aligned, and will then remain in the aligned
position, during installation of the base to meet the specified tolerances. Consideration shall be made for
the location of jacking screws such that they clear the cored hole and will bear against the firm pavement
surface. The installation jigs shall include a bubble level with accuracy suitable to maintain the level of
the light base within 0.5 degrees of level.
21.4
Installation Details
21.4.1
Lights shall be installed in a manner that is recommended by the supplier of the particular light type.
21.4.2
Corrosion inhibiting compound shall be applied to the threads of all external fixings that will be exposed
to the atmosphere.
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Survey
21.4.3
The design location and orientation (deviation angle) details for lights shall be accurately surveyed and
marked on the pavement to indicate the location of the base and the respective orientation of the light.
Painted marking for survey shall be kept to a minimum and shall not be overly conspicuous and shall be
short life water based.
21.4.4
21.4.5
Where the design location of inset lights fall upon construction joints the light shall be relocated such at
such that the edge of cored holes has a minimum distance of 150 mm from the edge of concrete paving
joints. Relocation from the design light position should generally be along the centreline of the taxiway or
alignment of the lighting system. The relocation along the centreline/alignment shall not be greater that
500 mm or the light shall not be relocated off the centreline/alignment.
Inset lights shall be located within a cored or preformed recess and fixed in position with an epoxy or
similar adhesive sealed to prevent the ingress of moisture. The hole shall be dimensioned to provide:
a A void for the epoxy grouting material to provide a base to support the light and to provide adequate
adhesion of the sides of the light base to the pavement; and
b Sufficient depth to ensure that the projected height above the pavements will be in accordance with
DADM requirements.
21.4.7
Pavement.
Inset taxiway
light.
Taxiway
centreline.
Finished
Pavement.
Figure 21.1
21.4.8
The coring and installation of inset lights shall be programmed to ensure that unsecured or removed
pavement cores do not impact on airside operations.
21.4.9
21.4.10
The installation method shall ensure that the light will support the loads imposed by aircraft landing or
trafficking the runway or taxiway.
21.4.11
The light base shall be adequately prepared ready for fixing the cored hole including cleaning and
degreasing the outside of the light base.
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21.4.12
Where the secondary cable is jointed to the light tails outside the base ensure that the joint remains
clear of the light base when installed by a minimum of 100 mm to allow suitable access if the secondary
joint fails without the need to remove the light fitting.
21.4.13
Where the secondary cable is to be installed through the light base the cable shall be installed so that
the inset light unit when installed will not damage it, and that the base cable entry hole is adequately
after installation of the secondary cable, to prevent ingress of moisture into the base and to maintain a
watertight base. Particular attention shall be given to ensure a watertight seal and that moisture cannot
migrate through the cable construction or its Nylon jacket.
21.4.14
A jig shall be used to install, locate and level the inset light unit base in position in the core hole and
maintain the base in position during the curing of the grout. The final installed orientation of the
centreline of the output beam of the inset light unit shall be within plus or minus 0.5 degree of the
designed orientation. Light bases shall be installed such that the light is installed within 0.5 degrees of
level.
21.4.15
Where the pavement is not level, the light base shall be installed such that the level of the top of the
installed light base is midway between the high and low sides of the cored hole.
21.4.16
The epoxy grout for fixing the light fitting bases shall be suitable for the purpose. Masterflow 622 or
approved equivalent is considered an acceptable product for this application. Excess epoxy shall not be
allowed to spill onto the pavement.
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22.2
Requirement
Elevated lights are preferred for most visual aids except where trafficked or exposed to potential damage
by jet blast, aircraft arrestor systems service vehicles.
Characteristics
22.2.1
The lights required for the visual aids shall meet International standards for structural and photometric
performance to withstand normal operating conditions of a wide variety of Military and Civilian aircraft.
22.2.2
Particular emphasis is to be placed on the following when selecting the lights for installation:
a Through life costs;
b Modern design including the use of LED illuminated lights;
c
d Photometric characteristics and intensity ratios between the respective AGL systems; and
e Availability of spares within Australia.
22.2.3
Shear load;
d Hydraulic impact;
e Water leakage/ingress;
f
Surface temperature;
g Temperature shock;
h Resistance to salt laden atmosphere;
22.2.4
22.3
Solar radiation.
The mechanical criteria shall be based on relevant DADM, IEC and FAA requirements.
Configuration
22.3.1
22.3.2
All components of each particular light shall be part of the original manufacturers design. Modification to
standard light components to affect/improve their photometric performance shall be in a manner that
does not result in non-standard un-proven lights (eg defocusing lamp) or cause significant increase in
the long-term maintenance requirements (eg additional filters). The intent is that the acceptable change
is, for example, by the use of a suitable alternate lamp with guaranteed long-term availability.
22.3.3
Glass lens shall have a smooth external surface and shall be shaped to minimise dirt collection on all
surfaces.
Construction Form
22.3.4
The mechanical performance of the fittings shall comply with the current revision of BS 3224-4 (Lighting
fittings for civil land aerodromes. Specification for elevated lighting units ) or FAA Advisory Circular No.
150/5345-46.
22.3.5
The electrical connection shall be provided by plug and socket without compromising the performance of
the light frangibility. The plug socket shall be arranged such that the socket is retained in the light
mounting below the frangible break point so that the electrical connection is covered in the event of the
light being displaced from its mounting.
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22.3.6
The lights construction shall facilitate levelling of the fitting. Provision shall be made in the light
mounting to allow adjustment to obtain true vertical and azimuth alignment.
22.3.7
The materials used to manufacture the lights including all castings, optical components, fixings and
fasteners shall be suitable for their intended purpose and operating environmental conditions. All
components shall be adequately protected against corrosion.
22.3.8
22.3.9
The light body shall be coloured golden yellow (colour Y14 to AS 2700). The paint system shall have a
design life of a minimum of 10 years when installed.
Marking
22.3.10
The light shall be durably and indelibly marked with manufacturers name or identification mark and light
type.
22.3.11
Directional lights shall be marked to indicate the correct orientation with respect to the runway.
Maintenance
22.3.12
The light components shall be capable of being easily removed for cleaning, repair or replacement.
Individual items shall be keyed to ensure easy reassembly and that all components are aligned correctly.
The lamp shall be accurately and firmly positioned at the required focal point. Any interior lenses or
filters shall be securely positioned. After reassembly, all components shall be properly aligned, original
water resistance restored and the required photometric characteristics shall be produced.
The light mounting shall have an approved frangible coupling where it attaches to the light. The frangible
coupling shall comply with the requirements of ICAO Aerodrome Design Manual Part 4 - Visual Aids
Chapter 15.
22.3.14
The mounting base shall be manufactured from a corrosion resistant UV stabilised material and be
suitable for installation on a concrete pad.
22.3.15
The mounting base shall be finished in a durable paint system with a design life of a minimum of 10
years. The colour of the base and components shall be aviation yellow.
Masts for approach lights shall be lightweight and meet the frangibility requirements of ICAO Aerodrome
Design Manual Part 4 Visual Aids Chapter 15.
22.3.17
The criteria for frangibility shall apply to masts installed within 300 metres of the threshold. The top 1.8
metres of masts installed beyond 300 metres from the threshold shall also meet the frangibility
requirements.
22.3.18
The masts shall meet the deflection requirements of FAA AC 150/5345-45 (current revision).
22.3.19
22.3.20
Masts shall be installed on concrete bases designed and certified for structural adequacy for the terrain
category and wind loading due to the number and size of the installed lights.
22.3.21
Where the masts are located outside the perimeter fence of an establishment then suitable fencing shall
be provided to protect the masts.
Installation and alignment tools shall be suitable for accurately levelling and aligning the elevated lights.
The installation tool shall include a bubble level with accuracy suitable to maintain the level of the light
base within 0.5 degrees of level.
22.3.23
Alignment tools shall be suitable for mounting on individual lights so that the light can be aligned with
adjacent lights and in the case of approach lights, aimed to the required elevation and azimuth.
22.4
22.4.1
Installation Details
Lights shall be installed in a manner that is recommended by the supplier of the particular light type.
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22.4.2
Elevated lights shall be mounted that they will maintain their position and aiming point. The mounting
shall incorporate frangible couplings.
22.4.3
Concrete block.
Elevated light.
Elevated light.
Base fixed to
concrete block.
Concrete block.
Figure 22.1
22.4.4
Corrosion inhibiting compound shall be applied to the threads of all external fixings that will be exposed
to the atmosphere.
22.4.5
Elevated lights shall be installed such that a maximum height of 50 mm is maintained above the
pavement in the event of a broken coupling. The secondary cable plug/socket shall disengage such that
the socket portion is retained within the remaining light base and no live uncovered conductors are
exposed.
22.4.6
The maximum height of an elevated light when mounted on a trafficable pavement shall not exceed that
detailed in the DADM.
22.4.7
The mounting base for elevated lights shall be installed on a concrete mounting base that includes a
recess for the secondary socket and its retaining clamp that will retained the socket in the event of the
light being dislodged thus preventing live cable ends being exposed.
22.4.8
Alternatively the mounting base may be fixed directly to the pavement (with suitable anchor fixings)
above a cored hole that will provide a void for the secondary socket. The secondary socket-retaining
clamp would, in this case, be fixed by use of the base mounting fixings.
22.4.9
Where lights are installed on, hinged or lowerable masts eg approach lights the lights shall be installed
such that they will obtain the required aiming orientation and vertical angle when the mast is raised. The
secondary cables shall be installed within the mast components or within flexible conduits that have
characteristics suitable for the purpose. Masts shall be installed on concrete bases designed and
certified for structural adequacy for the terrain category and wind loading due to the number and size of
the installed lights.
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Requirement
23.1.1
23.1.2
Pits are required for cable access to major duct banks, under pavement duct crossings, pulling pits and
at significant changes in direction.
23.2
23.2.1
Characteristics
Pit and duct systems provided at Defence aerodromes consist of the following components:
a Ducts located adjacent to aircraft pavements and beneath aircraft pavements for under pavement
crossings;
b SIT pits provided for each light location to house the lights SIT;
c
Pull pits located at defined intervals to facilitate installation and maintenance of the cabling system;
d 25 Tonne rated pits located within runway and taxiway strips, suitably rated for trafficking by
aircraft, and typically used at along trunk feeder cable routes and to terminate under pavement duct
crossings; and
e 7 Tonne rated pits located outside runway and taxiway strips and suitably rated for trafficking by
emergency services vehicles and grass cutters, and typically used at along trunk feeder cable routes
and to terminate under pavement duct crossings.
23.3
23.3.1
Configuration
The designer must develop a duct network plan that provides capacity for the immediate and the master
planned requirements of the aerodrome. The duct and pit layout shall be designed to provide an
economic, reliable and readily extendable network.
The alignment of the pit and duct system adjacent runways shall be located a minimum of 5 metres clear
of the runway shoulders and preferably within Zone II as defined in ICAO Airport Services Manual Part 6
Control of Obstacles. STILL PREFERRED PRACTICE?? Cable routes when located within Zone II
allow greater access during the initial installation period and subsequent maintenance activities;
however, this needs to be balanced against ensuring adequate access for servicing during varying soil
and weather conditions.
23.3.3
The alignment of the pit and duct system adjacent taxiways and aprons shall be located a minimum of 5
metres clear of the taxiway shoulders with due consideration for the possible requirement for civil works
for strengthening and or widening the taxiway shoulders to suit larger aircraft.
Separation of Circuits
23.3.4
Cables shall be separated so that in the event of a cable burn up within a duct, minimum disruption of
AGL systems will occur. Adequate diversity shall be employed to minimise the impact of a single fault
(eg a single cable fault shall not cause all runway circuits to be impacted). Multiple circuits of an
interleaved system shall be distributed over multiple ducts.
23.3.5
Trunk routes shall incorporate multiple duct banks installed to provide physical separation between the
duct banks and thereby the interleaved circuits. Typically, the physical separation shall be 2 metres.
AGL primary cables shall be located such that there is separation from other services. The separation
shall be in accordance with applicable codes and regulations. Particular emphasis shall be placed on the
separation of the AGL primary cables from copper communications cables and navigation aids services.
23.3.7
Refer DADM Volume 3 for the separation and particular requirements for installation of cabling in
sensitive navigation areas (eg ILS/MLS).
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23.3.8
Primary cables installed within the restricted areas of the runway and taxiway strips (Movement Area)
shall be installed within a pit and duct system with a 450 mm depth of cover. Compliance with AS/NZS
3000 shall be achieved by invoking Clause 1.9.4 Compliance by Specific Design and Installation of the
standard, AS/NZS 3000. PROVIDE PROFORMA IN APPENDIX?
23.3.9
The depth of cover for cables and the method of their installation in areas outside the runway and
taxiway strips shall meet the requirements for HV installations as prescribed in AS/NZS 3000 Wiring
Rules.
23.3.11
The minimum diameter for individual duct shall not be less than 20 mm, the maximum diameter for an
individual duct shall not be greater than 100 mm.
23.3.12
The number of cables permitted in individual ducts shall not exceed the following ratio of the sum of the
effective cross-sectional areas of the cables to the minimum internal cross-sectional area of the duct:
a For one cable in duct
0.5
0.33
0.4
Spare capacity
23.3.13
The design of ducts and pits shall allow for foreseeable Master Planned extension to the airfield AGL
system. Sufficient spare capacity within ducts or additional ducts shall be provided to suit the installation
of additional AGL systems or the upgrade of existing systems.
Drainage
23.3.14
The duct and pit system shall be designed to minimise the retention of water. There shall be suitable low
point connections to allow water to readily drain from the duct network systems. Drain holes shall be
included in each pit where the duct entry does not provide free draining of the pit.
Duct Types
23.3.15
All ducts used for the enclosure of the primary cables shall be Electrical Heavy Duty type to AS 2053
coloured orange and installed in accordance with AS/NZS 3000.
Labelling
23.3.16
A 100 mm x 60 mm nominal size 3 mm thick stainless steel or brass plate shall be engraved (lettering
height 5 mm) to identify the primary circuits that are accessible from the pit. Figure 23.1 illustrates a
typical label as provided for a taxiway light.
100
60
NOTE:
Text shall be engraved or punched.
Minimum character depth 1mm.
(Superficial etching/engraving is not
acceptable.)
Circuits in pit.
5mm high text.
Light number fed from pit.
12mm high text.
Figure 23.1
23.3.17
The label shall be located within a recess in the top of the pit or concrete collar and fixed with two
countersink screws (of material suitable for the installation environment). The identification number of
the light fitting that is supplied from the SIT installed within the pit shall be painted on the collar of all SIT
pits with 50 mm high lettering. As illustrated in Figure 23.2 the lettering shall be orientated so that it
faces the pavement thus enabling it to be read from a vehicle that is located on the pavement.
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Pavement edge.
A-1
Taxiway light.
Brass
identifying
plate.
Secondary Cable.
A-1
Figure 23.2
Pit Design
23.3.18
Where pits are located within airfield pavements and are subjected to regular aircraft movements the
bearing capacity of the pit and cover shall be sufficient for the most onerous aircraft characteristic.
23.3.19
Pits installed within runway and taxiway strips shall have a bearing capacity to support the wheel load as
presented by an aircraft that has left the pavement. The unpaved ground conditions shall be considered
in that its bearing capacity may not be sufficient to support the wheel load during wet conditions.
23.3.20
Pits installed outside runway and taxiway strips shall have sufficient bearing capacity to support grassmowing tractors and similar equipment under all conditions of surrounding soil conditions. Grass mowing
will not be undertaken during conditions where the tractor or grass mower may become bogged.
23.3.21
Guidance on the width of the runway and taxiway strips may be obtained from the DADM and ICAO
Annex 14. The actual width of the runway and taxiways for a particular location shall be obtained from
the Aerodrome Information Package (AIP) En route Supplement Australia (ERSA), AIP Runway
Distances Supplement (RDS) and AIP Departure and Approach Procedures (DAP) or the Aerodrome
Manual. WHAT IS THE REQUIREMENT IN THE VICINITY OF APRONS?
23.3.22
The pit shall support the designated wheel load without failure; bending of lids is permissible.
23.3.23
The pit design shall be designed to meet the requirements and incorporate all accessories that are
applicable to WHS regulations.
SIT Pits
23.3.24
SIT pits provide ready access for installation and servicing of SITs. SIT pits shall be designed and
manufactured to provide the following performance criteria:
a Design load of 25 Tonne distributed over the top surface of the pit collar and lid;
b Minimum throat dimension of 250 mm x 350 mm;
c
d A transformer stand shall be provided to protect the cables from a SIT burn up;
e The pit base may be constructed from glass fibre reinforced concrete or similar light weight material;
23.3.25
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Pavement edge.
550 min
300
32MPa precast reinforced
concrete collar.
A-1
40x15 lifting s
400
650 min
16mm thick gr
250 hot dipped
galvanised ste
260
Fibre reinforce
concrete trans
support stand
205
TRANSFORMER PIT - PLAN VIEW
Figure 23.3
25 Tonne Pits
23.3.26
Pits that are located within the runway and taxiway strips shall be designed and manufactured to provide
the following performance criteria:
a Withstand a 25 tonne static wheel load and a tyre pressure of 1500 kPa; and
b Have a minimum dimension of 600 mm x 1000 mm and a depth to suit the installed ducts.
7 Tonne pits
23.3.27
Pits that are located outside the runway and taxiway strips shall be designed and manufactured to
provide the following performance criteria:
a Withstand a 7 tonne static wheel load and a tyre pressure of 700 kPa; and
b Have a minimum dimension of 600 mm x 1000 mm and a depth to suit the installed ducts.
23.4
Installation Details
Duct Installation
23.4.1
Where cables cross open drains, lower the ducts to pass under the drains to maintain the minimum
specified depth of cover. Encase the conduits in a concrete mix across the drain.
23.4.2
The buried entries to ducts and conduits shall be sealed to prevent the ingress of water.
Pit Installation
23.4.3
No ramps (de lethalisation) to deflect a wheel that is ploughing through soft ground are required.
23.4.4
Pits shall be constructed on site or may be pre-cast units delivered to the site for installation.
23.4.5
The pits shall be installed such that the bearing capacity of the pit is maintained and that the pit cover is
installed level with the finished surface level of the surrounding area.
23.4.6
The buried entries to pits shall be adequately sealed to prevent the ingress of backfill material.
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23.4.7
Prior to cable installation, ensure that the duct or conduit is of constant cross-section throughout and
free from concrete, loose stones and the like.
SIT Pits
23.4.8
SIT pits shall not be installed in the pre-threshold area or RESA. Figure 23.4 illustrates the typical layout
of SIT pits for threshold and end lights.
Secondary
Cable.
Threshold lights.
Primary Cable.
29
RESA
SIT pits.
Figure 23.4
23.4.9
Generally, not more than one SIT shall be installed within a SIT pit. Where it is necessary and practical
to install a second SIT within a pit dispensation from the general rule shall be sought from DEEP.
23.4.10
SIT pits shall generally be located along the alignment of the primary cables such that the secondary
cable route supplying the light is a straight run from the SIT pit location. The secondary cable route shall
generally be perpendicular to the pavement edge and run radially to the light locations on curves.
23.4.11
The pits shall be installed as detailed in Figure 23.5 with particular attention to installing the pit such that
its lid is horizontal and level with the finished surface level of the adjoining area. Where the adjoining
area has a significant slope then the pit surface shall be installed such the lid is level with the high side
of the slope adjacent the pit location.
Pit lid.
Concrete collar.
Reinforcement.
Chain lid to collar.
500 min
Secondary
cable conduit.
Cement
stabilised sand.
300 min.
Drain hole.
Figure 23.5
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23.4.12
The cement stabilised sand shall be compacted such that the collar will be supported on this material
rather that the pit base.
23.4.13
Conduits shall be inserted into pre-cut holes in the pit base such that there is a minimum clearance
whilst allowing the conduit to enter at small angles from perpendicular to the pit walls.
23.4.14
The conduit for the secondary cable shall not prevent the transformer stand from being installed such
that its legs can rest on the bottom of the pit.
23.4.15
Where SIT pits are installed on sealed pavements and subjected to regular vehicle traffic the pit shall be
provided with suitable reinforcement such that the pit will support the loads presented by the vehicular
traffic. Structural calculations shall be prepared detailing the design for the pits when installed in these
locations.
Draw lines
23.4.16
A draw line shall be installed in all ducts; whether cables are installed or not. Draw lines shall be
installed after the installation of cables and shall be secured at each end so that the loose ends remain
accessible from within pits or duct ends.
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Requirement
24.1.1
The power supply for AGL systems shall be derived from constant current series circuits with a
maximum current of 6.6 amps with the following exceptions:
a Aerodrome Beacons. - The primary source of electricity supply for aerodrome beacons is to be
supplied from a local electricity supply at 230 V 50 Hz. A secondary power supply shall be provided
to energise the aerodrome beacon automatically in the event of primary supply failure;
b Sequential Flashing Approach Lights - Power supply for SFAL may be arranged as a constant
current series circuit or a constant voltage system supplied from the Airport Lighting Equipment
Room (ALER);
c
Runway Threshold Identification Lights - Power supply for RTIL may be arranged as a constant
current series circuit or a constant voltage system supplied from the ALER; and
d Apron Flood Lighting - The primary source of electricity supply for apron floodlighting is to be
supplied from a local three-phase electricity supply at 400 V 50 Hz. Apron floodlights shall be
distributed across the phases of the three-phase electricity to avoid stroboscopic effects associated
with the illumination of rotating propellers.
24.1.2
24.2
The constant current series circuits for AGL are not to be referenced to earth. No counterpoise earth or
earthing stakes as detailed in the FAA Advisory Circulars are required. No separate earth is required for
the earthing of installed elevated or inset lights.
Characteristics
Primary Cable
24.2.1
The primary cable shall be 6 mm copper single core 5 kV grade insulated cable with appropriate termite
protection.
24.2.2
Defence has adopted a standard of EPR ( Ethylene Propylene Rubber ) insulation because it allows
increased confidence in joint construction with the jointing kit material bonding to the insulation.
24.2.3
The cable shall be suitable for installation in a pit and duct system that may contain water such that the
cable will be submersed for long periods of time.
24.2.4
The primary cable shall be provided with indelibly printed (contrasting colour) unique drum identification
and sequential metre marking along its length. The markings shall be printed on the outer sheath of the
cable or on the surface of the inner insulation or protecting layers and be visible through a clear
oversheath.
24.2.5
The cable design will meet International standards for series AGL cable eg US Department of Transport,
Federal Aviation Administration (FAA) AC 150/5345-7 (latest revision).
24.2.6
The primary cable shall be batch tested by a NATA registered testing authority to certify the cable design
and each drum shall be tested to verify the insulation resistance and conductor continuity resistance.
The results of these tests shall be included in the As Constructed documentation.
24.2.7
The manufacturer / supplier shall guarantee any defect in material or workmanship that may occur
during proper and normal use during a period of 5 years from the date of manufacture / supply will be
corrected or replaced.
Secondary Cable
24.2.8
Secondary cable shall normally be flat twin 2.5 mm2 copper multi-strand (50/0.25) flexible PVC 0.6 kV
grade insulation, nylon sheathed, cable. The individual cores shall be coloured one white and the other
black.
24.2.9
The cable design shall meet Australian or International standards for electric cables polymeric
insulated eg AS 5000.1.
24.2.10
Secondary cables with a larger copper conductor cross sectional area eg 4 mm2 may be required where
the route length is such that the burden applied to a SIT warrants the larger secondary conductor. The
large cross sectional conductor cable shall be insulated and protected in the same manner specified for
the 2.5 mm2 cable.
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24.2.11
The manufacturer / supplier shall guarantee any defect in material or workmanship that may occur
during proper and normal use during a period of 5 years from the date of manufacture / supply will be
corrected or replaced.
Termite Protection
24.2.12
24.2.13
The Australian industry standard for AGL cables incorporates a Nylon jacket, providing termite
protection, which is protected with a PVC sacrificial sheath to protect the Nylon during installation.
Alternative termite protection systems include the use of termite resistant additives into the outer sheath
eliminating the requirement for an additional sacrificial sheath.
24.3
Configuration
Each separate visual aid system shall be arranged on a separate circuit. The circuits shall be routed to
the ALER from which they will be controlled and powered.
24.3.2
Separate circuits to facilitate control/selection are required for each HIAL, SALS, SFAL, PAPI, HIRL,
MIRL, IWI, Outer Threshold where provided with HIRL, DTRM/HCM and each taxiway and apron
segment or zone requiring individual control. MAGS will normally be powered from the respective
taxiway circuit, however, where there are a significant number of MAGS at an airfield, consideration shall
be given to providing separate circuits for MAGS.
Interleaved circuits
24.3.3
Every approach, approach slope indicator and runway lighting system shall be connected as constant
current series circuits with the lights distributed over a minimum of two interleaved circuits. The
distribution of the lights is to be arranged so that in the event of a failure of one circuit the remaining
pattern of lights portrays a recognisable pattern to a pilot and will not portray a misleading pattern.
24.3.4
Interleaved primary circuits shall also be provided for taxiway centreline lighting systems where deemed
necessary by DEEP for a particular aerodrome. OR CURRENT POLICY? WHEN TO APPLY?
24.3.5
Guidance on the requirement and application of interleaved circuitry is provided in ICAO Design Manual
5.
Runway Circuits
24.3.6
LIRL and MIRL installations including the runway edge, threshold, outer threshold and end lights shall be
distributed over a minimum of two interleaved circuits. The threshold, outer threshold and end lights or
edge lights may be evenly distributed over separate additional interleaved circuits so that the intensity
ratios between the separate light types (i.e. threshold/end and runway edge) can be better matched.
Where installed, preference shall be given to connecting ORP and runway turning area lights to a fixed
single stage intensity circuit that is energised with the runway circuits, such as the DTRM/HCM circuit.
24.3.7
A HIRL installation shall be distributed over a minimum of 4 circuits. The runway edge lights shall be
evenly distributed over a minimum of 2 interleaved circuits and the threshold and end lights evenly
distributed over a minimum of 2 interleaved circuits. This arrangement will allow the intensity ratios
between the separate light types to be better matched. In addition, HIRL shall have additional separate
single circuits; one each for the outer threshold lights and the DTRM/HCM. Where installed, preference
shall be given to connecting ORP and runway turning area lights to a fixed single stage intensity circuit
that is energised with the runway circuits, such as the DTRM/HCM circuit.
IWI
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24.3.11
Taxiway
24.3.12
A runway provided with two IWIs may be supplied from a common circuit or from individual CCRs where
there is more than one ALER.
The design of new taxiway lighting systems should consider the interleaving of taxiway centreline
lighting circuits in accordance with ICAO Design Manual 5. Such a design solution shall be considered
in conjunction with the overall taxiway lighting control philosophy and the implementation of taxiway
zone control (as opposed to taxiway segment control).
24.3.13
Taxiway zone control shall be implemented by using an individual (or multiple where loadings require)
CCR for each taxiway zone. Selector relays and contactors shall not be used to facilitate the supply of
multiple taxiway zones from a single CCR.
24.3.14
Determination of the number of circuits and the distribution of lights across these circuits shall consider
the quantity of lights, circuit loadings and associated CCR ratings, and desired control functionality.
24.3.15
Figure 24.1 illustrates a typical interleaved section of taxiway lighting configured for control as part of a
taxiway zone.
ZA/1-1
ZA/2-2
Figure 24.1
ZA/1-3
ZA/2-4
The runway circuits, which include HIRL, MIRL, Outer Threshold, DTRM/HCM and IWI circuits shall be
routed to each ALER. The normal operation will be arranged such that half of the circuits are controlled
and powered from each ALER, however when operationally required, all circuits may be powered from
either ALER. Interlocking shall be incorporated to inhibit controlling and powering a circuit from more
than one ALER. NOT CONSISTENT WITH AMB IWI INSTALLATION.
24.3.18
24.3.19
PAPI systems shall be arranged with the PAPI light units for each runway threshold routed from
separate ALERs. Each ALER will supply the port side for one runway end and the starboard from the
other. Failure of an ALER would leave a runway with one functioning PAPI system for each runway.
Interlocking shall be incorporated to inhibit controlling and powering PAPI systems for the same runway
end at different intensity selections. Circuitry shall also allow for the independent selection of each
approach vector PAPI system.
24.3.20
Taxiway circuits shall be logically distributed between ALERs with each ALER supplying the taxiways
that are located closest to it, nominally half of the taxiway lighting system for each ALER. Alternatively,
where taxiway lighting is supplied on interleaved circuits, consideration should be given to supplying the
interleaved circuits from different ALERs.
24.4
Installation Details
A cable management plan shall be produced so that a logical arrangement of primary cables is installed
and a record of their installation including their drum and sequential metre marking may be recorded for
inclusion in the As Constructed documentation.
Primary Cables
24.4.2
All primary cables shall be installed within a pit and duct system.
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24.4.3
Primary cables shall be installed in single unjointed lengths; joints will only be permitted where the single
route length is more than a cable drums length (1000 metres). A joint can only be made within a pit; no
inline joints are permitted in a duct run.
24.4.4
Cable installation within ducts shall not be taped together or installed such that they will be intertwined or
tangled thus preventing a single cable from being with drawn from a duct.
24.4.5
Primary cables shall be drawn into ducts in a logical manner and their pulling tension monitored to
ensure that the tension applied to individual cables does not exceed the manufacturers recommended
pulling tension.
24.4.6
24.4.7
Where cables are drawn in long runs and or the cable ducts system includes bends apply a cable
lubricant or friction modifier as recommended by the cable manufacturer. Lubricants shall comply with
the environmental and WHS requirements.
24.4.8
24.4.11
To allow for future cutting and re-terminating of SITs a length of primary cable extending a minimum of
500 mm above ground level (both legs) should be provided at each SIT location.
24.4.12
24.4.13
Primary cable joints shall be suitable for jointing the primary cable, and the primary cable to the SIT plug
and socket connecting leads where utilised. The primary cable joint shall maintain the insulation and
dielectric properties of the primary cable when installed in any location within the AGL system. The joint
shall be waterproof and shall allow the jointed cable to be installed within the SIT pits without causing
damage or undue strain on the joint.
24.4.14
Primary cable conductors at primary cable joints and at SIT plug and socket connecting leads where
utilised shall incorporate a tinned copper crimp links compressed with hexagonal die generally.
24.4.15
In-line heat shrink cable jointing kits shall be used to insulate and protect the joint. The joints shall:
a Incorporate HV putty over the crimp to alleviate electrical stresses;
b Include two layers of heat shrink sleeves, the outer sleeve lined with a material that will
homogeneously bond to the inner sleeve and cable primary insulation; and
c
Provide sufficient overlap between heat shrink layers and cable insulation to achieve an effective
waterproof seal.
24.4.16
Existing cable requiring rejointing cable shall be carefully stripped and the various layers of insulation
(particularly the primary insulating layer) thoroughly cleaned to ensure the best possible surface
conditions for adherence of the joint components.
24.4.17
Typical primary cable joint constructions for various cable types are provided in Figure 24.2 and Figure
24.3.
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Nylon sheath.
Primary insulation.
Conductor.
Sacrificial sheath.
Primary
insulation.
Nylon sheath.
Nylon sheath.
Crimp lug.
Sacrificial sheath.
HV putty.
Sacrificial sheath.
COMPLETED JOINT
Figure 24.2
Outer sheath.
Primary insulation.
Conductor.
Outer
sheath.
Crimp lug.
Primary
insulation.
Outer
sheath.
HV putty.
COMPLETED JOINT
Figure 24.3
24.4.18
Primary cables are to be joined to the pre-moulded connecting leads where connection is required to
be made to a SIT. Where an inline joint is required in the cable, this is to be effected in a similar manner
as the SIT joints with pre-moulded sockets and integral 600 mm tail. The joint between the lead and
the primary cable shall be an approve in-line insulated crimped link. DEFENCE PREFERENCE FOR
LEADS VERSUS PUSH-ON PLUG/SOCKETS?
Labelling
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24.4.19
All primary cables shall be labelled as detailed in Figure 24.4. The basic concept of the label
nomenclature is that each label describes the destination of a cable form the location of the label. Labels
shall be placed on cables at each location that they are visible eg at pits and terminations. Nomenclature
shown is typical only. Change to suit actual circuit cabling.
Locking nylon
cable ties.
Primary cable.
Identification
tag.
Sectional view
TWY A/3 to A/4
Light A/8
TWY A
TWY A/8 to A/7
SIT
SIT pit
Primary cables
TWY A
Figure 24.4
24.4.20
All primary cabling and any other equipment where specified shall be adequately labelled to facilitate
maintenance.
24.4.21
Labels shall be manufactured from minimum thickness 1 mm Polymeric material. The lettering shall be
not less than 4 mm high, regularly spaced and permanently placed such that the information cannot be
removed by normal abrasion and service conditions. A sleeve shall not cover the label lettering. Attach
labels to cables with nylon wire ties such that the label is retained by 2 ties; one at each end of the label.
The lettering shall display the circuit description and the identification of its source and destination. Refer
drawings for details.
24.4.22
All cable ties used to label AGL cables shall be made from UV stabilised material that will not damage
the cable.
24.4.23
Label all primary cables for new and existing circuits remaining in service at every access location eg.
SIT pits, 7 tonne rated pits, 25 tonne rated pits, duct crossings, pull-in pits and ALER. Position the labels
such that they can be read without displacement of the cables.
Secondary Cable
24.4.24
Secondary cables are to be run in straight and single length unjointed runs in a direct route from
individual SITs to individual lights. Not more than one lamp is to be supplied or connected to a SIT.
Generally the cable route shall be perpendicular to pavement edge and radial to lights on curves. Slots
shall be the shortest direct routes.
24.4.25
Secondary cables are to be installed within conduits in open non-pavement areas and within cut slots
where the final cable route is within sealed pavements. Where the final secondary cable route is within
concrete paved areas the cable route shall follow the construction joints where possible.
24.4.26
Particular attention shall be given to specifying adequate compaction and cover over the installed
secondary cable at the transition between the sealed pavement/shoulder and unsealed areas.
24.4.27
A 2 metre length of secondary cable shall be coiled within each SIT pit to allow for withdrawal of the SIT
from the pit and provide sufficient length to re-terminate the secondary cable.
24.4.28
Where the route length of a secondary cable is long the effect of the additional burden placed on the SIT
shall be considered with the light lamp load. The consideration may require the installation of a SIT with
a higher power rating or the installation of secondary cable with a large cross sectional area.
Slots in Pavements
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24.4.29
Slots shall be sawn into bituminous and concrete pavements where the secondary cables are required
to traverse sealed pavements. The slot shall be located such that a minimum angle of 45 degrees is
maintained between the pavement edge or construction joint and the slot and any joining slot and a
minimum distance of 250 mm is maintained between the slot and the corner of a concrete pavement
slab.
24.4.30
The depth to width ratio of the slot shall meet the slot sealant manufacturers recommended ratio. Slots
shall not be more than 12 mm wide.
24.4.31
Where 2 or more light units are located in close proximity, up to a maximum of 3 secondary cables may
be installed in a single slot and in these cases the depth of slot shall increased to a maximum depth of
35 mm.
24.4.32
Including additional cables in the slot shall not compromise the required depth of the sealing material. A
secondary cable that shares a common slot shall not be installed under any light base.
24.4.33
Figure 24.5 illustrates the typical installation detail for a secondary cable within a pavement slot.
Slot width = Cable
width plus 2mm.
Pavement.
Polymer based
elastomer sealant.
Slot depth
to suit number
of cables.
Figure 24.5
Sealing Slots
24.4.34
Slots shall be sealed with a self-levelling, fuel resistant bitumen modified moisture-curing polyurethane
sealant. The sealant shall;
a Seal the slot from the ingress of water;
b Be flexible to suit the expansion and movement of pavements;
c
24.5
24.5.1
Sonolastic Sonomeric 1 has been applied with satisfactory results. PROVIDE DETAIL ON RECENT
TINDAL EXPERIENCE?
24.5.2
Apply primers and the sealant in accordance with the manufacturers recommendation. Particular
attention shall be paid to the preparation of the slot and the use of non bonding backer rods to prevent
three-point bonding.
24.5.3
The top surface of the sealant shall match the surrounding pavement level. The pavement shall be
cleaned of all spilled or surplus sealant.
24.5.4
Where secondary cables are installed in existing rigid pavement (concrete) areas the existing joint
sealant shall be removed and the new secondary cables installed in the slot. The slot shall then be back
filled with an appropriate sealant; Thioflex 600 has been used in this application and found to be
suitable.
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24.5.6
Joints in secondary twin core cabling shall be of the in-line compression link type.
24.5.7
Secondary cable joints shall consist of two heat shrink layers of insulation as follows:
a The inner sleeve shall be lined with a material that will homogeneously bond to the cable insulation;
and
b A further heat shrink tube lined with a material that will homogeneously bond to the cable and inner
heat shrink sleeves shall be fitted over the initial layer.
24.5.8
Where the secondary cable is required to be joined to the factory installed secondary cables the
compression links shall be staggered hence reducing the overall diameter of the joint and each link
insulated using a length of heat shrink material.
24.5.9
Certified test certificates detailing the electrical characteristics of the completed joint shall accompany
the joint details.
24.5.10
Final connections to the light top assembly shall be by FAA style plugs and sockets to facilitate the
removal of the light top assembly for maintenance activities.
Cable Markers
24.5.11
Where the route of underground AGL cabling is not clearly identified by pits, cable route markers shall
be installed at changes of direction and at intervals of 100m. Refer Figure 24.6 for a typical underground
cable marker installation detail.
Concrete base.
DANGER
Direction
indicator.
AGL
CABLES
Cable / conduit.
Figure 24.6
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Requirement
25.1.1
Series Isolating Transformers (SITs) provide power to AGL lights and ancillary equipment from their
secondary circuits. The SITs provide continuity of the series circuit in the event of a loss of the load on
the transformer, and electrical isolation between the primary circuit supplied by a Constant Current
Regulator (CCR) or Mains Isolating Transformer (MIT) and the secondary circuit connected to the load
(generally a light).
25.1.2
SITs shall be installed in pits along the primary cable route adjacent each light location.
25.2
Characteristics
25.2.1
SITs shall be 5kV insulated 6.6 A to 6.6 A manufactured generally in accordance with the requirements
of IEC 61823 ED 1.0 E (2002) AGL Series transformers and the current revision of FAA AC 150/5345-47
Isolating Transformers for Airport Lighting Systems.
25.2.2
The SITs shall consist of primary and secondary coils wound upon a core and shall be permanently
encapsulated without voids to produce a watertight assembly.
25.3
Configuration
25.3.1
The SITs shall be fully encapsulated and be designed for installation direct in ground without further
protection
25.3.2
The exact shape and design of the SITs is optional provided that they can easily be installed within a
space defined as a cylinder, 200 mm in diameter by 250 mm high.
25.3.3
The SITs shall be designed and manufactured to operate indefinitely and under full load, short circuit, or
open circuit conditions of the secondary with normal series circuit operating currents and frequency in
the primary. The wave form of the primary current may include a high harmonic content such as that
produced by phase controlled thyristor Constant Current Regulators when operating at low current
selections for an optimised tap setting to suit the full current (intensity) selection for a given circuit
condition.
25.3.4
The SITs shall be designed and manufactured to operate indefinitely and efficiently without loss of
electrical characteristics when installed in any combination of the following conditions:
a Installed within pits;
b Fully immersed in water; and
25.3.5
The thermal and electrical ratings of the SIT shall be maintained throughout the design life of 20 years
withstanding the effects of:
a Temperature build up within pits;
b Depth of laying of up to 1200 mm;
c
d Direct sunlight.
25.3.6
Primary and secondary circuit connecting tails shall be fitted with FAA style plugs and sockets as
follows:
a The primary tails plug and socket shall be FAA type L-823, Type 1 Class A specification AC
150/5345-26 plug Style 2 and socket Style 9; and
b Secondary tail connector shall be FAA L-823 Type 2 Class A Style 8.
CURRENT DEFENCE PRACTICE (LEADS OR PUSH ON)? WHAT HAS BEEN OUTCOME OF
SCHERGER INVESTIGATIONS?
25.3.8
Plug and sockets, compliant with FAA specifications, shall be utilised to connect the primary and
secondary cables to SITs and lights.
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25.3.9
Primary cable plug and sockets may be one of the following configurations:
a FAA type L-823, Type 1 Class A specification AC 150/5345-26 - Preformed, pre-terminated factory
moulded plugs and socket provided with connecting leads of minimum length of 600 mm. The
insulating material on the leads shall be compatible with the primary and secondary cable insulation
and the inline cable joints;
b FAA type L-823, Type 1 Class B specification AC 150/5345-26 - Field attached cable connectors that
include the use of silicone compounds to provide a watertight seal and ensure electrical insulation.
25.3.10
The two types of primary plug and socket connectors are illustrated in Figure 25.1.
25.3.11
Secondary cable plug and sockets shall consist of FAA L-823 Type 2 Class A twin conductor secondary
leads.
Series isolation
transformer primary
connecting "leads".
Figure 25.1
25.4
Field attached
primary cable
plug and sockets.
Primary cabl
Primary Cable Plug and Socket Connectors (Factory Moulded and Field Attached)
Installation Details
SIT Installation
25.4.1
The SITs shall be installed in pits along the primary cable route adjacent each light location. The pits will
house the SIT and a suitable coiled length of primary and secondary cables to facilitate maintenance
activities (normally 2 metres). A typical installation detail is illustrated in Figure 25.2.
Inset taxiway/apron
edge light.
Cable slot.
Series isolation
transformer in pit.
Primary cable
plug/socket.
Secondary cable
plug/socket.
Conduit for
secondary cable.
Support stand.
Figure 25.2
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Primary cables
in pvc conduit.
Factory moulded plug and socket leads shall be connected to primary and secondary cables with in-line
joints construction in accordance with the requirements of Chapters 0 and 0.
25.4.3
Field attached plug and socket connections shall be constructed in accordance with the manufacturers
instructions paying particular attention to ensure the rubber housing and insulating silicone remains free
from moisture, dirt and debris.
The secondary cable shall be retained so that in the event of the light being dislodged from its mounting
the secondary cable plug socket connection will be readily disconnected with the socket retained within
the mounting base thus presenting no bare secondary conductor.
25.4.5
A typical secondary cable retention for an elevated light application is illustrated in Figure 25.3.
Figure 25.3
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Requirement
26.1.1
Defence preference is for the use of CCRs, however a Designer may propose the use of Mains Isolation
Transformers (MIT) to utilise, or integrate with, existing AGL control systems or supply equipment.
26.1.2
CCRs interface with the AGLCS via CCR Control Cubicle or Board which facilitates the connection and
control of each circuit. Various configurations exist across Defence aerodromes of differing age, size,
functionality and complexity.
26.2
Characteristics
26.2.1
The CCRs will be solid-state equipment meeting the requirements of the IEC, FAA 150/5345-10E and
ICAO Aerodrome Design Manual Chapter 5 - Electrical Systems.
26.2.2
CCR performance shall be specified with specific electromagnetic interference criteria, both
susceptibility to and creation of conducted and radiated interference, to ensure satisfactory operation of
the CCRs and any other equipment/systems installed.
26.2.3
Particular emphasis will be made to ensure that the CCR load will be suitable for supply from the LEG.
CCRs with a sinusoidal output current waveform will be reviewed during the design period for installation
rather than the universal phase-controlled thyristor type that is more commonly employed. These CCRs
are likely to present a higher power factor load to the LEG when the visual aids circuits are selected for
low intensities.
26.2.4
26.3
Configuration
26.3.1
26.3.2
The design CCR loading must not exceed 70% without DEEPs written prior agreement. There shall be
no more than 6 circuits from a single CCR, with an initial design utilisation not exceeding 4 circuits.
26.3.3
The CCR load shall be calculated based on the lamp load, SIT losses, primary and secondary circuit
cabling losses.
26.3.4
Where field circuit switching is incorporated the CCRs shall be suitable for the intended switching
operations.
26.3.5
There shall be a minimum of two spare CCRs per CCR size for each ALER or 10% whichever the
greater. Where larger CCRs can directly substitute for smaller ones the spare shall be the larger size.
26.4
Installation Details
General
26.4.1
CCRs that supply interleaved circuits shall be fed from separate Distribution Boards. The separate
CCRs will not be located adjacent each other.
26.4.2
Wheel restraints will be installed to prevent movement of the CCRs in the event of an earthquake or
ground shock.
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CCRs shall interface with the control and supply systems via CCR control equipment. Two general
configurations of CCR control equipment exist at Defence aerodromes:
a CCR Control Cubicle which includes the use of modular field control panels to monitor and control
individual circuits connected to a CCR. Two field control panels options are available:
26.4.4
Type 1 Multiple Circuit panel incorporating contactor switching to provide control of the field
primary circuit;
ii
Type 2 Single Circuit panel where there is no requirement for contactor control of the circuit.
The Control Cubicles also house other distributed controllers and associated power supply,
communications modules, relays, etc
a CCR Control Boards are provided as a connection point for the CCRs without all the control and
monitoring functionality provided by CCR Control Cubicles. CCR Control Boards are smaller in size,
contain fewer control components and are typically significantly cheaper to manufacture and install.
The following general requirements shall be provided for the installation of CCRs and associated CCR
Control Cubicles or Boards.
26.4.6
Arrangement
26.4.7
CCR Control Cubicles and Boards are typically arranged in rows where the ALER contains sufficient
space and its internal geometry permits. Typically the configuration may be two rows of CCRs facing
each other with the distance between the rows allowing for the manoeuvring the CCRs. CCRs supplying
interleaved circuits shall not be located adjacent each other or be arranged from the same row of CCR
Control Cubicles/Boards (eg runway CCRs shall be located opposite each other and not adjacent).
26.4.8
Allowance shall be made for sufficient access to all operator panels and access doors to facilitate
operation and maintenance.
26.4.9
CCR Control Cubicles and Boards shall be constructed from materials suitable to their operating
environment. Each Cubicles/Boards shall be isolated from each other by a full height metal barrier to
prevent the spread of fire and smoke.
26.4.10
Entry for power supply and control cables may be from above or below, with a preference from above for
new installations. All cable entry to the individual Cubicles and Boards shall be via cable glands installed
in fully sealing escutcheon plates. The escutcheon plates shall be fabricated in multiple parts that will
allow the removal of a section to facilitate the installation and replacement of terminating cables.
26.4.11
The controls shall be arranged in a logical and ergonomic manner with commonality of all control
switches, indicators, meters and the like. Devices shall be of the type most suitable to convey their
purpose.
26.4.12
The internal layout shall present all control equipment such as terminal blocks, relays, meters, etc in a
logical manner that provides ready access for installation and servicing. Relays and plug in devices shall
be retained by clips to prevent their inadvertent dislodgement due to vibration or the effects of an
earthquake.
The front panel shall include indicating lights and control switches to provide control and indication of the
circuits supplied.
Grouped restoration of CCRs will be possible thus allowing all of the runway and approach circuits to be
re-established as a group and then the taxiway/apron circuits re-established as a second group. This
arrangement may be required to assist the LEG in the reestablishment of a power supply. The timer will
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be set so as to not extend the restoration of lighting beyond the 15-second reestablishment period as
required by DADM.
Isolation, Earthing and Testing of Field Circuit
26.4.17
CCR control locations shall be provided with the ability to isolate, earth and test their respective field
circuits.
26.4.18
The configuration of this isolation, earthing and testing capability may vary between each installation and
will be dependant on the type of CCR Control Equipment installed.
26.4.19
The isolation, earthing and testing of field circuits may be achieved by the use of proprietary plug cutout devices or a custom plug and socket arrangement (typically provided as part of a field control panel
arrangement within a CCR Control Cubicle).
CCR Connections
26.4.20
The following connections shall be provided for each CCR:
a Mains power supply to CCR utilising industrial plug socket connection;
b Earth connection to bond CCR frame to the common earth rail;
c
AGL primary cable connection to CCR incorporating military specification single pin HV plug/socket;
and
d Control connection to CCR including military specification multi pin plug socket for low lever interface,
or Ethernet fly lead(s) for high level interface.
26.4.21
Current Monitoring
26.4.22
Field circuit current shall be monitored for input into the AGLCS. Monitoring may include real-time
measurement of the circuit current or indication of a defined minimum current threshold subject to the
AGLCS configuration.
26.4.23
Labelling
26.4.24
The field circuit operating current shall be monitored by transducers that are suitable for measurement of
the distorted waveform provided by phase controlled thyristor CCRs. The measured current shall be the
true analogue RMS value providing a stable input to the AGLCS. The transducers shall maintain
accuracy over the full range of operating currents. Hall Effect devices have been used in this application
and found to be suitable.
CCR control locations shall be labelled such that it is clear as to which CCR and controls on the panel
are relevant.
CCR Control Cubicles consist of a cantilever top section that is typically fabricated as a separate unit
that is bolted to the main cubicle. The rear doors and front panel shall removable and be provided with
lifting handles to facilitate access.
26.4.26
The typical configuration of CCR Control Cubicles is detailed in Figure 26.1 and Figure 26.2.
26.4.27
26.4.28
The distributed controllers and associated power supplies, communications and I/O modules shall be
located within each control cubicle. Provision for expansion of I/O shall be made such that a single
circuit cubicle could be modified to become a 6-circuit multi circuit control cubicle.
26.4.29
Communications between the distributed controllers shall be via a self-healing communications link that
will not be affected by a failure of one of its connected nodes.
26.4.30
The power supply to the controllers and control circuits shall be provided by a UPS system that is
distributed to each cubicle from separate fused final circuits.
Bistable Relays
26.4.31
Bistable relays shall be incorporated in the control system to retain the last selected state in the event of
loss of control functionality.
Field Control Panels
26.4.32
Individual field control panels are required to monitor and or control individual circuits connected to a
CCR. The panels shall be modular in form and shall be constructed such that any panel could be
installed in any CCR cubicle. The control circuits shall be affected by a multiple pinned fixed socket on
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the cubicle and fly lead plug on the panel with a consistent pin connection. The primary circuit shall
also be effected by fly lead single pin plugs on the panel that will mate with sockets fixed to the cubicle.
The socket layout shall be consistent and as detailed on Figure 26.3 and Figure 26.4.
26.4.33
The individual field control panels shall also incorporate plug and socket arrangement for the field
circuits configured to readily by-pass any faulted equipment on the panel as well as providing an
earthing and shorting facility for testing of primary circuits.
26.4.34
Locating pins shall be provided to retain the panel in position whilst its fixing nuts can be removed to
facilitate removal and installation of the panel. The panel shall be manufactured from TYPANEL typex
or similar insulating sheet. Individual panel types shall be designed as follows:
The field circuit operating current shall be monitored by transducers that are suitable for measurement of
the distorted waveform provided by phase-controlled thyristor CCRs. The measured current shall be the
true analogue RMS value providing a stable input to the Controller for use in comparing the field circuit
current with the required set point current to determine revertive indication and acceptable operation of
the AGLCS.
26.4.37
The typical layout for this type of panel shall be as detailed in Figure 26.3.
HV Contactors
26.4.39
1000 V rated contactors shall be incorporated in the Type 1 multiple circuit field control panels. Clear
isolation barriers shall be incorporated over the contactors. CONSIDER USE OF SINGLE
CONTACTOR?
Contactor Control Sequencing
26.4.40
To minimise the possibility of damage to the CCRs through open or short circuit switching the following
switching sequences shall be adopted.
26.4.41
Operation of all contactors and CCRs is to be verified via auxiliary contact feedback of the device status
prior to execution of the next step in the sequence.
a Circuit ON
1.
2.
Set intensity input to the required CCR (no feedback required at this stage)
3.
4.
If the CCR is presently de energised (all contactors de-energised, all circuits connected)
then
5.
Close the CCR shorting contactors for all circuits connected to this CCR except those now
required to be energised and
6.
Open the field contactors for all contactors connected to this CCR except those now
required to be energised then
7.
Close the field contactors for the circuits required to be energised then
8.
Open the CCR shorting contactor for the circuits required to be energised then
9.
10.
11.
Close the field contactor for the circuits required to be energised then
12.
Open the CCR shorting contactor for the circuits required to be energised
13.
Otherwise, energise the CCR and provide revertive feedback of circuit status
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b CCR OFF
1.
2.
3.
4.
5.
6.
Otherwise, if other circuits connected to this CCR are to remain energised then
7.
Close the CCR shorting contactor for the circuit required to be de energised
8.
9.
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Controls and
distributed PLC.
Sensing relay.
Circuits behind.
Links.
CCR
SECTION
Controls and
distributed PLC.
Switch.
4 pin plug and socket
without enclosure.
Support rails.
Terminal blocks.
REAR VIEW
DOORS REMOVED
(2 FIELD CIRCUITS SHOWN)
Figure 26.1
PLUG IN CONNECTIONS
VIEWED FROM UNDERSIDE OF CONTROL PANEL
TB5
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Circuit designation.
eg TWY A2
Circuit designation.
eg TWY A1
Indicator light (Green) label:
"CIRCUIT ENERGISED"
Local on/off
control switch.
Figure 26.2
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Coloured laminated
strips under sockets.
Green
Red
White
White
Red
LABEL DETAIL 1
Green
SK5
SK3
SK1
HV contactors.
SK7
SK4
SK8
SK2
SK6
CCT
Fixed panels.
Engraved labels showing patching options.
Refer label detail 1.
Figure 26.3
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Coloured laminated
strips under sockets.
Green
Red
White
Red
LABEL DETAIL 2
Green
SK5
SK3
SK7
SK8
SK4
SK6
CCT
Fixed panels.
Engraved labels showing patching options.
Refer label detail 2.
Figure 26.4
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CCR Control Boards are installed above each CCR, either wall mounted or secured to a support frame.
The boards are typically constructed as a single unit with front hinged access to the fixed internal wiring.
External handles may be provided to facilitate the removal of the plug-out device. A typical CCR
Control Board installation is illustrated below in Figure 26.5.
26.4.44
To minimise the physical size and construction cost of the CCR control equipment, field contactors that
provide the ability to individually select/control discrete taxiway segments cabled from a single CCR are
not be provided. Instead, taxiway zones shall be established with each of its individual taxiway segments
cabled as separate circuits within the field and connected in series; this can be achieved within surge
diverter cubicles provided with patching connections.
26.4.45
A criterion identified for the development of the CCR Control Board arrangement is whether individual
monitoring of the current is required in each circuit element to ensure that any patching has not
inadvertently left a portion of the taxiway lighting out of circuit. It may be considered that in the event that
a portion of a circuit is patched out, then the revertives to the ATC Tower should ignore the failed
segment temporarily removed from circuit so that the revertive remains healthy and any subsequent
problem may be alarmed. It is expected that the removal of a segment from service will be coordinated
with the tower and be easily identified to the airfield safety inspector during routine inspections.
Circuit label.
ON
LOCAL CONTROL
ON
ON
LAMP TEST
POWER ON
CCR
CCR POWER
OFF
Plug cutout.
MINIMUM CURRENT
ON
CCR FAULT
WARNING:
CONNECTED
Earth bar.
Constant current
regulator.
Figure 26.5
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Airfield Lighting Equipment Rooms house the supply and control equipment that supplies, controls and
monitors AGL systems. This includes the following equipment and systems typically dedicated to AGL
systems:
a CCRs and/or MITs including associated control cubicles/panels;
b Control boards and/or SCADA workstations;
c
d Cabling systems;
e Surge diverter cubicles;
f
Local Emergency Generator including associated control, monitoring and fuel systems;
27.1.2
Other auxiliary equipment and systems, such as HVAC and fire detection systems, are provided to
support and monitor the AGL dedicated elements.
27.1.3
27.1.4
An ALER is typically a purpose-built facility that provides the following operational functionality:
a Control and monitoring of AGL facilities;
b Alternate control location(s) from primary point of control;
c
27.2
27.2.1
Requirement
IDA-AF will determine the number of ALERs required at an aerodrome. As a guide, a minimum of two
ALERs is required at aerodromes provided with HIAL. Where more than one ALER is provided at an
aerodrome, an ALER is to be located near each runway threshold for the predominant runway or near
the threshold for each approach lighting system.
The ALER shall be located in an area that is generally clear of other services, except those directly
related to the ALER. The selected site shall be clear of any obstruction that could interfere with any part
of the earthing system and must not penetrate the Obstacle Limitation Surface (OLS) of runways
(including emergency runways). The ALER must be located clear of radio navigation installations eg ILS
Glide path transmitters and associated antenna propagation patterns.
27.2.3
ALERs must not be in an area that is a hazardous area or explosive area as defined by the appropriate
regulations.
27.2.4
ALERs shall be located at ground level, nominally not more than 0.5m above finished ground level, to
facilitate equipment access into the ALER. The ALER must have at least one frontage on an external
wall of the building that faces an uncovered open area providing a direct route out of the ALER for
primary cabling systems. Preference shall be given to locating the ALER in an outer corner of a building
to provide two (2) frontages.
27.2.5
The ALER must not have services such as drains, sewers or water services that pass through or
encroach on the ALER chamber or the access paths. The access and egress paths must not be located
in areas that unduly impede the unrestricted access or escape.
27.2.6
Where practicable, ALERs shall be located in areas that are level, well drained and clear of underground
and overhead obstructions. The local soil conditions shall be stable and free from steep batters.
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Retaining walls shall only be utilised where absolutely necessary and must be of robust concrete or
block-work construction.
27.2.7
ALERs should not be located in close proximity to any natural or man-made watercourses to minimise
the effect of fuel oil spillage and the impact of flooding.
27.2.8
Suitable all weather vehicular access with minimum conflict to aircraft traffic for repairs and
maintenance;
d Where HIAL is installed or a possible future requirement, locating the ALER near the threshold of the
respective runway;
e Security Zones - Bases have defined security zones that generally divide the site into low, medium
and high security zones. These zones are determined by Defence with the knowledge of the work to
be carried out in each facility and its level of priority. As far as practical, ensure that ALER will be
located in the same security zone as the airfield;
f
Electrical Requirements ALERs should be located in a manner that minimises electrical reticulation
system augmentations;
27.3
27.3.1
Characteristics
The building design needs to be undertaken with due consideration to:
a Architectural design to harmonise with the adjacent buildings and/or area;
b Access for installation and withdrawal of equipment and safety;
c
Services penetrations;
Adequate allowance for the installation of the ultimate number of CCRs/MITs, controllers, HMI and
Control cubicles;
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Have adequate space for the CCRs and cubicles and permit the installation and withdrawal of the
CCRs;
u The facility to remove/install the ALER equipment via the access doors;
v
Suspended cable trays for inter cubicle cabling and primary circuit cables;
Passive defence requirements, including type of wall material. Where earth covered ALERs are
provided the spacing limitations within the ALERs such as those with arch type structures needs to
be addressed when determining the equipment layout;
Environmental considerations;
27.4
Configuration
27.4.1
ALERs can either be free standing structures or constructed as part of another larger facility such as the
ATC Tower complex.
27.4.2
The LV Switchroom should be provided with separate direct access externally of the building and
also be readily available to the HV Switchroom or any LEG or Uninterruptible Power Supply (UPS)
room and the ALER. In the case of large facilities the LV Switchroom may also form the building or
area MSB;
d It is envisaged that all ALER will be communications nodes for the DESN. Appropriate space for the
connection to the DESN is required; DELETE REFERENCE TO DESN?
e Allowance for the installation and connection of communications equipment and cabling associated
with the AGLCS;
f
The LEG room is to house the generator and associated services such as day fuel supply, batteries
and chargers. The LEG room is to have internal access to the LV Switchroom;
g CCR cabling can be either overhead on cable trays. Overhead cable runs shall maintain suitable
minimum clearance for personnel and equipment access and provide direct access from the CCR
control location to the surge diverter cubicles on the external wall of the ALER;
h The surge diverter panels shall be provided on the external walls of the ALER, except for buried
structures that shall have a separate surge diverter room;
27.4.3
ALERs are to allow generally for operations and maintenance indoors in all weather conditions.
LV switchroom shall house the LV switchboard, LEG controls load bank control, where required, and
provision for the Defence Engineering Services Network (DESN). DELETE REFERENCE TO
DESN?
Typical ALER building layouts as installed at a number of Defence aerodromes are provided in Figure
27.1 and Figure 27.2.
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CCR
Cubicles.
Load Bank
Controls
LOAD
BANK
Switch Room
DB1
CCR Room
LEG
Comms.
Cabinet.
MSB
LINK
BOX
Cable
Ladders.
DESK
Local
Emergency
Generator.
CCR
Cubicles.
Figure 27.1
Surge Diverter
Cubicles.
Spares cabinet.
Cable Ladders.
Load Bank
Controls
DESK
AGL
CLT
BRD
CCR
Cubicles.
Figure 27.2
MSB
LINK
BOX
AC Plant Rm
LEG
UPS
DB2
DB1
CCR
Room
LOAD
BANK
Switch Room
Local
Emergency
Generator.
Surge Diverter
Cubicles.
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Within the ALER, access points should be diagonally opposite and positioned such that unimpeded
access is maintained to all points that will be normally accessed by personnel.
Site Access
27.4.8
The requirements for access include those for entry, exit and escape.
27.4.9
Access into ALERs is limited to authorised personnel, controlled through the implementation of a
suitable keying system.
27.4.10
The design of the equipment layout shall provide adequate access for the installation and erection of the
equipment.
27.4.11
The equipment layout shall provide adequate access for operation with all controls placed for ready
access and with all indicators and instrumentation in easy to read locations.
27.4.12
Major equipment items shall not be located in such a manner that would prevent the safe removal and
replacement of any other major item of the installation.
27.4.13
Particular attention shall be given to allowances for vehicular access to all ALERs. Vehicles shall be
assumed to be of the large flat bed truck types or reticulated diesel delivery tankers.
External clearance requirements for ALERs shall allow for access of a large flat bed truck and forklift and
easy installation and removal of all equipment.
Power Supply
27.4.16
To meet safety and operational requirements, the ALER shall be provided with both mains power and
standby power to supply all AGL equipment provided for aerodrome operations. The equipment
includes; AGL control system, visual aids, runway approach aids, communication equipment, and ATC
facilities. It may also incorporate aircraft arresting systems, navigation aids and other aerodrome
services where the ALER is suitably located to support these.
27.4.17
Refer MIEE for Local Emergency Generator (LEG) requirements, standard electrical FDB requirements,
low voltage switchboard labelling requirements and Substation requirements. The ALER substation shall
be supplied from a suitable high voltage ring arrangement, providing a mains power supply capable of
full alternate supply through switching the ring supplying the substation.
27.4.18
All equipment installed within the ALER building including the surge diverters are to be earthed in
accordance with the requirements of AS/NZS 3000 and AS 1768.
Operations which require the alternate supply to re-establish within one second will normally be achieve
by running the LEG as the prime source and using the normal source (mains supply) as the alternate
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source. The designer must ensure that the switchover times are achieved as part of testing and that the
specified and installed equipment is capable of meeting the required changeover and restoration times.
27.4.21
Consideration also needs to be given to the characteristics of the emergency generator with regard to
the class of governor and voltage regulator and the ability of the engine to accept large step loads and
possible high harmonic content of the load. When assessing the output capacity of the alternator
consideration needs to be given to the non-linear load characteristics associated with phase controlled
thyristor type Constant Current Regulators (CCRs), the low power factor presented by the CCRs when
supplying low loads and future load growth.
27.4.22
A suitable Mobile Generator Link Box connection must be provided to cater for LEG failure as detailed in
the MIEE.
The supply to CCRs shall be distributed over 2 separate Distribution Boards and the supply to
Controllers and SCADA systems shall be from an Uninterruptible Power Supply (UPS). The CCRs for
interleaved circuits shall be distributed over the Distribution Boards such that a failure of one board
would only impact on half of the interleaved circuits.
27.4.25
Circuit breakers shall be selected with a fault current capacity to suit the prospective short circuit fault
and with time current characteristics to suit the CCRs (as recommended by the manufacturer); motor
start time current curve CBs may be required.
27.4.26
The final circuits cable routes shall be arranged such that in the event of a failure the minimum number
of final circuits would be affected.
UPS System
27.4.27
The AGL controls must be maintained during power supply interruptions (period between the loss of
mains supply and the connection of the LEG) and shall be supplied from a UPS that provides a 10
minute backup period. The UPS system can be either a dedicated system for the AGLCS, or other
suitable UPS system provided as part of a complex such as for the ATC complex. UPS systems shall
meet the Defence IM UPS Requirements.
27.4.28
Power supplies to the distributed Controllers located in the respective CCR control cubicles shall be
arranged such that a single circuit failure or protective trip device shall not de-energise multiple CCRs
serving a single visual aid;
27.4.29
Circuit breakers and fuses will be selected to provide protection coordination for all individual circuits.
The UPS protection circuit breakers shall be graded to discriminate with the main supply circuit breaker
such that a cubicle fault would not cause the main circuit breaker to open. Power supplies to the control
circuits for each CCR shall be separately fused within each CCR contactor cubicle.
Control circuit voltage for supply to the control circuitry associated with a CCR control location shall be
derived from a separate power supply located at each respective location. Power supplies to the control
circuits for each CCR will be separately fused within each CCR control location.
Furniture and racking shall be provided where sufficient space exists within the ALER to facilitate
maintenance including the following:
a Desk of minimum size to allow the locating of a SCADA workstation (where applicable);
b Chair with height providing clearance under desk;
c
d Mobile pedestal or cabinet with preference for ability to locate beneath desk or away from general
access routes; and
e Racking or cabinets to allow the storage of field equipment and control system spares.
VHF Transceiver
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27.4.33
A fixed rack mounted ground radio with VHF frequency selection for Air Band Frequency selected to
comply with GTE approval requirements will be provided within the ALER complete with its associated
antenna. The radio will provide communications over the VHF frequency band to the ATC tower and
during CTAF operations.
27.4.35
A suitably rated surge diverter connected to the ALER perimeter earth via an appropriate surge diverter
panel shall protect each primary series circuit "leg". No other circuit type shall be intermixed with the
primary series circuits within a surge diverter panel; other power and communications circuits shall be
suitably surge protected with surge diverters located in separate panels to the series circuit surge
diverter panels.
27.4.36
Surge diverters are housed within dedicated surge diverter cubicles with primary circuits distributed from
separate cubicles so that a single failure will not affect interleaved circuits for the same system.
27.4.37
Two surge diverter cubicle configurations are installed at Defence aerodromes as follows:
a Hardwired permanent primary cable connections for each AGL field circuit with a dedicated
connection to its supplying CCR. This configuration of cubicle is typically provided for AGL facilities
supplied/controlled as a single entity such as runway circuits, PAPI, IWI, DTRM/HCM, etc.
b Patching connections for AGL circuits that contain multiple sub-circuits supplied from a single CCR,
such as taxiway circuits. Patching connections and leads facilitate patching out of sub-circuits (i.e.
taxiway segments) in case of circuit failure or for maintenance. The additional cost of cabling the
circuits in this configuration may be justified against the operational impact of loosing a major portion
of visual aids for a particular circuit when the faulty sub-circuit may be patched out of circuit thereby
minimising the impact during repairs; for example, placing temporary taxiway edge lights over a
reduced section.
27.4.38
The surge diverter cubicles shall provide access to the surge diverter elements and field primary cable
terminations. The surge diverter elements shall be easily removed without the need for tools and
arranged so that they can be withdrawn from their respective circuits without opening the circuit. Fuse
carrier bases with modified fuse carriers are typically used.
27.4.39
The surge diverter element shall be rated to suit the maximum operating voltage of the primary circuit
(based on the output capacity of the CCR) and the prospective lightning surge characteristic. The
minimum surge capacity shall be 70 kA for a standard 8/20 micro second pulse. Consideration of the
high voltage spikes associated with the output voltage waveform produced by phase controlled thyristor
operated CCRs shall be included in the selection of surge diverter elements.
27.4.40
Suitable condition monitoring through the DESN or equivalent must be provided, surge counters may be
provided to record the operation of the surge diverters. STILL A CURRENT REQUIREMENT?
27.4.41
The general form and construction of surge diverter cubicles shall be as detailed in Figure 27.3 and
Figure 27.4, and the requirements of the MIEE for switchboards.
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Surge
diverter.
Vents.
15 min
SIDE VIEW
PVC wiring
ducting and
labels.
Label support.
Stainless steel
enclosure.
Surge diverter
assemblies.
Lightning strike
counter .
Protected
cabling to
CCRs.
Unprotected cables
to field.
Doors not
shown.
Figure 27.3
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Surge
diverter.
CCR
Vents.
PVC wiring
ducting.
15 min
SIDE VIEW
CCR
Connections.
Field circuit
patching panel.
CCR
Copper earth
bus.
Stainless steel
enclosure.
Typical patch
arrangements.
CCR
Surge diverter
assemblies.
Protected
cabling to
CCRs.
Lightning strike
counter .
Unprotected cables
to field.
Doors not
shown.
Figure 27.4
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27.5
Installation Details
ALER Floor
27.5.1
The floor shall be designed to withstand the loadings of the equipment to be installed. The uniformity of
the floor shall facilitate the movement of wheeled equipment.
27.5.2
All personnel or equipment access ramps shall be cast integrally with the ALER floor slab. A suitable
hardstand shall be provided outside the ALER to allow unloading and subsequent rolling of the CCRs
into the ALER.
Surface Treatment
27.5.3
The internal floor surface of the ALER shall be coated with a suitable concrete sealer.
27.5.4
The internal wall surfaces of the ALER shall be coated with a suitable sealer and paint coating system.
The walls shall be coloured to aid light reflectance and room illumination.
27.5.5
All un-galvanised metal surfaces shall be coated with a suitable rust inhibitor.
Conduits
27.5.6
All conduits shall be HD uPVC to AS/NZS 2053.2 with all joints being solvent welded.
27.5.7
Where conduits penetrate into the ALER through walls etc and protrude into the ALER the conduit fixing
shall be selected to facilitate connection by other trades. This is typically provided by a conduit socket.
27.5.8
All conduits exiting the ALER shall extend to pits located 1500 mm away from the building footing. Any
conduits for future shall have draw wires installed and be suitably sealed.
Sound Attenuation
27.5.9
Special consideration needs to be paid to sound attenuation when an LEG is provided adjacent.
27.5.10
The ALER shall be appropriately sound attenuated from other rooms and to the outside with appropriate
measures incorporated for all service penetrations between rooms. It must be possible for an operator to
use radio communications within the ALER without any adverse impact from aircraft operations or any
other services such as the LEG.
Provide power outlets in each ALER as convenience outlets for maintenance purposes.
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28.2
The role of the control system is to enable control of the AGL by operators at the ATC facility (where
provided) or the ALER in accordance with established control techniques.
Modes of Control
28.2.1
The AGLCS shall incorporate the following modes of control as applicable for the control system
configuration:
Control
Mode
Primary
Typical Configuration
ATC Tower console
AGL control panel in operational area
ALER HMI
Alternate
Local
Manual
CCR
Pilot
Activated
Lighting
Table 28.1
Functionality
Primary Control
28.2.2
This mode of control provides control of the AGL systems via the software and rules established within
the ADATS system together with the logic established within the AGLCS system. The AGLCS will
respond to all selections made from the ADATS system.
28.2.3
Some Defence aerodromes do not have permanent ATC Towers or control the AGL facilities
independently of ADATS. At these locations the primary point of control may consist of one of the other
control modes, such as an ALER HMI or PAL.
Alternate Control
28.2.4
This mode of control acts as an alternate control location to the primary control mode and provides
control of all AGL facilities via a HMI located within the ALER and/or at the base of the ATC Tower.
28.2.5
The HMI may take the form of either an AGLCS SCADA system or an AGL Control Panel with control of
AGL facilities provided via the logic embedded within the systems.
Local manual control is undertaken at the respective CCR and associated CCR Control Cubicle. Local
manual control is available at any time within the ALER. In local manual control, the remote operation
shall be inhibited.
28.2.7
Local manual control permits control of individual AGL CCRs and hence the associated field circuits, to
be taken away from and operated independently to the AGLCS. Indication of a manual selection will be
displayed on the AGLCS HMI.
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28.2.8
Under Local Manual Control circuit selection will be made in one of two ways:
a Single Circuit per CCR;
i
ii
ii
iii Select the individual circuit via switches located on the front panel of the CCR control cubicle. The
local control switches shall only be operable when the CCR is selected in manual mode.
28.2.9
Indication will be provided on the CCR Control Cubicle/Board to indicate minimum current flow in the
field circuit.
28.2.10
It is essential that under all conditions that an experienced operator in the ALER is permitted to carry out
the AGL control functions on a manual as needed basis without restriction by the AGLCS.
Pilot Activated Lighting includes the selection of predefined AGL elements by pilots via a radio
transmission. The requirements for the radio transceiver and general operation and commissioning of
PAL shall comply with the requirements of the DADM.
ADATS PAL
28.2.12
When ADATS control is provided, the selection to enable PAL will typically be integrated within ADATS
together with the required PAL receiver. Selection of PAL operation via ADATS will allow receipt of a
valid PAL request via radio transmission and cause the pre-selected visual aids to illuminate for the predetermined period and cause the IWI to occult at the specified rate.
28.2.13
Provision will be made for a signal from ADATS to flash the IWI during the final stage of a PAL selection.
AGLCS PAL
28.2.14
Normally PAL is to be incorporated through the ADATS system, however where it is required to be
incorporated with the AGLCS the following will apply.
a The AGLCS will incorporate the ability to pre-select the desired visual aids and intensities for day and
night conditions via a separate sub-panel of the AGL Control Board or SCADA control screen;
b A photocell input at the ALER will enable automatic selection of day, twilight or night mode.
c
Receipt of a PAL trigger input from the PAL system will activate the AGL facilities for an adjustable
time period (initially set to 30 minutes) for day, twilight and night modes. The facilities activated will
be as preset by the user at the predetermined intensities; and
d he IWIs lighting will flash at a rate of 50 cycles per minute (approximately 0.6 seconds ON and 0.6
seconds OFF) for the last 10 minutes of the cycle.
Selection of the active operator control location shall be through the AGLCS. Under all circumstances,
operator control of the AGL shall only be available from one location and it shall not be possible for the
active operator control to be selected at two locations.
28.2.16
Control of the entire AGL system shall be available from the selected location and control from other
locations shall be inhibited. The non-active location(s) shall have a monitoring only function. The AGLCS
shall permit selection of the active control location from a non-active location but shall inhibit control until
the non-active location becomes the active location.
28.2.17
Each AGLCS HMI shall clearly indicate the active control location. For SCADA based HMI the screen
header shall display the current control location and will provide push button selection for each of the
possible control locations in the Control Page. The push button selection shall require confirmation of the
selection or cancellation of the request.
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28.2.18
Where more than one control location is provided at an aerodrome where a SCADA based HMI is
provided, each location shall be provided with a key operated switch that will return active control to the
ATC Tower or alternate control location in the event of failure of the AGLCS at the active location.
On transfer of operator control location to the ATC Tower (ADATS) control the system shall adopt the
status set by ADATS control at the time of transition.
28.2.21
On selection of local manual control at any CCR in an ALER, the AGL connected to that CCR will first be
de-energised by the CCR before being set to the local manually controlled state. Individual control of the
multiple circuits supplied from a CCR shall be possible from the local controls switches located on the
CCR control cubicle front panel. These switches shall be ineffective when the CCR is under remote
control. No local control switch is required on the CCR control cubicle front panel where only one circuit
is supplied from a CCR; control of a single circuit supplied from a CCR will rely on the control switch
associated with the CCR.
28.3
Approach Lighting
HIAL
28.3.1
The HIAL shall consist of three circuits, each connected to a separate CCR with six stages of intensity
control.
28.3.2
HIAL control from the active operator location will be via a single selection and five/ six stage intensity
selection inputs. A single HIAL select instruction from the active operator location will energise all three
HIAL circuits for a particular approach.
28.3.3
Revertive indication for HIAL selection and intensity shall be provided. Intensity revertive indication may
be obtained by measurement of the field circuit current.
SALS
28.3.4
The Simple Approach Lighting System (SALS) shall consist of one circuit connected to a separate CCR
with three or six stages of intensity control. Three intensity stages are applicable for Medium Intensity
application with a six-stage selection being required for High Intensity.
28.3.5
SALS control from an active operator location will be via a single selection control input and three or
five/six stage intensity control inputs.
28.3.6
Revertive indication for SALS selection and intensity shall be provided. Intensity revertive indication
may be obtained by measurement of the field circuit current.
SFAL
28.3.7
28.3.8
The Sequential Flashing Approach Lighting (SFAL) shall consist of either a series or parallel powered
circuit to supply the master and slave control equipment required for a SFAL. SFAL control from the
active operator location shall be via a single selection control input and three stage intensity control
inputs.
Revertive indication for SFAL selection and intensity shall be provided. Intensity revertive indication may
be obtained by measurement of the field circuit.
Runways
28.3.9
Runway lighting shall consist of minimum of 2 interleaved circuits, each on a separate CCR. The edge,
threshold and end lights may be distributed on separate interleaved circuits each on a separate CCR.
28.3.10
28.3.11
An indicating light at each CCR Control Cubicle/Board front control panel will indicate if the circuit is
energised.
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28.3.12
A single runway select signal from the active operator location will energise all runway circuits (edge,
threshold and end), Outer Threshold, DTRM/HCM and IWI for the selected runway.
28.3.13
Revertive indication for runway selection and intensity shall be provided. Intensity revertive indication
may be obtained by measurement of the field circuit current.
Outer threshold lighting lights for each runway shall be connected via separate circuit to a separate CCR
within each ALER for each HIRL. The Outer Threshold lights may be integrated with MIRL.
28.3.15
Where HIRL incorporates outer threshold or separate omni directional MIRL edge lights, the outer
threshold and omni-directional edge lights shall be energised with the runway lighting circuit via software
interlock with intensity set at 11% and 33% for intensity stages 1 and 2 and 100% intensity for intensity
stages 3,4,5 and/or 6 of a five or six stage system.
28.3.16
No selection from an active operator location is required for the Outer Threshold lights
28.3.17
Revertive feedback from the outer threshold circuit shall be provided. Intensity revertive indication may
be obtained by measurement of the field circuit current.
Land and Hold Short lights for each runway shall be controlled from a single selection input at the active
operator location. This single selection input will select the bar of LAHSO lights associated with the
respective runway. Each bar of LAHSO lights shall be individually controlled and monitored for
serviceability, at the operator position of the ATC operator controlling the LAHSO operation.
28.3.19
Intensity selection shall be via an input from a PE cell to automatically set the intensity level for day,
twilight and night conditions.
Illuminated Wind Indicators for each runway shall be supplied from a dedicated CCR.
28.3.21
The IWIs for each runway shall be controlled from a single selection input at the active operator location.
This single selection input will select the IWI associated with the respective runway. In addition, IWI
circuits associated with a runway shall inter locked such that they are energised with the respective
runway lighting circuits. Each runway may be provided with 2 IWI that may be supplied from a common
circuit or from individual CCRs where there is more than one ALER.
28.3.22
The IWI circuits selection button/switch shall operate for ON and OFF when the associated runway
lighting has not been selected and shall be inoperative when the runway circuits have been selected
ON.
28.3.23
For SCADA HMIs the selection button shall display the letters MAN when operated ON to select the
IWI circuit separate to the runway; the letters shall extinguish when the IWI circuit is selected OFF.
28.3.24
The IWI circuits shall flash to signal the last period of a PAL request.
28.3.25
Revertive indication for runway selection and intensity shall be provided. Intensity revertive indication
may be obtained by measurement of the field circuit current. The revertive will monitor minimum current
only during the PAL warning period.
28.3.26
The IWIs shall typically require two intensity levels; a black current and full intensity. These intensities
will be required for PAL operation to flash the IWIs and their obstacle lights to indicate the last period of
PAL operation.
Distance to Run Markers (DTRMs) and the Hook Arrestor Cable Markers (HCM) shall be connected to a
separate common circuit supplied from a single CCR for each runway.
28.3.28
DTRMs and HCM shall be energised with a runway lighting selection at a single intensity stage (6.6A).
28.3.29
No selection from an active operator location is required for the DTRMs and HCMs.
28.3.30
Revertive feedback from the combined DTRM and HCM circuit shall be provided. Intensity revertive
indication may be obtained by measurement of the field circuit current.
PAPI
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28.3.31
The PAPI installation for each runway shall be connected to two CCRs located within an ALER, one
each for the left and right hand side of the runway. Alternatively, two CCRs may be located in each
ALER where more than one ALER is provided at an aerodrome.
28.3.32
A PAPI select instruction for an approach vector from the active operator location shall be via a single
selection control input. The alternate approach vector shall also have a selection control input and these
two selection buttons shall share a common six-stage intensity control.
28.3.33
Revertive indication for PAPI selection and intensity shall be provided. Intensity revertive indication may
be obtained by measurement of the field circuit current.
Taxiway circuits shall be selected individually from the active operator location, providing either
individual segment or zone selection as required. The intensity selection shall be three-stage for taxiway
centreline systems and single stage for taxiway edge lighting systems. The selected intensity is common
for all taxiways on an aerodrome.
28.3.35
An indicating light at each CCR panel will indicate if the circuit is energised.
28.3.36
Taxiway intensity revertive feedback logic shall be provided and may be obtained from measurement of
the field circuit.
28.3.37
Aerodrome Beacon
28.3.38
The ABN shall be selected ON from a single selection input at the active operator location.
28.3.39
PAL setup and intensity selection for day, twilight or night operations shall normally be available for preselection through the ADATS system. The ADATS system interface with the AGLCS shall provide
suitable I/O for the selected visual aids and a specific I/O to cause the IWI to occult during the last
remaining period of a PAL operation (normally 10 minutes).
28.3.41
Where PAL control is to be established through the AGLCS the following applies:
a Agreement to using the AGLCS for PAL selection and initiation must be obtained from DEEP;
b SCADA HMI Interface The Active Operator Location HMI touch screen will include a setup page to
enable the pre-selection of respective AGL circuits, operational time for a single PAL request and a
warning sequence (flashing of IWI) and a selection button to activate a PALC operation. The PAL
transceiver will input to the AGL control upon the receipt of a radio PAL request thus causing the preselected AGL to energise for the predetermined time provide a second specific I/O to cause the IWI
to occult during the last remaining period of a PALC operation; and
c
28.4
28.4.1
AGL Control Board Pushbutton Interface The manually operated switches will pre-select the
respective AGL circuits through either the controller where provided or as hard wired inputs to the
respective element. The PAL transceiver will input to the AGL controller or directly to the element
upon the receipt of a radio PAL request thus causing the pre-selected AGL to energise for the
predetermined time provide a second specific I/O to cause the IWI to occult during the last remaining
period of a PAL operation.
Control Logic
BLACKOUT CAPABILITY REQUIRED? CURRENT DEFENCE POLICY??
Maintained State
28.4.2
In the event of a communications failure or other equipment failure that results in loss of communications
between the active operator control location and the ALER, the circuits shall maintain their current
configuration.
Preselected Intensity
28.4.3
The system shall be designed such that the last operator-selected intensity prevails.
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Illegal selections shall be inhibited by logic embedded into the control system. Examples of illegal
selections are the selection of runway edge lights but not the associated runway threshold lights.
28.4.5
Control combinations shall be vetted such that only valid selections will be actioned. Generally there are
no illegal circuit configurations used in Defence AGL installations. Where required this will be advised by
the FDB or as part of the design review process.
Simultaneous Intensities
28.4.6
The AGLCS logic will be configured to prevent the selection of two intensities simultaneously.
28.4.7
The logic will be configured to accept the last intensity selection. If under some circumstance, two
intensity settings are requested simultaneously, the lower intensity setting will prevail.
Simultaneous Selection
28.4.8
The AGLCS logic shall be configured to respond to only one input when two or more inputs are made on
a SCADA HMI interface within a 100 m second period. The first detected input shall prevail.
Where revertive current monitoring is provided as an input to the AGLCS the current flowing in the circuit
shall be measured and compared to a look-up table to verify the magnitude of the current within preset
limits. This method of current monitoring is typically provided as part of an AGLCS that incorporates
CCR Control Cubicles and SCADA HMI terminals.
28.4.10
Minimum current conditions shall be monitored in each circuit of multiple circuit applications in addition
to the series circuit revertive current. These inputs will provide input to the AGLCS for monitoring of the
status of selected multiple circuits.
28.4.11
Low-level interface signals may be acquired from the CCR to confirm/alarm that the CCR is
generating a series current in tolerance of the selected intensity; and
d High level protocol interface to the CCRs may directly communicate with the CCRs for selection and
control and interrogate them for revertive information; status, operation, faults, field currents etc.
Failure Modes
28.4.12
The AGLCS shall be designed to be fail-safe so that any single point failure does not affect more than
one field circuit or CCR. Failure mode responses shall be incorporated into the system as follows:
28.4.13
28.4.14
In the event of an AGLCS Controller or distributed Controller I/O card fault or Controller power supply
failure the outputs will be released to their de-energised state. Further control will be available in local
manual mode only.
28.4.15
Where the Controller interface to a Constant Current Regulator (CCR) is implemented via latching or
bistable relays, discrete pulse ON and pulse OFF signals from the Controller will latch each relay. In the
event of a Controller I/O card fault or Controller power supply failure the relay will maintain the last
selected state.
As local manual control relies on the serviceability of the CCR circuit contactor arrangement control of
the AGL circuit(s) connected via the contactor will be unavailable without manual HV patching around
the failed contacts.
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28.4.19
Within the Controller, contactor auxiliary contact status will be monitored and internal fail safe and
sequential contactor operation logic will parallel electrical interlock logic.
28.4.20
Manual arrangement of the field circuits will require patching via the HV single point links/patch cables.
28.5
28.5.1
In developing a control system solution various options within the system need to be evaluated to
facilitate selection of the most appropriate control system configuration to meet program, technical,
procedural and budget requirements; these options are summarised as follows:
ATC Tower
CCR Interface
(Options 3A & 3B)
3A: Low level interface via
discrete multi core cabling
28.6
At aerodromes where the AGLCS does not interface with ADATS, a stand alone AGLCS HMI shall be
provided for the control of all AGL facilities. The HMI may take several forms subject to the configuration
of the AGLCS and presence of a permanent ATC Tower. Example configurations as currently installed
at Defence aerodromes include the following:
a SCADA based graphical HMI suitable provided with the ATC Tower for interfacing with a PLC based
AGLCS;
b SCADA based graphical HMI suitable provided with the ATC Tower for interfacing with an AGLCS
incorporating hard wired relay logic;
c
Portable HMI control panel incorporating control switches and push buttons for connection to a PLC
based AGLCS at an mobile air traffic system site; and
d Portable HMI control panel incorporating control switches and push buttons for connection to a hard
wired relay logic AGLCS at an mobile air traffic system site.
28.6.2
SCADA based graphical HMIs typically replicate the appearance and control functionality provided at the
alternate AGLCS control locations without the additional engineering and maintenance features such as
indication of equipment status, alarm and event history, etc.
28.6.3
The control and monitoring functionality provided by portable HMI control panels will be dependant on
the installed AGL facilities, size and weight constraints and required operational capability from the ATC
Tower control location. An example of a portable HMI control panel is shown below in Figure 28.1.
28.6.4
The interface between a stand alone HMI and the AGLCS shall reflect the general philosophy of discrete
selection and intensity signals for each AGL facility as provided for ADATS to provide a level of
commonality between the various aerodrome installations.
DRAFT Defence MIE AGL
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Carry handle.
MASTER CONTROL
AGL CONTROL
CONTROL MODE
RWY 12/30
RWY 12R/30L
RWY 08/26
IWI
OFF
OFF
OFF
OFF
OFF
OFF
OFF
MAIN RWY
EMERG. RWY
ON
DEPL. RWY
OFF
PAPI 12
4
CONTROL
POWER
CONTROL
AVAILABLE
OFF
PAPI 30
ON
OFF
ON
1
Taxiway intensity
selection switch.
OFF
OFF
DTRM
12L
PAPI 30
IWI
PAPI 12
IWI
RUNWAY 12/30
AY
W
XI
TA
ZONE A
ZONE B
C1
IWI
RWY 12R/30L
TAXIWAY A1
TAXIWAY A2
TAXIWAY A3
QRAF
AY
F
TA
XIW
W
XI
TA
Y
RW
AY
C2
TW
APRON
A2
HELIPADS
TWY M
YH
TW
MT
A1
MT
A2
TAXIWAY N
6
/2
08
W
XI
TA
AY
OLAs
TWY K
G
TAXIWAY
OLAs
ZONE B
ZONE A
Mounting feet.
Figure 28.1
The ADATS includes a touch screen HMI located within the ATC Tower similar to the ALER SCADA
based HMI that is used to select the various visual aids and their required intensity.
28.6.6
For an AGLCS that is required to interface with ADATS, the interface includes discrete Inputs and
Outputs (I/O) using voltage free mechanical relays (within each system equipment) with dedicated
returns, i.e. no common returns, facilitating the connection in series or parallel of the I/O as required.
28.6.7
Selection
28.6.8
ADATS will provide a maintained contact closure as long as any AGL facility is selected ON and a
corresponding closed contact for the intensity selection.
28.6.9
The AGLCS shall provide a revertive return contact (closure whenever a facility or group of AGL facilities
has been activated (regardless of the requested and actual intensity). This revertive indication from the
AGLCS will be signalled regardless of whether the ATC Tower or another location has initiated activation
of the AGL facility.
28.6.10
Where a revertive indication relates to a group of AGL facilities, the revertive indication shall be signalled
only if all facilities in the group are energised.
28.6.11
If two circuits are selected as part of a single facility and one or both circuits fail to energise at the
correct intensity, and there is minimum current detected in the circuit that failed to energise at the correct
DRAFT Defence MIE AGL
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current, a healthy revertive indication will still be provided for that selection (but not for the selected
intensity).
Intensity
28.6.12
28.6.13
Fault
28.6.14
ADATS provides a maintained contact closure corresponding to the required intensity of each facility or
group of AGL facilities.
The AGLCS will provide a revertive return contact closure whenever that facility of group of AGL facilities
is activated at the common intensity selected. This revertive indication from the AGLCS will be signalled
regardless of whether the ATC Tower or another location has initiated activation of the AGL facility.
ADATS currently makes no provision for receipt of fault signals. However, a common ALER fault shall be
available for interface to the ADATS in the future should it be required/accommodated. The common
fault shall include selection, correct revertive current and faults from all equipment.
The ADATS includes a touch screen HMI located within the ATC Tower similar to the ALER SCADA
based HMI that is used to select the various visual aids and their required intensity.
28.6.16
The interface between ADATS and the AGLCS consists of a serial connection to interrogate data
registers within the opposing systems PLC to obtain system requests (in the form of facility and intensity
selections) and revertives.
Selection
28.6.17
ADATS will provide a discrete maintained control variable closure as long as any AGL facility is selected
ON and a corresponding discrete maintained closed variable for the intensity selection.
28.6.18
The AGLCS shall provide a revertive return control variable closure whenever a facility or group of AGL
facilities has been activated (regardless of the requested and actual intensity). This revertive indication
from the AGLCS will be signalled regardless of whether the ATC Tower or another location has initiated
activation of the AGL facility.
28.6.19
Where a revertive indication relates to a group of AGL facilities, the revertive indication shall be signalled
only if all facilities in the group are energised.
28.6.20
If two circuits are selected as part of a single facility and one or both circuits fail to energise at the
correct intensity, and there is minimum current detected in the circuit that failed to energise at the correct
current, a healthy revertive indication will still be provided for that selection (but not for the selected
intensity).
Intensity
28.6.21
28.6.22
Fault
28.6.23
28.7
ADATS provides a maintained closure of the control variable corresponding to the required intensity of
each facility or group of AGL facilities.
The AGLCS will provide a revertive return control variable closure whenever that facility of group of AGL
facilities is activated at the common intensity selected. This revertive indication from the AGLCS will be
signalled regardless of whether the ATC Tower or another location has initiated activation of the AGL
facility.
ADATS currently makes no provision for receipt of fault signals. However, a common ALER fault shall be
available for interface to the ADATS in the future should it be required/accommodated. The common
fault shall include selection, correct revertive current and faults from all equipment.
28.7.1
The ALER HMI provides an interface between the operator and the AGLCS. The HMI shall be
configured in a manner presenting an operator with a consistent interface and representation of the AGL
system status. The HMI shall be in the form of either control switches and push buttons or a
PLC/SCADA based touch screen.
28.7.2
The number of HMI units depends on the complexity of the facility and the requirement for redundancy,
but generally, one HMI is required in each ALER and at the base of the ATC Tower (in the vicinity of the
Approach Control facility) which may be utilised as the alternate control location to the ATC Tower
operator console.
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28.7.3
Control of the AGL facilities is provided by control switches and push buttons located on a control panel.
The control shall provide:
a The ability to transfer control of the AGL facilities between control locations i.e. between the ATC
Tower and the AGLCS;
b Selection of individual AGL facilities including taxiway segment/zone selection;
c
d Revertive feedback.
Revertive Feedback
28.7.4
Revertive feedback shall be provided in the form of lights/LEDs and illuminated push buttons on the
control panel. Facility and intensity selections shall be indicated for all AGL facilities on the control panel.
28.7.5
Each CCR location shall have indication of its operation and faults as communicated by the CCR. An
audible alarm may also be required.
28.7.6
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Gland plate.
TAXIWAY CONTROL
MILITARY APRON
HR APRON
TWY C
TWY B2
TWY B1
TWY A
IWI
RSAF APRON
HELIPADS
PAPI 32 PORT B
PAPI 32 PORT A
PAPI 14 PORT B
PAPI 14 PORT A
RWY 09/27B
RWY 09/27A
RWY 05/23B
RWY 05/23A
RWY 14/32B
LAMP TEST
CCR 19
CCR 18
CCR 17
CCR 16
CCR 15
CCR 14
CCR 13
CCR 12
CCR 11
CCR 10
CCR 9
CCR 8B
CCR 8A
CCR 7B
CCR 7A
CCR 6
CCR 5
CCR 4
CCR 3
CCR 2
MINIMUM CURRENT
CCR 1
Taxiway intensity
selection switch.
TWY INTENSITY
2
14
CCR alarm
indicators.
RWY 14/32A
23
RU
FAULT
05
AY
NW
3
-2
4
I1
AP
IWI
MUTE
N
RU
LAMP TEST
RUNWAY
09 - 27
TAXIWA
Y B2
RWY209/27
RWY214/32
PAPI
14
OFF
OFF
OFF
OFF
OFF
OFF
OFF
B3
PAPI
32
OFF
4
2
OFF
OFF
TAXIWA
Y B1
RSAF APR
ON
B1
173 SQN
OFF
Intensity selection
indicators.
MILITAR
32
PI
PA
Y APRON
IWI
ABN
ON
OFF
RSAF FLOOD
ON
OFF
EAST FLOOD
ON
OFF
ON
CIVIL TERMINAL
WEST FLOOD
OFF
ON
TWY C
DAY
POWER
SUPPLY 1
POWER
SUPPLY 2
LOCAL
REMOTE
POWER
SUPPLY 3
32
ABN
HELIPADS
IWI
OFF
Power supply
indicators.
B2
HRA
1
OFF
TWY A
B4
Intensity selection
switch.
RWY205/23
09
ADATS UNHEALTHY
STATUS OF AGL
INSTALLATION ONLY
DISPLAYED WHEN AGL
CONTROL IS IN THE
'LOCAL' MODE.
32
A
AY
XIW
TA
IWI
LOCAL CONTROL
ON
LOCAL
4Y1
WA
AGL CONTROL
REMOTE
27
LAMP TEST
TWILIGHT
NIGHT
ATC TOWER
HEALTHY
POWER
SUPPLY 4
AGL PRESET
MODE ON
ATC TOWER IN
CTAF MODE
INTENSITY SELECTIONS
RWY DAY
2
FLOODS and
FIRE STN
OFF
OFF
OFF
OFF
OFF
OFF
PAPI
DAY
OFF
3
3
5
OFF
2
6
OFF
OFF
OFF
ON
ON
OFF
OFF
ON
ON
OFF
OFF
OFF
OFF
ON
ON
ON
ON
ON
OFF
OFF
OFF
OFF
OFF
OFF
ON
ON
ON
ON
ON
ON
OFF
OFF
TWY NIGHT
OFF
OFF
OFF
OFF
OFF
OFF
Air vents.
Figure 28.2
OFF
ON
2
6
OFF
OFF
PAPIOFF
NIGHT
4
5
OFF
TWY DAY
Power supplies
(behind).
RWY NIGHT
OFF
OFF
OFF
OFF
OFF
OFF
ON
ON
ON
ON
ON
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The HMI shall be a touch screen that displays an airport graphic with push button touch points that
control the various CCRs and related AGL circuits for runway, taxiway etc selection and control
equipment. A HMI is to be associated with the control system at each AGLCS control mode.
28.7.8
The general presentation of AGL controls shall be via interactive mimic diagram in the case of taxiway
lighting and touch screen based push button panel in the case of runway and approach lighting.
28.7.9
The HMI touch screen forms part of a PC hosted SCADA terminal. This computer located near each
HMI, receives the commands from the HMI and converts them to digital format for transmission over a
fibre optic cable, wireless network or copper wire to the computers at each control location.
28.7.10
The control system is hosted on a programmable logic controller (PLC). Control functional requirements
will be implemented in a safe, interlocked and traceable fashion within the PLC logic.
Operator Access
28.7.11
There will be a minimum of 2 levels of operator access to SCADA HMI as follows.
a Mimic Mode - At the Mimic Level, control functionality is not available. The operator can view the
AGL Mimic diagram, the CCR Status, Alarm, Event and Miscellaneous screens only;
b Control Mode - In addition to the Mimic Level functions above, at the Control Level the operator will
be able to access and perform;
i
ii
The AGLCS SCADA Operator Workstations will provide access to both Mimic and Control Modes.
GREY/GREEN flashing = controlled function has been activated ON but a feedback (revertive) has
not been received and the action has not timed out;
For the airfield mimic display the colours shall be implemented as follows:
a GREY (Background) = OFF;
b WHITE/GREEN/YELLOW/BLUE/RED - Not flashing = Operating correctly, revertive received (ON),
colour dependant upon actual AGL colour for that element selected (eg. Runway - white, Threshold green, Taxiway centreline - green etc,) Lighting systems shall be represented by coloured dots to
match the actual colour of the lighting system. Symbolic representation only required; not a coloured
dot for every light;
c
Flashing = colour of the respective element, FAULT or manual selection of the visual aid via local
control outside the AGLCS; and
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28.7.16
FACILITY
SELECTION of Circuit
1
PAPI
INTENSITY of Circuit
MINIMUM circuit INTENSITY (current) for
all1,4
RUNWAY
CCR AVAILABLE
CCR ON
MINIMUM circuit intensity (current) 4
CCR output CURRENT IN TOLERANCE 3
IWI2
CCR AVAILABLE
CCR ON
MINIMUM circuit intensity (current) 4
CCR output CURRENT IN TOLERANCE
Notes:
1.
For all circuits selected as part of this single control function (excluding /DTRM/IWI when selected as part of RWY
these revertives displayed separately)
2.
Selection of these visual aids are interlocked for selection with the runway and energise at a single intensity; as such
there is no revertive indicates the aid is operating correctly rather being a specific selection/intensity revertive.
3.
CCR output CURRENT IN TOLERANCE Is defined as the current revertive detected in the primary circuit being within
the programmed current band for the selected intensity.
4.
MINIMUM circuit INTENSITY (current) - Is defined as the current revertive detected in the field circuit current exceeding
1.8 amperes.
5.
If two circuits are selected as part of a single facility and one or both circuits fail to energise at the correct intensity, and
there is minimum current detected in the circuit that failed to energise at the correct current, a healthy revertive
indication shall still be provided for that selection (but not for the selected intensity).
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Fault
28.7.17
A Fault shall be signalled via a RED revertive on the HMI touch screen button and flashing mimic
diagram element (coloured to suit the element) and by a distinctive tone at the ALER PC. A fault shall
annunciate if following operator initiation one of the following occurs:
a A correct revertive signal (Selection and/or Intensity) is not received within a set time out period;
b A CCR fault exists;
i
ii
Display screens will be developed in a logical and consistent manner showing system information and
providing touch screen based control over the AGL system from each HMI. The display pages shall
comprise a screen header and footer in addition to the main page area.
28.7.20
Cognisance shall be taken of AGLCS SCADA systems previously developed at various Defence
aerodromes to achieve a consistent approach to facilitate operator familiarity.
28.7.21
The screen header will display the Active Operator Control Location and information common to the
selected Active Operator Control Location.
28.7.22
Buttons common to each page will permit navigation through the displays in a logical consistent fashion.
Navigation through successive screens will include:
a One button for selection of the airfield mimic each runway and taxiway control page;
b Equipment status with links to subsidiary configuration pages (CCR set-up parameters, system
maintenance, communications status, etc);
c
Control setup;
The footer shall provide at each ALER location an alarm panel (red flashing when unacknowledged
alarm exists) and an Alarm acknowledge.
28.7.24
Where additional pages are required to display information eg Equipment status then additional buttons
shall be provided to navigate through these pages.
28.7.25
A button area shall be provided to provide sufficient area for operator control targeting.
28.7.26
The system will be designed to prevent unauthorised access to the underlying operating system for:
a Selection and control of visual aids;
b Display rebuilding;
c
Monitoring access to the SCADA terminals in each location shall not require the operator to log on.
28.7.28
Where a selection is made and the SCADA system requires a time delay to ascertain the revised status
of equipment to display the revertive, the revertive shall flash green/grey for this period; the period shall
be an adjustable system variable set to the minimum possible. The revertive shall not momentarily take
a solid green or red state after a green/grey period and then update to the alternate state (without a
change of state in the field).
28.7.29
Separate display pages shall be implemented for individual system elements as follows (the illustrations
are provided as examples only).
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Figure 28.3
Figure 28.3 details a typical Airfield Mimic Page layout and appearance.
Runway/Approach/PAPI control for each runway will be presented as a matrix of pushbuttons at the top
of the display area immediately below the header, with one row consisting of a selection button plus
intensity buttons for each AGL facility, for example:
a Selection and six intensity buttons for each AGL facility requiring six intensity settings such as:
i
HIAL;
ii
HIRL;
iii PAPI;
b Selection and three intensity buttons for each AGL facility requiring only three intensity settings
including:
i
SFAL;
ii
iii MIRL.
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28.7.34
A single button shall be presented below the matrix of pushbuttons for each facility that requires a
separate selection to the runway and no intensity selections. These facilities shall incorporate intensity
and selection to the one revertive. Examples include:
a Aerodrome Beacon
b IWIs
28.7.35
Note that while the IWI is automatically selected when a runway selection is made, provision shall also
be made to select the IWI independent of RWY selection. When this occurs the deselecting ability is
removed. Manual operation of the IWI facility and shall be indicated on the IWI pushbutton.
28.7.36
During the last remaining period of a PAL operation, when a specific signal to cause the IWI to occult is
present, PAL TIMEOUT INITIATED shall annunciate on the SCADA terminal approach/runway control
pages.
28.7.37
Indication only of the operational status of software interlocked visual aids that are controlled by a
selection of a runway eg Outer threshold lights and DTRM/HCM are displayed in a vertical column to the
right of the matrix of pushbuttons.
28.7.38
Pushbuttons for each operator control location shall also be provided above the matrix of
runway/approach control buttons allowing selection and indication of the active operator control location
selection (whilst operating in control mode only). Selection of the active operator control location will
require confirmation via a popup control confirmation window. It shall not be permissible to transfer
control to an alternate operator control location other than the ATC Tower/ADATS and only one location
may provide control of the AGLCS at any one time.
28.7.39
Figure 28.4 details a typical Runway/Approach Control Page layout and appearance.
Figure 28.4
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Taxiway and apron control will generally be based on a common taxiway and apron zone selection,
rather than segment selection.
28.7.42
A common 3-stage intensity selection shall apply to all of the taxiways and aprons. The intensity
selection buttons shall indicate the status of the revertive indication for the respective circuits.
28.7.43
As shown in Figure 28.5 the taxiway /apron display will indicate the individual taxiway segments and/or
aprons by solid infill of the taxiway and/or apron; breaks in the solid fill delineate the taxiway and/or
apron selection segments. No visual indication of the status of the taxiway or apron lighting is required
on the pavement mimic associated with the taxiway and apron control page; visual indication is
presented on the airfield mimic page only.
Figure 28.5
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The desired information is as follows, subject to what information can be obtained from the CCR
interface and field sensed information:
a Connected (CCR able to supply common circuit based on primary cable connection field signal; not
applicable for circuits not able to be supplied from multiple locations );
b On (feedback from CCR)
c
CCR trip;
28.7.46
The status of the indication shall be green for healthy, flashing red for the transition period between a
selection and the receipt of a healthy revertive and red for fault. The status shall be grey when not
applicable or off. Yellow status indication may be used to indicate the failure of a single communications
channel when two redundant communications channels are provided.
28.7.47
CCR locations within the ALER that are fitted out with CCR Control Cubicles/Boards for future circuit
allocations (i.e. for future runway upgrade from MIRL to HIRL) shall be represented on the Equipment
Status pages.
Figure 28.6
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28.7.48
A supplementary CCR status screen may be provided similar to that shown in Figure 28.7 to indicate
parameters as ascertained by polling the CCR (typically achieved over a high level interface with the
CCR). Parameters may include:
a Operating hours
b Input voltage
c
Input current
d Input power
e Input power factor
f
Output voltage
g Output current
h Output power
i
Open circuit
ii
Overcurrent
Figure 28.7
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Figure 28.8
Clear indication (change of object colour) shall be provided where a communications fault results in an
item of equipment not being able to be controlled / interrogated or a portion of the network being
isolated. Figure 28.8 details a typical Communications Status Page layout.
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Alarms shall be stored for a period of 30 days and then be automatically archived to the hard drive of the
SCADA PC. The archived alarm files shall be sequentially numbered to assist retrieval in chronological
order.
28.7.53
Provision shall be made to access and interrogate the current and archived alarm logs (both current and
archived databases); with reports being generated, viewed on screen and printed.
28.7.54
The AGLCS will annunciate all system faults at each HMI SCADA terminal on the:
a Mimic and control screens;
b Current alarm list; and
c
28.7.55
Event log.
These faults include single point failures which affect a single item of equipment (CCR, contactor etc.)
and would be registered if, following circuit activation, the required feedback signals were not received
eg. :
a CCR x failed to energise;
b Minimum current in field circuit x not registered;
c
Alarm logic shall be configured so that suppression of consequential alarms occurs (eg. If a CCR fails
then the circuit current alarms shall be suppressed).
28.7.57
Alarms shall be configured using standard nomenclature and abbreviations to enable searching the
log/database with ease for alarms that relate to a system, piece of equipment or type of alarm.
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Figure 28.9
All AGLCS events shall be logged to the Event Log at the SCADA PC for a period of 30 days and then
be automatically archived to the hard drive of the SCADA PC. The archived event files shall be
sequentially numbered to assist retrieval in chronological order
28.7.60
Fault;
Consequential events shall be suppressed (eg. operator action to energise the runway lighting would
result in the entries 03/21 runway Select ON & 03/21 runway Intensity x, but not entries for CCR,
contactor and field current state.)
28.7.62
Provision shall be made to access and interrogate the current and archived event logs (both current and
archived databases); with reports being generated, viewed on screen and printed.
28.7.63
Events shall be configured using standard nomenclature and abbreviations to enable searching the
log/database with ease for events that relate to a system, piece of equipment or type of event.
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Figure 28.10
Figure 28.11
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Nomination of revertive current bandwidth set-up parameters for each CCR and its intensity level)
refer Figure 28.12 for typical appearance;
Definition of user profiles for each operator user level refer Figure 28.13 for typical appearance;
Miscellaneous parameters;
i
Nomination of various engineering parameters that configure the SCADA operation including time
delay to await healthy revertive, enable/disable SCADA terminal audible alarm, CCR fail to
energise timeout, Contactor fail to operate timeout, CCR minimum current timeout, IWI occult
rate during PAL timeout;
d Button to transfer to a PALC configuration page (where PALC is incorporated into the AGLCS).
Figure 28.12
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Figure 28.13
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A matrix of pushbuttons shall be provided for the pre selection of all lighting systems in a similar manner
to those provided on Runway/Approach Control page. Individual facility and intensity selection shall be
provided for each of the Runway, Approach and PAPI elements, with taxiway and apron facilities
provided with a common intensity selection.
28.7.67
Configuration for DAY, TWILIGHT and NIGHT modes of operation shall be provided. Separate
default selections of all lighting systems shall be possible for each mode.
28.7.68
Figure 28.14
Maintenance Interface
28.7.69
A capability to provide a maintenance interface connection may be provided. This facility may be
configured as a dial-in capability established by physical connection between the AGLCS SCADA
terminal and a suitable telephone socket. The system shall be limited to monitoring only access to the
AGLCS HMI. The location and arrangement of the maintenance interface shall be in accordance with the
Regions requirements.
28.7.70
Maintenance Workstation(s) when provided shall incorporate a screen based AGLCS HMI with graphical
interface annunciation similar in presentation to the AGLCS HMI terminal.
28.7.71
The Maintenance Workstation shall incorporate dialup and monitoring software; the dial up configuration
must be agreed by Information Systems Division (ISD).
28.7.72
The Maintenance Workstation connected via a dialup link will permit a remote operator to view the
current status of the AGLCS. Control of AGL facilities will not be permitted from the Maintenance
Workstation.
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28.8
CCR Interface
28.8.1
CCRs will be connected into the power and communications systems via CCR Control Cubicles/Boards
as detailed in Chapter 0.
28.8.2
Communications cabling enables the passing of CCR facilities/intensity information and revertives
between the CCR and its associated control system.
The interface between the AGLCS and CCR will be via multi core cabling incorporating a multi-pin plug
and socket arrangement to facilitate quick replacement of failed CCRs.
Twisted pair serial cabling will provide the link between the CCRs and the CCR control board enabling
high level communications.
28.8.5
Provision of a high level interface to the CCRs will require a control network within each the ALER. It is
intended that this would be an extension of the Ethernet VPN established for the AGLCS.
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28.9
AGLCS Communications
28.9.1
A dedicated communications network, independent of the DESN or any other network, may carry all
internal communications traffic between each of the AGL operator control locations and elements of the
AGLCS. This type of communications network utilises serial data links and is distinct from hardwired
multi core control cabling provided in some AGLCS applications.
28.9.2
28.9.3
Each network shall comprise redundant communications links in the form of separate and distinct
channels (i.e. multiple cable runs to provide redundancy in the event of a cable failure) configured in a
geographically redundant loop arrangement. Each of the redundant cable runs shall take different
routes and be installed within separate duct systems to prevent impacting the networks operation in the
event of an accidental excavation.
28.9.4
The general configuration of the two networks shall be as shown in Figure 28.15, however the design of
each installation requires consideration of existing infrastructure, operational capability and remote
control system interfaces detailed in the previous sections.
28.9.5
Communications equipment shall typically be installed with communications racks or control panels
subject to the AGLCS configuration. Such equipment may include:
a Programmable Logic Controllers (PLCs);
b Fibre optic break out trays;
c
Network switches;
PLCs or other suitable technology provides the required process control for the AGLCS. Controllers are
required in each ALER and at the ATC Tower and may be provided at other locations around the
aerodrome for monitoring of the AGL equipment. The controllers shall be connected to a dedicated
AGLCS network utilising the appropriate network interface equipment and arranged to suit the
communications environment.
28.9.7
Network communications shall be provided with back up power to allow the continued AGLCS operation
in the event of a power outage (whether momentary until the connection of an alternate power supply or
for a predetermined period where an alternate power supply does not exist).
Within the ALER of an AGLCS incorporating SCADA HMI and PLC equipment the communications
between the AGLCS equipment such as CCR Control Cubicles/Boards, CCR and PLC may be via a
suitable Local Area Network (LAN).
28.9.9
This LAN may optimise cabling between the AGLCS and the ALER equipment. The LAN shall be
suitable open protocol and shall not be supplier dependant.
Communications between the ALERs and the ATC Tower or alternate control location shall generally be
via a fibre serial data link or Ethernet. This link shall be in accordance with the Defence communications
infrastructure requirements.
28.9.11
Communication between the AGLCS and a remote maintenance station will take the form of a dial-up or
leased line connection.
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ATC TOWER
ADATS HMI
ADATS
PLC
ADATS
INTERFACE
AGLCS SCADA
PLC
SWITCH
SWITCH
MULTI CHANNEL
MULTI CHANNEL
APPROACH CONTROL
(BASE OF ATC TOWER)
ALER 1
ROUTER
SWITCH
ALER 2
SWITCH
ROUTER
SWITCH
SWITCH
CCR
CCR
PLC
DIAL UP CONNECTION
MULTI CHANNEL
CCR
PLC
AGLCS SCADA
AGLCS SCADA
MAINTENANCE
LAPTOP
Figure 28.15
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CCR
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Introduction
29.1.1
The contractor responsible for the AGL maintenance contract shall undertake the responsibilities of
Aeronautical Ground Lighting Maintenance Agent (AGLMA) for the AGL system at the respective
Defence facility.
29.1.2
29.2
29.2.1
Electrical installations in Defence establishments shall be installed and maintained to the requirements
of all applicable legislation, codes of practice and guidance publications relevant to the State or Territory
where the installation or facility is located.
29.2.2
Electrical installations shall comply with the requirements of AS/NZS 3000 and applicable Industry
Regulator requirements and the local Network Service Providers requirements such as the Service and
Installation Rules or equivalent.
29.2.3
All materials and workmanship shall be of the best standard and shall comply with relevant legislation
and Australian Standards. In addition, electrical installations and equipment shall comply with all
appropriate and relevant Australian standards, for the type of installation or equipment to be used,
irrespective of their status. Where Australian standards are not available, recognised international or
overseas national standards shall be used where they are relevant to the type of installation or
equipment and to the installation conditions in Australia.
29.2.4
Unless stated otherwise by these documents, the maintenance as a whole shall comply with the
following reference publications detailed in Chapters 1.8 and 1.9.
29.3
29.3.1
29.4
29.4.1
29.5
29.5.1
Defence Requirements
Infrastructure Management: The Defence Infrastructure Management (IM) promulgates policy and
procedures for the management of the Defence estate, including the procurement of capital facilities.
The IM is the prime reference document for all Infrastructure procedures and requirements. The
provisions of the IM are mandatory.
Technical References
The IEC standards identified in Chapter 0 define AGL maintenance regimes and are referenced as a
guide only. The absolute adoption of these standards is not possible because the maintenance
organisation model is not suited to Defence AGL installations.
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30.1.1
The AGL system consists of the luminaires, field equipment and the ALER as detailed in this manual.
This includes the beacon, sequential and steady approach, PAPI, runway, taxiway and apron lighting,
primary and secondary cabling, SITs, cable pits, cable ducts, and the ALER equipment such as
Constant Current Regulators (CCRs), control system and power supply equipment.
30.1.2
The items covered by separate maintenance requirements and not included in these procedures are the
control tower equipment (i.e. beyond the marshalling panel), the Local Emergency Generators (LEG),
the control and monitoring system cabling, obstacle lighting (where these are associated with a
respective building and are not part of AGL system) and floodlighting.
30.2
30.2.1
The AGLMA shall manage all maintenance activities and appoint appropriate personnel to manage,
supervise and undertake the specific maintenance tasks.
30.2.2
Holding the defined schedule of spare parts in good condition and keeping an inventory of available
spares;
Switch, isolate and earth the AGL system to allow safe access for all persons requiring access, such
as maintenance personnel, Defence personnel and contractors including the setting out of temporary
lighting systems and markings;
g Accept, take into service and maintain newly commissioned AGL equipment;
h Monitor and record system performance information; and
i
30.3
30.3.1
30.4
30.4.1
The AGLMA shall develop and maintain suitable maintenance procedures that instruct on the correct
and safe method of maintenance for each activity that is to be undertaken on the AGL system. The
maintenance procedures shall be contained in a suitable document (eg AGL Maintenance Plan) and
shall be provided and used at all times. A copy of the procedures shall be made available to Defence on
request.
30.4.2
The AGLMA shall determine which activities require authorisation, who is able to give such authorisation
and how the authorisation, including written permission, is to be obtained. See also Chapter 30.5
regarding issue of permits/sanctions.
30.4.3
The AGLMA must perform suitable risk/hazard assessments (refer Chapter 30.7) for all work to be
performed on AGL constant current series circuits. The completed risk/hazard assessments shall be
used to form the maintenance procedures and must be retained by the AGLMA and be made available
on request.
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Pre-work Procedures
30.4.4
The following procedures shall be carried out prior to any work commencing:
a Where necessary, permission to commence work shall be obtained from the 44 Wing Detachment
Commander with the issue of suitable authorisation;
b A pre-work visual inspection shall be carried out prior to commencing work in order to;
i
ii
Permanent and temporary earth connections shall be checked and applied where necessary ( noting
that For testing purposes an earth may be temporarily removed);
ii
iii The input power to all relevant CCRs shall be removed and secured. An appropriate method of
preventing the re-energising of circuits or equipment that is under maintenance shall be
incorporated. To secure against re-connection of power the operating mechanism shall be either
lockable, or be in a secure area (Note; the use of a safety key or mechanical interlock system
may be considered an effective method of preventing unauthorised re-energisation of equipment);
iv The primary series circuit shall be disconnected from the CCR output terminals. The conductors
at the open ends of the primary series circuit shall be shorted together and earthed;
v All applicable equipment shall be proved dead by using appropriate current and voltage test
equipment. The test equipment shall be proved operative before and after the test;
vi ll isolators shall be securely locked in an electrically isolated and earthed condition.
Completion of Work
30.4.5
A post-work inspection shall be carried out on the completion of any work and prior to returning the
equipment to operational service in order to verify that:
a The equipment, including the operation of system interlocks, has been tested for correct operation, is
fully serviceable and in an operational state;
b The remote control of AGL equipment has been restored;
c
All relevant organisations and persons have been informed of the re-energisation and serviceability
of the equipment;
d All the maintenance activities and any changes to the AGL are recorded in the appropriate
documentation and the documentation is stored in the appropriate location;
e Safety signs have been removed;
f
All test and safety equipment are serviceable and returned to their correct storage location;
g Earth connections are removed or re-installed as appropriate, equipment covers and safety devices
are re-installed;
h The area is clean and tidy and clear of all non-essential equipment and potential Foreign Object
Debris (FOD) hazards.
30.4.6
If applicable, any relevant work authorisation issued shall be cancelled and the equipment shall only be
re-connected and re-energised on the satisfaction and instruction of the person appointed by the AGL
Maintenance Manager, AGLMM, to be responsible for the work.
The AGLMA shall detail and enforce appropriate measures to ensure operational safety, safety to
aircraft and the safety to personnel engaged in maintenance activities on or near AGL constant current
series circuits and equipment.
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30.4.8
In addition to the requirements of Commonwealth, State and Territory legislation and regulations the
AGLMA shall develop and implement the procedures in accordance with this manual.
30.4.9
The AGLMA shall perform a risk assessment of all work to be performed on the AGL asset (refer
Chapter 30.7). A risk assessment shall include the determination of the required manning levels to
complete the work safely. Care should be taken to ensure that maintenance equipment and other
materials do not present a hazard to aircraft. The completed risk assessments shall be contained in a
suitable document and retained by the AGLMA and be available for Defence review. The risk
assessments shall be reviewed and updated regularly or whenever necessary, particularly after a
hazardous event.
30.4.10
Safety work procedures shall be developed by the AGLMA that take into account the completed risk
assessments for the work and shall address the following requirements:
a AGL Equipment is exposed to weather and moisture and may develop electrical shock hazards
through damage from lightning or insulation deterioration from exposure;
b Work shall not be performed on live electrical conductors or equipment, except where suitable risk
assessment has been undertaken and special procedures implemented to prevent harm;
c
Authorisation to perform work or testing on the AGL electrical equipment shall be obtained prior to
that work commencing and that authorisation shall remain valid for the duration of the work. Routine
work such as inspection and minor maintenance can be covered by suitable blanket authorisation
and risk assessment;
d Power shall always be assumed to be on and electrical equipment live until the true condition is
determined;
e Unless determined safe to do so by risk assessment, at least two persons shall be assigned to carry
out maintenance work on AGL electrical equipment. Refer AS4836 for guidance on the use of safety
observers;
f
Maintenance procedures shall only begin after a visual inspection has been made and possible
hazards have been identified, evaluated in a risk assessment and recorded, refer AS4836;
g Equipment shall not be returned to operational service without verifying that it is functioning correctly
and that all the maintenance activities have been satisfactorily complete;
h Specific safety training for personnel;
i
Safety protection devices. Deliberate disconnection of safety protection devices shall only occur
when authorised in accordance with specific safety instructions;
Use of appropriate Personal Protective Equipment (PPE), safety equipment, safety signs and
instructions;
All tools and equipment shall be appropriate for the task; and
m All tools, test equipment and safety equipment shall be periodically inspected and tested in
accordance with appropriate Australian standards and have suitable certificate of currency.
Live Working
30.4.11
No work of any kind shall be performed on live AGL constant current series circuits unless a risk
assessment has been undertaken and suitable procedures prepared that have been assessed by the
AGLMM as safe. In this case, all practical precautions to prevent harm shall be taken. Fault finding or
testing on live electrical equipment shall only be undertaken when it is unavoidable for the equipment to
be made dead. Any subsequent repair shall not be performed on live equipment.
30.4.12
Cables shall be positively identified, isolated and proved dead before cutting or disconnection.
Whenever practical, cables that are no longer in use shall be positively identified, proven dead using
appropriate current and voltage test equipment and removed. The test equipment shall be verified
before and after the test. Cables that cannot be removed immediately shall be appropriately marked at
both ends and at any point of access. The ends of the conductors shall, where possible, be shorted
together and earthed.
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Any electrical equipment in the vicinity of the work in progress that cannot be made dead shall be
identified and appropriate precautions shall be taken to prevent any additional hazard.
Safety Protection Devices
30.4.14
Fault diagnosis may require defeating interlocks or the removal of covers to give access to live
equipment. On such occasions testing shall be limited to the use of appropriate test equipment and shall
follow a formalised procedure. This procedure may include a written checklist, agreed routines or any
other precautions deemed necessary to maintain safety. Where interlocks have been defeated or covers
removed for test purposes, the interlocks shall be re-instated and covers replaced at the earliest
opportunity. The safety protection devices shall be re-set, tested and verified as operating correctly
before the equipment is returned to operational service.
Safety Signs
30.4.15
The working area shall be screened off by suitable barriers and indicated by appropriate signs. Caution
signs shall be affixed to all switchgear controlling the equipment which has been made dead and on
which work is progressing. Hazard signs shall also be attached on, or adjacent to, live equipment and at
the limits of the area in which work may be carried out. In all cases a safety or job tag shall be securely
attached at the point of isolation giving the name of the person who carried out the isolation procedure,
essential contact telephone number(s) and date and time of isolation. If any test equipment or equipment
under test cannot be placed within the screened area it shall be separately screened. Any safety signs
that are not in use shall be stored in the appropriate place. A sign or placard, giving details of emergency
resuscitation in the event of electric shock and first aid, shall be displayed in AGL indoor work areas
where persons may be at risk of electric shock.
Earthing Facilities
30.4.16
Earth connections shall be installed and maintained in conformance with the original installation
requirements. Earth connections, including devices for providing the temporary connection of an earth,
shall be tested and the measurement recorded on a regular basis.
30.4.17
NOTE This test should take into account seasonal variations in the soil and should be performed on a
nine-month cycle.
NOTE: A constant current series circuit may be live even when no voltage is detected at the test point
through induction.
Environmental Factors
30.4.20
Equipment that is normally covered but has to be exposed as a necessary result of the maintenance
activities shall be protected from water and other undesirable elements. Work in exposed areas shall
take account of adverse weather conditions, flora and fauna. No work on an AGL constant current series
circuit shall take place in the presence of lightning.
Appropriate tools and test equipment shall be used at all times. All test equipment shall be calibrated
and be in good working order.
Safety Equipment
30.4.22
30.5
Safety equipment shall be provided, worn and used wherever necessary. Adequate training in the use,
safekeeping and inspection of safety equipment shall be given to the user. Before and after each
occasion of use, the user shall inspect safety equipment for visible defects and any suspect item shall be
withdrawn and replaced. Periodic inspections shall be recorded in a suitable document.
Permits
30.5.1
A maintenance permit system is intended to control hazardous activities and to ensure that every care is
taken to provide and maintain a safe working environment.
30.5.2
Not all work will require the isolation of electrical circuits or live testing and may be undertaken under the
authority of an authorised person and in accordance with a standing instruction. A standing instruction
would, typically, consist of a written authority:
a Issued by the AGLMM;
b Be valid for a specified period of not more than 12 months; and
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30.5.3
However, where specific work on live circuits or in potentially hazardous situations is to be undertaken, a
safe work system such as the issuance of permits shall be employed. Permits shall outline the safety
procedures and ensure that they are carried out and that risk is minimised.
30.5.4
Permits shall be issued for the disconnection and isolation of live circuits, electrical distribution works
and live testing (a sanction to test) and shall be issued only by the AGLMM. (See proforma in Appendix)
30.5.5
The AGLMM shall determine which activities require the issue of a permit and the procedure to issue it,
for example:
a A permit to work/sanction to test shall be issued before any work is undertaken on an AGL constant
current series circuit. Note that the permit to work and the sanction to test may be on different forms;
b Only the AGLMM shall issue a permit to work/sanction to test;
c
A permit to work/sanction to test shall be issued to the prospective person-in-charge of the work/test
who, after reading its contents and agreeing to them, shall sign a receipt and a duplicate;
d The person in charge of the work/test should retain the permit to work/sanction to test in their position
at all times whilst wok is carried out. The AGLMM retains that duplicate copy;
e The AGLMM shall cancel the permit to work/sanction to test before the equipment is made live;
f
A permit to work/sanction to test may be suspended. The suspension is initiated on the signature of
the person-in-charge of the work/test and the authorised person. The suspension shall only be
cancelled on the signatures of both the AGLMM and the person-in-charge of the work/test; and
g Records of all permits to work/sanction to tests that are issued shall be recorded in appropriate
documentation. A record of ongoing, suspended and cancelled permits/sanctions shall be kept in the
same document. Records shall include:
i
The serial number, date and time of issue of the permit to work/sanction to test;
ii
The name of the person the permit/sanction is issued to (the person-in-charge of work/test) and
any team members;
The AGLMA shall document and enforce suitable access, isolation and acceptance procedures to
ensure electrical isolation and safe hand over when dealing with 3rd parties that may require access to
the AGL system.
30.5.7
Wherever possible the procedures shall be displayed at the worksite for reference by personnel and at
the ALER.
30.5.8
Competencies required by the 3rd party before any works commence including designation of
responsible person for the works and all members of the work party (name and contact);
Regular fortnightly AGL visual and functional inspections shall be made by the AGLMP to determine the
operational status. Deficiencies found during these inspections that are not corrected immediately shall
be recorded identifying the disposition and timing of rectification.
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30.5.10
The 44 Wing Detachment Commander and Rescue and Fire Fighting Service (RFFS) may carry out
independent inspections and faults may also be reported to the ATC Tower by aircraft using the system.
Any deficiencies shall be reported by telephone to the Help Desk (operated by the AGLMA) where a
W/O will be raised.
30.5.11
Faults reported to the Help Desk by 44 Wing Detachment Commander or RFFS are always actioned
accordingly.
30.5.12
The objective of the maintenance program shall be to limit 44 Wing Detachment Commander/RFFS
initiated W/Os to a minimum.
30.5.13
30.6
30.6.1
Significant Works Requirement for MOWP and Works Safety Officers (WSOs)
All works are to comply with the procedures stipulated in Section 10.10 of the MOS Part 139. For
extensive maintenance or project work the AGLMA shall assess the need for NOTAM and Works Safety
Officers. Guidance on their application is given in MOS Part 139 Section 10.10. Issues to consider
include:
a Local procedures for the preparation and authorisation of a suitable MOWP including:
i
Identifying the person/position responsible for writing and authorising the MOWP;
ii
Arrangements for providing and setting out temporary visual aids for works; and
d Where Works Safety Officers (WSO) will be required, arrangements for providing suitably trained
WSO for aerodrome work.
30.7
30.7.1
Test procedures for hazards and failure modes that can only be performed in the factory or by
simulation; and
Since the AGL is to be used by aircraft and vehicles and operated by a person(s) with defined
responsibilities at the aerodrome, there are several generic hazards associated with the AGL system,
including
a The display of an incorrect or misleading pattern, including colours;
b An unexpected or unintended change in luminous intensity from maximum to minimum or vice versa;
and
c
An unintended activation or deactivation of the AGL, especially AGL associated with a runway.
30.7.3
Risks and hazards apply to the entire AGL system. Other hazards may exist that depend upon the type
of control system, the technology employed and its complexity. These generic hazards relate to the
operational requirements of the safe movement of aircraft and vehicles at the aerodrome. They should
be assessed in the risk/hazard analysis within the context of the operations at the aerodrome and safety
requirements for the AGL system should be derived.
30.7.4
Safety assessment techniques, including availability, reliability and redundancy calculations, shall be
employed in order to ensure that the allocation of system safety requirements has not degraded the
required overall level of safety.
30.7.5
Mitigation by alternative means shall be determined where any safety requirements cannot be met by
the system design and operation as installed.
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Nominate and re-nominate sufficient authorised maintenance persons to provide the necessary cover
for the AGL installation(s);
d Ensure that the prospective authorised maintenance persons have appropriate qualifications and
training, are familiar with the aerodrome and are able to demonstrate adequate knowledge of each
system, installation and type of equipment for which authorisation is envisaged;
e Issue each authorised maintenance person, on appointment or re-appointment, a certificate of
appointment as an authorised maintenance person for a pre-determined period;
f
Define in writing, using drawings and diagrams as appropriate, the exact extent of the AGL
installations for which each authorised maintenance person is responsible, keeping appropriate
records for the aerodrome;
g Maintain a register of all authorised maintenance person and their areas of responsibility. The
register is to include details of the persons with whom the authorised maintenance persons are to
communicate and co-operate;
h Audit the performance and record the operational experience of each authorised maintenance
person at regular intervals. The audits are to pay particular attention to the operating and permit
systems records;
i
Investigate all reported hazardous events involving electrical systems and installations within the
area of appointment;
Act as a focal point for health and safety information and other guidance material;
Co-operate and co-ordinate with the Regional Manager and 44 Wing Detachment Commander for
the release of equipment for maintenance works and if necessary, access to operational areas;
31.2
31.2.1
Be aware of the extent and limits of the work to be undertaken and of any constraints on the
sequence or method of working;
d Be able to demonstrate competence to perform the required work activities and take reasonable care
of their own and other peoples health and safety;
e Work only on, or test, equipment that is listed on his/her certificate of appointment;
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Be familiar with the types of installation and equipment that they are required to work on, or test; and
31.3
31.3.1
31.4
Manning Levels
Unless determined safe to do so (refer to 0), a person shall not work on AGL electrical equipment
unaccompanied.
Competency
31.4.1
All persons involved in the maintenance activities, shall have appropriate and verifiable training,
technical knowledge, experience and qualifications relevant to the specific duties they have to perform.
In particular, where involved in work on constant current series circuits, they shall be knowledgeable of
the specific risks and the safety procedures involved in the work. The training, experience and
qualifications of all persons involved in any activity shall be justified taking into account all relevant
competencies. The justification shall be recorded in appropriate documentation and must be made
available on request to Defence.
31.4.2
31.5
31.5.1
Electrical Trade Persons are required to hold a current Electrical Workers License; only these
qualified individuals shall undertake electrical works on the AGL. Competent persons may be
permitted to undertake simple works, such as lamp changing, provided the system is deenergised and made safe for such works by qualified persons; and
ii
Where AGLMP are required to work on Constant Current Regulators, suitable CCR course must
also be attained.
Insulation Resistance tester (Megger) with an output capability of 5000V. The unit shall have the
capability for timing of the measurement (usual measurement time is minimum 1 minute) and a
minimum measurement capability of 0.01 nA. Accuracy shall be +/- 5%; and
d Test equipment shall be regularly inspected and calibrated for accuracy and there shall be sufficient
documentation held by the AGLMA to demonstrate currency of all equipment.
31.5.2
Ancillary equipment and tools shall include, but not be limited to:
a A vehicle (either van or trailer) suitable for airside manoeuvring and holding all required spares and
tools;
b Yellow hazard light fitted to the vehicle;
c
VHF transceiver suitable for aviation band communications (fixed or hand held);
d Air compressor;
e Vacuum cleaner with wet/dry capability;
f
230V AC generator (for AC powered equipment such as soldering iron, vacuum cleaner, air
compressor etc);
g Heat gun (gas or electric) with changeable heat setting for primary and secondary cable jointing;
h Circumferential crimp tool (non indentation), suitable for primary cable joint ferrules;
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31.5.3
Special tools suitable for levelling and aiming of each and all elevated and inset AGL fixtures (eg.
Levels, PAPI clinometer, installation jigs).
Note that Defence may make special tools available. These may have been procured as part of the
original equipment installation and shall remain the property of Defence. A schedule of such equipment
made available shall be maintained and audited and may include:
a PAPI aiming tool (clinometer);
b HIRL levelling/aiming tool;
c
d HV megger.
31.6
31.6.1
Employers have a duty of care obligation to ensure the health, safety and welfare of their employees and
others at their workplace.
31.6.2
PPE is safety clothing and equipment for specified circumstances or areas, where the nature of the work
involved or the conditions under which people are working, requires its wearing or use for their personal
protection to minimise risk.
31.6.3
The AGLMA has an obligation to meet the WHS requirements for PPE, which includes:
a Reflective vests (Hi-Vis) suitable for day and night works;
b Non-synthetic protective clothing to AS 2919 (not less than 185 gsm cotton drill with coverage to
neck, wrist and ankle, as appropriate);
c
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Notification
32.1.1
The AGLMA shall make arrangements with the 44 Wing Detachment Commander prior to undertaking
any maintenance and shall obtain the necessary clearances from the appropriate duty Air Traffic Control
(ATC) staff before working on any AGL facility.
32.1.2
The AGLMA shall understand and observe the regulations concerning the movement of vehicles,
machinery and personnel on aerodrome operating areas.
32.1.3
The AGLMA shall fully co-operate with the ATC staff and keep them informed on all matters relating to
the reliability and availability of the AGL system. The Maintenance Agent shall notify the 44 Wing
Detachment Commander or duty ATC staff of the need, and obtain prior approval to disconnect or
disrupt any AGL facility.
32.1.4
The AGLMA shall immediately notify the Regional Manager and the 44 Wing Detachment Commander
where required, of any AGL equipment which is found to be unserviceable or unsafe.
32.1.5
The AGLMA shall establish a procedure whereby faults, or deficiencies likely to cause faults, are
promptly reported back to the Regional Manager.
32.1.6
The AGLMA is also required to forward to the Regional Manager and DEEP any suggestions or
recommendations that may improve the maintenance procedures for the AGL system.
32.2
32.2.1
The AGLMA is required to fulfil all documentation and reporting requirements outlined in this manual and
also any additional reporting required by the AGL maintenance contract and standards or legislation.
The documentation and reporting required by this manual includes:
Documentation
a AGL Maintenance Plan incorporating work procedures, safety plans, risk assessments, authorisation
and permits (refer Chapter 32.3 AGL Maintenance Plan);
b Maintenance Diary/ALER Log Book;
c
Reports
f
32.3
32.3.1
In addition to the above, the AGLMA is required to input as required into other documentation such as
the Aerodrome Emergency Plan.
The actions and constraints that are necessary to prevent an unsafe state or to reduce the likelihood
of an accident;
g Those responsible for the operation and maintenance of the AGL system;
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h Maintenance system procedures, including maintenance safety procedures and the maintaining of
records;
32.4
32.4.1
Maintenance Diary/Logbook
The AGLMA shall keep adequate records in an AGL maintenance diary; all activities and work carried
out on the AGL asset shall be recorded in a suitable log or other form of documentation. The purpose of
the diary is to provide a true indication of the AGL equipment performance and reliability. Each entry
shall be identified by a reference that allows traceability of all coherent activities that have taken place. It
is therefore essential that accurate entries are made in the diary in sufficient detail to record the activity.
The entries shall record the following:
a The activity that has taken place;
b The results of any measurements or tests that have been performed;
c
d Details of any work that has been carried over to another task;
e The date and time of the activity;
f
The name of the persons who carried out the activity; and
The AGLMA shall not only fulfil the basic requirements for diary reporting, but shall also comment on the
causes and effects of any irregularities.
32.4.3
Where the maintenance task has not been complete at the end of each working day, the diary shall
show the progress reached at that stage.
32.4.4
The AGLMA shall keep the AGL Maintenance Diary and copies of the as-constructed drawings in the
ALER. All documents remain the property of Defence.
32.4.5
The Maintenance Diary/ALER Logbook must be in suitable paper format (bound book, not loose leaf
pages) and a sample pro forma is provided at Appendix C. Also, an electronic copy of the diary shall be
captured and provided on DEMS or other system as required by the Regional Manager. This electronic
copy shall be allocated a suitable identifier for incorporation into DEMS.
Fault Recording
32.4.6
32.5
32.5.1
32.6
All faults shall be recorded in the Maintenance Diary by the AGLMA together with the cause of the fault
and the corrective actions.
Spares Inventory
The AGLMA is to maintain an accurate spares inventory for the AGL system, including usage. Where
appropriate the spares inventory is to identify Defence owned spares separately.
32.6.1
The AGLMA is responsible for managing the AGL system information such as the as-constructed
information, operating and maintenance manuals and software management. The AGLMA shall accept
and maintain the system configuration documentation to ensure the safe operation and maintenance of
the system and that the information is an accurate representation of the installed AGL equipment.
32.6.2
The following documentation shall be maintained and made available at all times in the ALER:
a Complete set of as- constructed drawings, size A1 where applicable;
b Set of printed Operation and Maintenance Manuals. Also copies of same on CD-ROM;
c
Copy of all software (on CD-ROM) and set of instructions for data recovery.
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32.7
Software Management
32.7.1
All software utilised by the AGL control system shall be maintained in a manner that keeps the software
in a readable and recoverable form. Backup copies shall be separate to the ALER.
32.7.2
32.8
32.8.1
32.9
The AGLMA is to provide an AGL Certification Report to the Regional Manager, DESTR Technical
Advisor - Air and DEEP on a six-monthly basis. The report is to certify that the AGL system is being
maintained to the requirements of this manual. It also identifies the maintenance performed and provides
system performance information such as inspection and test results, faults, spares usage and a copy of
the Maintenance Diary/ALER logbook for the reporting period. The report is also to identify any issues
with the AGL system and all unserviceabilitys so that appropriate management action can be initiated as
appropriate. The AGL Certification Report template is provided in Appendix F.
Other Reports
32.9.1
32.10
Other reporting as required on deficiencies, defects or potential maintenance issues. This reporting also
includes identifying any necessary or recommended changes to the AGLCM.
32.10.1
The AGLMA shall keep true and accurate records of the inspections and testing undertaken on the AGL
system. All details are to be suitably recorded on Defence Estate Management System (DEMS) or other
suitable arrangements agreed by the Regional Manager or his representative.
32.10.2
DEMS is also to be used to store and access electronic copies of manuals and documentation, both the
latest issues and historic copies. AGL information, such as the as installed drawings, manufacturers
manuals and copies of AGL maintenance records are to be made available via DEMS.
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33.2
33.2.1
33.3
33.3.1
33.4
33.4.1
33.5
The Regional Manager must ensure continuity is maintained between an outgoing and an incoming
maintenance agent. It is important that appropriate procedures be implemented and guidance is
provided below.
33.5.1
Where the existing AGL asset is redeveloped or augmented by project works delivered by other parties
including DSRG-IAD or DSRG-NOD, then agreement is required as to when the routine preventative
and breakdown maintenance of the asset becomes the responsibility of the AGLMA.
33.5.2
From the time that the AGL asset is available for use in service, and Practical Completion is issued to
the installing contractor with the asset transferred to the local DSRG, it is likely that the routine
preventative maintenance will become the responsibility of the AGLMA. To facilitate this responsibility it
is vital that the necessary training and documentation has been provided to the AGLMA.
33.5.3
Typically the installing contractor will have a responsibility to rectify defects during a defects liability
period; however there may be occasions when urgent repairs need to be undertaken to restore the
operation of the AGL that may otherwise constitute rectification of a defect. A procedure or arrangement
for this contingency is required that will allow the AGLMA to respond in such an event and recover their
costs associated with such action.
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Part 6 - Appendices
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1. Design Considerations
1.1.1
The Defence electrical design considerations are list of items that must be demonstrated in the design
report at each stage (CDR, SDR, DDR and FDR). The list is not to be considered exhaustive but forms a
basic checklist of items requiring consideration during the design phase (refer Design Considerations).
1.1.2
The designer shall ensure that, in addition to demonstrating in the design report that the design has met
all applicable requirements, that all elements of the checklists below have been adequately addressed
and documented in the design report.
1.2
General Considerations
1.2.1
a)
b)
Determination of the future master planned pavement development and associated AGL requirements;
c)
Consideration of whether the final design is the most appropriate cost-effective solution that meets all the
relevant requirements;
d)
Confirmation of the standards and codes applied including the extent and field of application;
e)
Verify the installation design complies with all relevant legislation and standards;
f)
g)
h)
Checking that the installation complies with environmental legislation and that environmental control
measures have been appropriately incorporated;
i)
Consideration of the maintenance requirements and the availability of the appropriate spare parts.
Equipment selection shall be determined based on the required performance and the criteria for
maintainability, reliability and the availability of comprehensive manufacturers product support locally;
j)
k)
l)
Training requirements;
o)
p)
q)
Servicing and maintenance requirements incorporating adequate flexibility and versatility for these tasks.
1.3
1.3.1
a)
Confirmation of the category and physical characteristics of the aerodrome including required clearances
from obstacle limitation surfaces, clearances from navigational aids antenna and ground planes;
b)
Consideration of all configuration options to enable the selection of the most suitable solution on a cost
effectiveness, reliability, and availability basis, particularly where redundancy is required in the circuiting
configuration;
c)
d)
Identify the harmonics present and confirm LEG suitability for both harmonic performance and resonance;
e)
f)
Determining the aircraft characteristics or any special characteristics that need to be catered for;
g)
h)
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i)
j)
k)
Installation complies with Australian Standards, Defence Standards and service provider requirements; and
l)
Verification, commissioning and testing of the installation including required flight testing and also proving
equipment compliance (ensure the required detailed technical assessment of the tendered equipment).
1.4
1.4.1
a)
Number of, built form (conventional, earth covered etc.) and location of the ALER Building including the
reuse of existing buildings and locations as well as new buildings and locations;
b)
c)
d)
Effect of the AGL on the mains and emergency power supplies. Implement measures to ensure
compatibility;
e)
Environmental requirements of the AGL system and the implementation of the appropriate measures when
environmental conditions are outside of the normal operational range;
f)
Fire protection and fire separation aspects of ALER Building systems to ensure systems integrity, reliability
and redundancy where required;
g)
h)
Servicing and maintenance requirements incorporating adequate flexibility and versatility for these tasks;
i)
Ongoing reporting requirements including the requirement for energy management reports;
j)
k)
l)
m) Check the effect of the LEG on the normal and emergency supplies. Take measures to ensure compatibility
is maintained;
n)
Electromagnetic compatibility and the requirement to suppress electromagnetic radiation and radio
frequency interference;
o)
p)
q)
r)
s)
t)
Determine the required input supply capacity to allow for the AGL system losses and battery charging
requirements for static systems. Allow to size switchgear and sub-mains to take into account these plus any
de-rating due to the harmonic content;
u)
v)
w) Determine the system monitoring requirements. Identify associated ADATS interfacing requirements to
monitoring and alarm systems; and
x)
Determine the through life cost of the proposed solution. Where required, provide cost benefit analysis for
options.
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1.5
1.5.1
a)
b)
System design and application including location, arrangement and system performance;
c)
d)
e)
f)
g)
h)
i)
j)
Consideration of what lightning protection is required including the transient and surge suppression
requirements; and
k)
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2.1.2
2.2
2.2.1
2.2.2
The MIE-AGL Compliance Statement is to be completed by the Designer at each stage of the design
reporting phase and attached to the relevant design report (CDR, SDR, DDR, and FDR). The MIE-AGL
Compliance Statement shall be in the form of a minute as detailed below.
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Date:
Prepared by:
Reviewed by:
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Details of installation
Location:
Building:
Area:
I/we being the person(s) responsible for the design of the installation, particulars of which are described later in this
report, hereby certify that:
a)
the design is in accordance with the Regulations and Standards and the requirements of the Manual of
Infrastructure Engineering Electrical (MIEE) and the Manual of Infrastructure Engineering Aeronautical
Ground Lighting (MIE-AGL) and
b)
that the design report submission has met all the requirements of the MIEE and MIE-AGL.
Details of those items not in accordance with the above are listed in the compliance statement summary checklist
attached.
Name of designer:
Company:
Address:
Signature
Date
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General
Field
Key
Reference
Standards
Comply
(Y/N/NA)
Reference
Clause
Comment/Clarification/Justification if no
Aerodrome Beacon
Approach Lighting
Approach Slope Indicators
Runway Lighting
Illuminated Wind Indicators
Distance to Run Markers and
Hook Cable Markers
Taxiway Lighting
Movement Area Guidance Signs
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Key
Reference
Standards
Comply
(Y/N/NA)
Reference
Clause
Comment/Clarification/Justification if no
Constant
Current
Regulators
Airfield Lighting
Equipment Room
ALER Location
ALER Design and Configuration
Power Supply
Furniture and Auxiliary Equipment
Surge Diverter Cubicles
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Key
Reference
Standards
Comply
(Y/N/NA)
Reference
Clause
Comment/Clarification/Justification if no
Control Modes
Element Control
Control Logic
Remote Control System
Interfaces
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General
Determination of existing AGL systems for their augmentation or replacement.
Determination of the future master planned pavement development and associated AGL requirements.
Consideration of whether the final design is the most appropriate cost-effective solution that meets all
the relevant requirements.
Confirmation of the standards and codes applied including the extent and field of application.
Verify the installation design complies with all relevant legislation and standards.
Consideration of the use of compatible equipment including standardisation, supportability, and
maintainability.
Energy management and ESD implications.
Checking that the installation complies with environmental legislation and that environmental control
measures have been appropriately incorporated.
Consideration of the maintenance requirements and the availability of the appropriate spare parts.
Equipment selection shall be determined based on the required performance and the criteria for
maintainability, reliability and the availability of comprehensive manufacturers product support locally.
Determination of the required spares.
Signage and labelling requirements.
Training requirements.
Impact to other loads or systems;
Verification of the installation including inspection testing and commissioning.
Documentation of the installation.
Standardisation, maintainability and supportability.
Servicing and maintenance requirements incorporating adequate flexibility and versatility for these
tasks.
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6.1.2
In addition, these compliance statements shall detail the compliance requirements for high voltage
installations and for all electrical installation works within hazardous areas and explosives areas. The
contents of each are described below.
In addition to any statutory requirements, provide a Defence High Voltage Compliance Statement,
prepared by a responsible person, covering all high voltage works.
6.1.4
This Compliance Statement shall confirm that the design and works complies with the required
regulations and standards, the installation complies with the design and that the installation has been
commissioned and tested to prove compliance.
6.1.5
An integral part of the certification and verification is the completion of all relevant documentation and
training to ensure the system when handed over is functioning correctly and safely and that the users
have the required documentation and training to operate the installation safely.
6.1.6
The Compliance Statement is to be completed by the Designer. The High Voltage Compliance
Statement shall be in the form of a minute as detailed in ?????-
6.1.7
It must be noted that Defence installation requirements are in addition to the regulations and standards
applicable to electrical installations. The installation must comply with all relevant regulations and
standards unless formal exemption is granted by the appropriate regulator.
The designer is to certify all electrical installations in hazardous areas and explosives areas in
accordance as meeting the requirements of the applicable regulations and standards in accordance with
Chapter 15 of the MIEE. This includes certification of explosives area installations to the Defence
licensing agencies requirements and any relevant regulations and standards.
6.1.9
Certification involves all statutory obligations as required by the regulations such as the Notification of
Electrical Works/Certificate of Electrical Safety or equivalent and accredited certifier's certificates where
required. In addition, a Defence Hazardous/Explosives Area Certificate is required as outlined below.
6.1.10
Certification and verification must be completed before connection to electricity supply and energising
the installation. All certification and verification documents must be provided in the verification dossier.
6.1.11
6.1.12
The purpose of this report is to ensure that the designer certifies that the design complies with the
required regulations and standards, the installation complies with the design and that the installation has
been commissioning and tested to prove compliance.
6.1.13
An integral part of the Defence Compliance Statement is the completion of all relevant documentation
and training. This is to ensure the system when handed over is functioning correctly and safely and that
the users have the required documentation and training to operate the installation safely.
6.1.14
The report is to be completed by the designer, however, for minor works where no designer is involved
the licensed electrical installation contractor can complete the certificate. An example of the
Hazardous/Explosives Area Compliance Statement and checklist is provided in the sections below. The
report is to be included with the Verification Dossier.
6.1.15
These certificates must be completed for all new works or any alteration or addition to an existing
installation.
6.1.16
It must be noted that Defence explosives area installation requirements are in addition to the regulations
and standards applicable to hazardous area installations and the Defence Contracts. These installations
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must also comply with all relevant hazardous area regulations and standards with the only exception
being under formal exemption granted by the Defence licensing agent and other appropriate regulatory
authority as appropriate.
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I/we being the person(s) responsible for the design of the installation, particulars of which are described later in this
report, hereby certify that:
the installation has been thoroughly tested and inspected and that the works are in accordance with the
requirements of the Manual of Infrastructure Engineering Aeronautical Ground Lighting and
That all the Aeronautical Ground Lighting works are in full compliance with all applicable statutory and
regulatory obligations.
Name of designer:
Company:
Address:
Signature
Date
This compliance report must also have attached for each installation a signed and completed copy of:
a)
All statutory obligations as required by the regulations (such as the Notification of Electrical
Works/Certificate of Electrical Safety) or equivalent and;
b)
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Completed
(Y/N/NA)
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Comment/clarification/justification if no
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Appendix B-
Appendix B
GLOSSARY?
FDB INCLUSIONS?
DESIGN COMPLIANCE GUIDE?
SAMPLE DISPENSATION REQUIREMENTS?
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The AGLMA is responsible for implementing the routine preventative maintenance schedule as detailed
in the following table in accordance with the associated procedures detailed thereafter.
1.1.2
Check sheets or other suitable records must be used. Indicative check sheets are provided in Appendix
J that may be used to record the activity and outcomes of undertaking the routine preventative
maintenance that allows validation of the visual aids operation and physical condition, including
cleanliness, alignment and configuration. These may be used as presented or modified to suit the
AGLMA works management system.
1.1.3
The AGLMA shall monitor the condition of the AGL system and make suitable recommendations to
DEEP through the local DS Regional Manager for any necessary improvements to ensure the condition
of the AGL is adequately achieved and also when required to optimise maintenance.
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Interval (fortnightly)
1
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
ABN
P/ T12
PAPI
P/T
P/T
P/T
P/T
P/T
P/T
P/T
P/T
P/T
P/T
P/T
P/ T12
HIAL
P/T6
P/ T12
HIRL
P/T6
P/ T12
LAHSO
P/T6
P/ T12
MIRL
P/T6
P/ T12
Taxiway Lights
P/T6
P/ T12
Apron Lights
P/T6
P/ T12
IWI
P/T6
P/ T12
DTRM/HCM
P/ T12
MAGS
P/ T12
Switchboards
T3
T6
T3
T12
AFL Control
Panels
T3
T6
T3
T12
CCR / MIT
T3
T3
T3
T12
Battery and
Charger
T3
T3
T3
T12
Cables
P = Performance Inspection
T = Monthly Technical Inspection
T3 = 3-monthly Technical Inspection
T6 = 6-monthly Technical Inspection
T12 = 12-monthly Technical Inspection
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A fortnightly assessment shall be made of the performance of all visual aids and ancillary equipment
associated with the AGL asset.
Serviceability Requirement
2.1.2
The following serviceability criteria shall be used to validate the performance of the AGL asset:
2.1.3
deemed to be unserviceable but useable when all light units in one wing bar are fully
functioning, and any light units in the other wing bar have failed. The system may remain in use
but a NOTAM must be issued detailing the number of light units failed, and on which side of the
runway they are; and
ii
deemed unserviceable when one or more light units in each wing bar is failed. The double-sided
PAPI system must be extinguished until the system is rectified;
d a single-sided PAPI system (i.e. 4 light units) is deemed to be unserviceable when any light unit is
failed. The PAPI system must be extinguished until the system is rectified.
2.1.4
At least 85% of the runway edge, threshold, end, and taxiway lights are to be serviceable with the
overall pattern and layout adequately defined. No two adjacent lights may be extinguished.
2.1.5
At least one lamp must be serviceable in each quadrant of an IWI. At least one IWI must be
serviceable on the aerodrome.
2.1.6
2.1.7
Obstruction lights must be serviceable with one lamp of a dual fitting operational.
2.2
Inspection Requirements
2.2.3
d) Confirm that all light bases and surrounding tarmac are secure.
e) Clean the lens of each PAPI unit.
f)
Log defects due to misaligned fittings; poor focusing; dirty or cracked filters, lenses or prisms;
filament aging etc. Where lenses or filters are pitted or discoloured they are to be changed. All
fittings with broken glassware, situated in the runway must be replaced or blanked off; they must
not be left in service.
g) Inspect DTRMs/HCMs and MAGS for mechanical damage. Confirm the structure is secure.
h) Inspect the IWIs for mechanical damage. Confirm the structure is secure and the wind sleeve is not
ripped or torn.
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2.2.4
i)
Test operate all circuits from the control tower console, where applicable, and observe correct
operation and revertive indications. Check operation of fault flasher where appropriate by inducing
a circuit fault. Check indicating lights. Confirm correct operation and correct revertive indication.
Replace faulty indicator lamps as required. Repair all malfunctions found.
j)
Undertake general housekeeping within the ALER; sweep the floors, maintain clear egress to all
equipment, and check for any signs of rodent infestation.
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required
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Serviceability Requirement
A PAPI system is deemed unserviceable when:
a a PAPI light unit is deemed unserviceable when more than one lamp in a 3 or more lamp light unit
has failed, or any lamp in a less-than-3-lamp light unit has failed;
b whenever a red filter has deteriorated such that it does not produce the correct colour light beam, is
missing, or is damaged, all the lamps associated with that filter must be extinguished until the red
filter is rectified. The affected lamp/s are included as failed lamps when determining (a) above.
c
deemed to be unserviceable but useable when all light units in one wing bar are fully
functioning, and any light units in the other wing bar have failed. The system may remain in use
but a NOTAM must be issued detailing the number of light units failed, and on which side of the
runway they are; and
ii
deemed unserviceable when one or more light units in each wing bar is failed. The double-sided
PAPI system must be extinguished until the system is rectified;
d single-sided PAPI system (i.e. 4 light units) is deemed to be unserviceable when any light unit is
failed. The PAPI system must be extinguished until the system is rectified.
3.2
Inspection Requirements
3.2.2
a)
b)
Check mounting feet and pillars for structural soundness and security.
c)
Check covers for cracks or damage. Check for free operation of hinges. Confirm structural security.
d)
e)
Lightly lubricate setting screws and bolts etc to prevent corrosion. Confirm there is no corrosion that
would prevent adjustments.
f)
Check and clean the interior. Check for insects and rodents. Confirm electrically sound.
g)
Check and record alignment levels with clinometer tool. Compare with configuration elevation
level and tolerance limits. Note: If a unit is found to be outside tolerance and cannot be re-levelled
immediately it must be withdrawn from service with ATC informed for NOTAM action. Major
adjustment requires a flight check.
h)
Remove grass and debris likely to infringe the light beams. Hand mow as required. Confirm there is
no obstruction of the light display and appearance is as designed. Clean the lens of each unit.
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required.
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3.2.4
b)
c)
d)
e)
Evaluate lamp condition (filament shape, excessive discolouration) and replace as necessary.
f)
Inspect transformer chambers and covers for cleanliness and corrosion and visually check SITs.
g)
Validate glide path and azimuth alignment by obtaining the flight inspection test results.
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required
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4.2
Inspection Requirements
Check, clean and polish glassware, including lenses, prisms, reflectors, refractors and filters. Confirm
orientation, light colour and effective light outputs are as specified.
d) Observe condition of wiring and terminations, lamp holders, gaskets, assembly fixings, housings/fixtures.
Confirm electrically sound. Confirm physical state of fittings allows serviceability.
e) Check vegetation growth and other obstacles that may infringe the lights, and remove obstruction. Confirm
there is no obstruction of the light display and appearance is as designed.
f)
g) Evaluate lamp condition (filament shape, excessive discolouration) and replace as necessary.
h) Maintain legibility of all light identification numbers.
i)
Check all fasteners tighten as necessary. Confirm all fasteners comply fully with manufacturers
recommended torque figures.
j)
Check light base and transformer chamber. Check condition of wiring and termination for tightness.
k)
l)
Confirm that any security chains/cables are attached and fit for use.
Check surrounding tarmac for signs of break up near to flush runway and taxiway fittings. Report defects.
s)
Confirm security of light base and surrounding tarmac and the alignment of the seating plate is as designed.
t)
u) Evaluate lamp condition (filament shape, excessive discolouration) and replace as necessary.
v)
4.2.2
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5.2
Serviceability Requirement
5.2.1
At least 85% of the lights are to be serviceable and overall pattern and layout is adequately defined.
No two adjacent lights may be extinguished.
Inspection Requirements
5.3
5.3.1
Elevated Lights
b) Check, clean and polish glassware, including lenses, prisms, reflectors, refractors and filters. Confirm
orientation, light colour and effective light outputs are as specified.
c)
Observe condition of wiring and terminations, lamp holders, gaskets, assembly fixings,
housings/fixtures. Confirm electrically sound. Confirm physical state of fittings allows serviceability.
d) Check vegetation growth and other obstacles that may infringe the lights, and remove obstruction.
Confirm there is no obstruction of the light display and appearance is as designed.
Inset Lights
e) Check all flush fittings including centreline lights and edge lights for moisture and water ingress,
cracked filters or broken glassware. Replace fittings where necessary. Confirm orientation, light colour,
serviceability and effective light outputs are as specified.
f)
Check torque for all flush fittings in runway and taxiway. Note: Fasteners for all flush fittings, adaptor
plates and blanking plates situated in a runway or taxiway must be torque tested and the torques
restored to the manufactures recommended figures, unless a tab washer protects the fastener. Where
tab washers protect fasteners and a visual check indicates the tab has not been strained, this will
suffice.
g) Check surrounding tarmac for signs of break up near to flush runway and taxiway fittings. Report
defects.
h) Confirm security of light base and surrounding tarmac and the alignment of the seating plate is as
designed.
5.3.2
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required.
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5.4
5.4.1
Elevated Lights
c)
d) Evaluate lamp condition (filament shape, excessive discolouration) and replace as necessary.
e) Maintain legibility of all light identification numbers.
f)
Check all fasteners tighten as necessary. Confirm all fasteners comply fully with recommended
torque figures.
g) Check light base and transformer chamber. Check condition of wiring and termination for tightness.
Confirm fittings are electrically sound.
h) Confirm that base shall meet frangibility requirement.
i)
Confirm that any security chains/cables are attached and fit for use.
j)
k)
Check levelling, azimuth and elevation, and adjust as necessary. Confirm orientation is as
designed.
Inset Lights
l)
m) Evaluate lamp condition (filament shape, excessive discolouration) and replace as necessary.
n) Maintain legibility of all light identification numbers.
5.4.2
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required.
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5.5
Serviceability Requirement
5.5.1
No two adjacent signs lighting may be extinguished.
Annual Technical Inspection Requirements
5.5.2
Check attachment points and frangible couplings; confirm they are sound.
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required.
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5.6
C.6
Serviceability Requirement
5.6.1
At least 85% of the lights are to be serviceable and overall pattern and layout is adequately defined.
No two adjacent lights may be extinguished.
Annual Technical Inspection Requirements
5.6.2
Elevated Lights
c)
Check, clean and polish glassware, including lenses, prisms, reflectors, refractors and filters.
Confirm orientation, light colour and effective light outputs are as specified.
d) Observe condition of wiring and terminations, lamp holders, gaskets, assembly fixings,
housings/fixtures. Confirm electrically sound. Confirm physical state of fittings allows serviceability.
e) Check general condition of all fittings, repair or repaint as necessary.
f)
Evaluate lamp condition (filament shape, excessive discolouration) and replace as necessary.
Check light base and transformer chamber. Check condition of wiring and termination for tightness.
j)
k)
l)
Check levelling, azimuth and elevation, and adjust as necessary. Confirm orientation is as
designed.
m) Check vegetation growth and other obstacles that may infringe the lights, and remove obstruction.
n) Confirm there is no obstruction of the light display and appearance is as designed.
Inset Lights
o) Check all flush fittings for moisture and water ingress, cracked filters or broken glassware. Replace
fittings where necessary. Confirm orientation, light colour, serviceability and effective light outputs
are as specified. Clean glassware and lenses.
p) Check torque for all flush fittings in runway and taxiway. Note: Fasteners for all flush fittings,
adaptor plates and blanking plates situated in a runway or taxiway must be torque tested and the
torques restored to the manufacturers recommended figures, unless a tab washer protects the
fastener. Where tab washers protect fasteners and a visual check indicates the tab has not been
strained, this will suffice.
q) Check surrounding tarmac for signs of break up near to flush runway and taxiway fittings. Report
defects.
r)
Confirm security of light base and surrounding tarmac and the alignment of the seating plate is as
designed.
s)
t)
Evaluate lamp condition (filament shape, excessive discolouration) and replace as necessary.
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as
required.
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5.7
C.7
Serviceability Requirement
5.7.1
At least one lamp must be serviceable in each quadrant. At least one IWI must be serviceable on the
aerodrome.
Annual Technical Inspection Requirements
5.7.2
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required.
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5.8
Serviceability Requirement
5.8.1
May be unserviceable. Repair as soon as practicable.
Annual Technical Inspection
5.8.2
Replace service and standby lamps ensure correct lamp alignment and orientation.
g) Check condition of glassware and filters, if applicable. Confirm effective light output and light colour
is as specified.
h) Check condition of wiring and termination for tightness. Confirm fittings are electrically sound.
i)
j)
Check, clean and lubricate the following: main bearings; motor bearings; reduction gear. Confirm
free operation.
k)
l)
Inspect and clean slip rings and brush gear. Confirm electrically sound.
m) Measure insulation of motor, transformer and wiring. Note: Both limits and plug-in electronic units
should first be removed. Record IR test results.
n) Check mounting and levelling. Confirm angular coverage is as designed.
o) Check weatherproofing and gaskets. Confirm they are sound.
p) Count flash rate. Confirm compliance with commissioning figure.
5.8.3
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required.
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5.9
Serviceability Requirement
5.9.1
Must be serviceable. One lamp of a dual fitting must be serviceable.
6-Monthly Technical Inspection
5.9.2
5.9.3
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required.
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required.
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5.10
5.10.1
Most AGL visual aids are supplied from CCRs (or MITs) on a circuit with the load/lamps connected in
series utilising series isolating transformers.
5.10.2
Each series circuit shall be tested for continuity by ohmmeter or equivalent method.
5.10.3
Each series circuit shall be subjected to high voltage insulation resistance tests to determine isolation
from mass earth.
5.10.4
Frequent checks of the circuit insulation resistance shall be undertaken. Experience has shown that a
circuits insulation resistance will vary depending on soil conditions; circuits which pass IR tests during
dry weather may fail after heavy rain. Accordingly, the trend of results is just as important as the
absolute result of a single test. If a significant difference from the last recorded value is measured or a
marked deterioration trend is noticed, the cause shall be identified and any problem rectified.
A primary cable circuit is considered serviceable if it has an insulation resistance greater than that
calculated allowing for 2 A for each series isolating transformer in circuit and 1 A for each 100
metres of primary cable in circuit when a test voltage of 1000V for 3000V rated cable or 3000V for
5000V rated cable is applied.
5.10.6
5.10.7
For example, a taxiway circuit configured with a 4000 metre circuit length of 5000 V rated cable
supplying 100 lights should have a leakage current less than 240 A at a test voltage of 3000 V;
equivalent to 12.5 M.
i
It is noted that some installations may incorporate primary field circuits that do not achieve the
ii
minimum insulation
resistance required. In this event, dispensation may be sought from DEEP
for a reduced iii
minimum insulation resistance requirement.
In seeking such
iv dispensation, cognisance shall be taken of the following:
v
AS/NZS 3000
requires a minimum insulation resistance of 1 M when tested at 500V (refer
clausevi8.3.6 AS/NZS 3000 2007)
Whilst an vii
IR result should be as high as possible to minimise the hazard risk, the lower safe
limit ofviiiinsulation resistance to limit the leakage current to 40 mA may be estimated by the
following approximation:
ix
Rmin = IPZL/IB
= (S/IP)/IB = (20/6.6)/.04 = 75.8 k
x
Where S equals
the CCRs nominal rated power in kVA (20 kVA used as this is the largest rated
xi
CCR xii
used on Defence airfields), IP is the rated RMS current of the CCR and IB is the
lethal body current. The minimum insulation value (Rmin) should be regarded as a safety
xiii
requirement; therefore, for safety, 200 k may be regarded as the minimum acceptable
value xiv
for a series current circuit.
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5.11
5.11.1
Test for continuity of the primary circuit by ohmmeter or equivalent method; measuring and
recording the result for each field circuit.
d) Test the cable at the required test voltage (1000V for 3000V rated cable; 3000V for 5000V rated
cable); measuring and recording the Insulation Resistance for each field circuit. The maximum
acceptable leakage current for the circuit tested, in microamperes, should not exceed a value
calculated as follows:
o
e) If the leakage current exceeds the value calculated as outlined above, that is, the insulation
resistance falls below the serviceability value, the circuit shall be sectionalised and the tests
repeated for each section to determine if the deterioration is localised or a general deterioration.
Ensure that the cable end and sheath is clean and dry for a distance of 300 mm from the end of the
cable when cable is sectionalised external to the ALER.
f)
If the low Insulation Resistance reading is restricted to one part of the circuit, the faulty component,
section of cable or any SIT found to be the cause of low Insulation Resistance readings shall be
replaced immediately.
g) Defective components must be located and repaired (or replaced) until the entire circuit passes the
test. Should all parts of the circuit be found defective, the AGLMA is to provide a report on the fault
together with the recommended corrective action for Regional Manager approval.
h) Major modifications, which include complete circuit replacement, will require the Regional Manager
to obtain Design Authority approval prior to giving the Maintenance Agent approval to proceed. On
approval, the Maintenance Agent will be instructed to implement the corrective works.
5.11.2
i)
The position of any additional cable or cable joints is to be recorded in the appendix of as
constructed drawings. In addition, the relevant section of this manual is also to be updated.
j)
Record insulation resistances in a tabulated format to allow the trend to be determined for the life of
the cable.
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required.
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5.12
5.12.1
5.12.2
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required.
5.13
5.13.1
As the insulation values to earth of series isolating transformers effectively reduce when connected in
parallel, resulting in moderate values of insulation resistance when combined producing a very much
reduced overall insulation resistance value, high values of insulation resistance in the order of 200 M
for individual transformers is essential.
5.13.2
Once a transformer is suspected to be the cause of system low insulation, the method of test should
be to immerse the transformer in a bucket of water with the exposed ends of the primary leads above
the water. The secondary lead should be earthed in the water, then insulation resistance tests made
between the primary leads and the water. The SIT shall be tested using an Insulation Tester (Megger)
with a test voltage of either 1000 VDC or 3000 VDC depending on whether the SIT is installed in a
circuit with 3000V or 5000V rated cable.
5.13.3
It is important that these tests be made immediately the transformer is taken out of the ground,
experience shows that a leaking transformer exposed to the air for several hours will dry out and give
an apparently healthy IR test, however, once placed in the ground the heating and cooling of use will
very quickly absorb ground moisture again. It is noted that the insulation resistance of a SIT may
degrade if the SIT is left in water for an extended period.
5.13.4
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required.
5.14
5.14.1
5.14.2
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required.
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Some AGL visual aids are supplied on a constant voltage circuit with the load/lamps connected in
parallel; eg IWI and SFAL.
6.1.2
Each parallel circuit shall be tested for continuity by ohmmeter or equivalent method.
6.1.3
Each parallel circuit shall be subjected to high voltage insulation resistance tests to determine isolation
from mass earth.
6.1.4
Frequent checks of the circuit insulation resistance shall be undertaken. Experience has shown that a
circuits insulation resistance will vary depending on soil conditions; circuits which pass IR tests during
dry weather may fail after heavy rain. Accordingly, the trend of results is just as important as the
absolute result of a single test. If a significant difference from the last recorded value is measured or a
marked deterioration trend is noticed, the cause shall be identified and any problem rectified.
6.2
6.2.1
Test for continuity of the primary circuit by ohmmeter or equivalent method; measuring and
recording the result for each field circuit.
d) Measure parallel circuits between phase and earth, phase and neutral and neutral and earth with a
500-volt insulation tester; measuring and recording the Insulation Resistance for each field circuit.
e) If the insulation resistance of a circuit drops below the serviceable value, the circuit should be
renewed.
6.2.2
6.3
6.3.1
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required.
6.3.2
At completion of the Performance Inspection, record the activity including time and date in the
Maintenance Diary and file the signed checklist in a suitable manner that allows retrieval as required.
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7.
Serviceability Requirement
7.1.1
During the Annual Technical Generator Inspection; restoration of the AGL supplied on the LEG after
mains failure within a period of less than 15 seconds needs to be validated.
ALER Annual Technical Inspection
7.1.2
7.1.3
General Condition
Measure and record insulation resistance of the installation; validate compliance with AS/NZS 3000 (1 M).
Constant Current Regulators
7.1.6
Check the tap position on transformers. Check and adjust outputs to comply with value recorded in
configuration details.
Lighting Control System
a) Test (operate) all aeronautical ground lighting circuits. Observe correct operation and revertive indication.
b) Check all indications are operating correctly. Replace faulty lamps and indicators as applicable.
7.1.7
a) Record from the inbuilt meters, (where fitted): Input voltage; input current; battery voltage.
b) Check and record charger rate.
c)
Check electrolyte level and specific gravity of wet cells. Top up with distilled water if necessary.
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Time
Task / Ref
Number.
Equipment
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Signature
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1 ISSUE
Issued to: ______________________________
At location: _____________________________
2
(i) Description of equipment to be
worked on
Acknowledge receipt of the permit/sanction by signing Part 3 of the copy held in the AGL maintenance log
b)
c)
Retain the permit/sanction when the work/test is completed after signing Part 4 of the copy held in the AGL
maintenance log (permits/sanctions)
NOTE 2 The authorised maintenance person shall not energise the equipment until Part 5 of the copy in the AGL maintenance
log (permit/sanctions) has been completed
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3 RECEIPT
I have read and I fully understand this permit-to-work/sanction-to-test. I am fully conversant with the work/test to be
done. I accept responsibility for carrying out the work/test on the equipment described.
No attempt by me or by any person under my control will be made to work on, or test, any other part of the AGL
system.
Time ____________ Date ____________ Signed ___________________________(person in charge of work/test)
5 CANCELLATION (strike out and initial all statements which are not correct)
I have inspected the work and consider it satisfactorily completed
I am satisfied that all temporary earth connections have been removed
I am satisfied that all other permits/sanctions relating to the equipment are cancelled
I have removed all earth circuits
I have carried out or witnessed insulation tests
I am satisfied that phasing is correct
I have amended circuit labels as necessary
I consider that the equipment is safe for reconnection to the AGL system
Time ____________ Date ____________ Signed ___________________________(person in charge of work/test)
(b) I acknowledge receipt of this permit-to-work/sanction-to-test for the purposes of carrying out testing during
which time I will remove the circuit earth(s) when permitted to do so by the AGLMM.
Time ____________ Date ____________ Signed ___________________________(person in charge of
work/test)
(c) I confirm that all testing is complete, that circuit earth(s) and protection devices have been re-instated to the
AGLMM instructions.
Time ____________ Date ____________ Signed ___________________________(person in charge of
work/test)
(d) I acknowledge that all testing is complete, that circuit earth(s) have been re-instated and accept the return of
this permit-to-work/sanction-to-test in its original form.
Time ____________ Date ____________ Signed ___________________________(person in charge of
work/test)
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Faults
Corrective actions
Spares usage
Date: _______/_______/_______
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Sequence No.
Used in:
/ Fault Report Reference
Qty
Qty
Order
Taken
Left
Ref No.
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Signed
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START
Fault Reported
STOP
SATCO
Raise?
Clear?
R
Y
N
Daily
OPS
Impact?
Repair Fault
Fixed?
Notify SATCO
Maintenance Diary updated
Spares
used?
Ordering
Complete?
STOP
G:\33\13312\Edinburgh\CADD\Drawings\ EDN_ALCM_FIG4-1.dwg
Obsolete Spares
When obsolete spares are identified, the Maintenance Agent shall notify DEEP. The process to identify suitable
replacement parts shall require liaison with the original equipment manufacturer as required.
Once a suitable replacement has been identified, DEEP will initiate the process to update the Required Spares
List and any other documentation referring to the part.
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Appendix I
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1.2
1.2.1
1.2.2
1.3
b)
c)
d)
Water ingress
Compliance requirements require luminaires to be monitored for light output and visual
consistency. A night inspection of a system will generally identify luminaires operating below their
expected output.
1.3.1
The light output from a lamp will degrade with time in service. The human eye is usually quite
good at picking relative differences within a group of lights, however measurement of actual light
output of a luminaire can only be done with specialised test equipment. Equipment used to test
entire runway systems will usually identify luminaires that are operating below their rated level or
at a level significantly different from other luminaires in the same group.
1.3.2
1.3.3
1.4
1.4.1
Check the lamp base fitted correctly and the wiring is attached securely.
If any doubt exists as to the type or condition of the lamp, it should be replaced.
1.5
1.5.1
However, if damage is minor, then simple actions such as reorientation may restore
compliant operation.
Abraded Glassware
Damaged or abraded glassware can result in a major reduction of the luminaires light output. The
usual cause of abrasion is sandblasting by either aircraft prop/jet wash or from strong prevailing
winds.
a) To minimise damage to glassware, ensure the runway and surrounding areas are swept and
are as free as possible from dirt, small stones and other debris.
b) If more than 30% of the area of a glass fitting is abraded (frosted), it shall be replaced.
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c)
Observe the glassware damage carefully before disassembling a fitting. The direction and
amount of damage may provide a clue as to the abrasive source.
1.5.2
For example, if abrasion damage to an elevated light that is close to a threshold is found on the
side facing towards the threshold, then it is unlikely to be caused by aircraft movements, more
likely from a prevailing wind. Check other lights nearby for similar conditions.
1.5.3
With elevated lights, if the damage is minor, consider refitting the degraded area of the glassware
at a different angle to maximize the light output up and down the runway.
1.6
1.6.1
A shift in the levelling mechanism of the luminaire. Refer to levelling and alignment of
elevated fittings for corrective action.
d) Movement of the lensing system within the luminaire. Check manufacturers manual for
corrective action.
1.7
1.7.1
Water Ingress
Water ingress shall be treated to prevent reoccurrence of the problem.
a) Use compressed air (max 30psi) to clear away any dirt/dust/debris that may have lodged
around the unit.
b) Gently remove glassware or top (if inset). Check for damage/chipping/cracking that may
defeat sealing.
c)
Observe where water is pooling, then remove water (compressed air or vacuum) and dry.
d) Check for corrosion or electrolytic damage to the base and electrical wiring/connectors/lamp
base(s).
e) If corrosion is minor, treat affected area with a corrosion inhibitor suitable for the type of metal
used.
f)
g) Repair or replace any electrical wires, connectors or lamp bases that are damaged.
h) Replace all gaskets and seals with correct replacement items. Follow manufacturers
recommendation for lubricants.
1.7.2
i)
j)
Refit glassware. Use new glass or prism if necessary. Check for secure fitment. Torque
screws to correct tension.
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1.8
1.8.1
Check that the base is secured tightly to the pavement and the pavement footing is sound.
d) Check that any swivel/rotation mechanism moves freely and that the levelling/set screws are
free.
e) Place the levelling tool (usually a 360 bubble level) onto the base.
f)
Adjust the levelling mechanism and setscrews until the bubble lies within the centre ring.
g) Lock the swivel/tilt mechanism and check that the bubble remains centred.
h) Replace the glassware.
i)
1.8.2
1.9
1.9.1
Inset light fixtures are aligned and levelled during installation. If a fixture becomes misaligned it
may have to be removed, the core hole cleaned and the fixture re-seated using the installation
alignment jig and then fixed in place.
1.9.2
Check that the light base is secured tightly to the pavement and the pavement footing is
sound.
d) Check rubber seals/o-rings for integrity and fitting. Follow manufacturers recommendation for
lubricants.
e) Replace top and check for secure fitment. Torque screws to correct tension.
f)
Place the levelling tool (usually a 360 bubble level) onto the top of the fixture.
1.10
1.10.1
Gently lift the glass (and filter if used) away from the base.
d) Remove any additional dirt/dust/debris found in the base cavity (compressed air or vacuum)
e) Wipe out the cavity and ensure it is dry. Ensure drain holes (if fitted) are clear.
f)
Clean the glassware inside and out. Use alcohol or other cleaning agents that do not require
rinsing.
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g) Dry the glassware thoroughly with a soft cloth so that no streaking remains.
h) Remove and check lamp for cleanliness and correct rating. Replace. (use new lamp if
necessary)
i)
1.10.2
1.11
1.11.1
Remove any additional dirt/dust/debris found in the base cavity (compressed air or vacuum)
First use a non-scratch implement (e.g. plastic spatula) to remove excess build up of rubber or
dirt then clean the glass window inside and out. Use alcohol or other cleaning agents that do not
require rinsing. Use compressed air to dry. Remove any streaks with soft cloth.
a) Remove and check lamp(s) for cleanliness and correct rating. Refit. (Use new lamp if
necessary)
b) Check rubber seals/o-rings for integrity and fitting. Follow manufacturers recommendation for
lubricants.
c)
1.11.3
Replace top and check for secure fitment. Torque screws to correct tension.
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1.12
1.12.1
Whenever possible during scheduled maintenance, these tests should be performed when the
ground is thoroughly wet, as circuits that pass insulation resistance tests during dry weather may
fail after a heavy rain.
1.12.2
1.13
1.13.1
Testing for insulation resistance is based on the procedures published in the ICAO Aerodrome
Design Manual Part 5 Electrical Systems, Section 3.9.4.
1.13.2
When calculating the amount of leakage current, add together the allowances for number of SITs
and cable lengths as given below.
a 2A for each series transformer
b 1A for each 100m of cable
1.13.3
If the Megger displays only resistance, use the formula IL Amps = VA / RM to calculate the actual
leakage current.
1.13.4
For example if the tester is set to an output of 3000V and the meter indicates an insulation
resistance of 20M, then
Current LEAKAGE (IL)
= 3000V / 20x10
= 0.00015 Amps
1.13.5
1.14
(==> 150A)
This measured value should then be compared to the value allowed for the actual circuit
configuration and length.
IR Test Procedure
1.14.1
Caution: Ensure the AGL system is switched off and made safe and cannot be activated
remotely by ATC or PALC.
1.14.2
Note: The test procedure for field circuits requires the use of an Insulation Tester (Megger) with
an output capability of up to 5000VDC to allow the routine testing of 5000V rated cable at 3000V
and 3000V rated cable at 1000V. Note that new circuits or cable segments are initially tested at
their rated voltage but the test voltage for previously energised cable is reduced to the levels
noted.
a) Disconnect both circuit leads from the field distribution terminals. Support both leads so there
are air gaps between bare conductors and ground. Make sure the cable sheath is clean and
dry for a distance of at least 300 mm from the end of the cable. Also make sure exposed
insulation at the end of the cable is clean and dry.
b) Connect the two leads from the tester - one to one leg of the field circuit, the other to ground.
c)
Apply the test voltage for at least 1 minute. Minimum insulation resistance readings should be
the level calculated using the test voltage and maximum leakage current (refer above).
d) Move the tester lead to the other leg of the field circuit and apply test voltage again for 1
minute.
e) Record the IR readings for each leg of the field circuit.
1.14.3
If the IR reading for a circuit is less than expected then troubleshooting may be necessary.
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1.15
1.15.1
This procedure is used when a SIT is suspect or when benchmark testing a field circuit. Test
requires the use of an Insulation Tester (Megger) with a test voltage of either 1000VDC or
3000VDC depending on whether the SIT is installed in a circuit with 5000V or 3000V rated cable.
1.15.2
It is important that these tests be made immediately the transformer is taken out of the ground,
experience shows that a leaking transformer exposed to the air for several hours will dry out and
give an apparently healthy IR test, however, once placed in the ground the heating and cooling of
use will very quickly absorb ground moisture again. It is noted that the insulation resistance of a
SIT may degrade if the SIT is left in water for an extended period.
a) Immerse the SIT under test in a bucket of salt water (saline) so that it is completely covered
with the ends of its leads in free air. The saline can be made up by adding 10 grams of table
salt (sodium chloride) to one litre of tap water.
b) Twist the two wire ends of the primary winding together so that they are electrically shorted.
c)
Twist the two wire ends of the secondary winding together so that they are electrically
shorted.
d) Choose one of the shorted windings and connect the shorted joint to ground.
e) Connect one lead of the tester to the free, shorted, joint and the other test lead to ground.
f)
Apply the test voltage for at least 1 minute. Insulation resistance readings should be at least
200 M.
g) Remove the ground from the (first) shorted joint and connect to the other winding.
h) Reconnect the tester between the free joint and ground.
i)
1.16
Apply the test voltage for at least 1 minute. Insulation resistance readings should be at least
200 M.
1.16.1
Some types of older CCR and MIT have oil-filled transformers in their output stage. The oil is the
key to the length of life of a liquid-filled transformer as it provides electrical insulation and
conducts heat away from the windings.
1.16.2
As little as 10 parts per million of water in the oil will reduce the dielectric strength below a
satisfactory value. Breathing of a transformer through a defective seal may bring in enough
moisture to cause a problem. Exposure to air or excessive temperatures may cause formation of
sludge. If enough sludge and water accumulate in the oil, the entire oil supply may require filtering
to gain acceptable dielectric strength. If too much water gets in the transformer, it may require
drying out.
1.16.3
The oil should be sampled and tested as per AS 1767.2.1-1999: Insulating liquids - Test Methods
- Determination of the breakdown voltage at power frequency.
1.16.4
Do not use or add any type of oil that has not been approved by the manufacturer of the
transformer. If the oil level changes appreciably from the normal range for the operating
temperature, the cause should be identified and necessary repairs made.
1.16.5
Caution: Some older types of oil filled transformers may use oil that contains Polychlorinated
Biphenyls (PCB), a hazardous substance. Only a competent person should check the oil for PCB
content. If found to contain PCB, then the oil shall be removed as per EPA guidelines and
replaced with approved, non-PCB based oil.
To test the oil in a large transformer, separate samples are taken from both the top and bottom of
the transformer. These are poured into the oil test unit separately so that the oil covers two
electrodes separated by a small gap.
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1.16.8
Next, a high voltage is applied across the electrodes, gradually increasing up to 22 KV. If the oil
can withstand a voltage of 22 KV, it is in good condition. Sparking across the electrodes indicates
that the oil should be changed or filtered.
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Task
Results / Remarks
FORTNIGHTLY
App C.1.1(a)
Make a visual check of all lights and fittings inspecting for mechanical
damage.
Confirm that all light bases and surrounding tarmac are secure.
Log defects due to misaligned fittings; poor focusing; dirty or cracked filters,
lenses or prisms; filament aging etc. Where lenses or filters are pitted or
discoloured they are to be changed. All fittings with broken glassware,
situated in the runway must be replaced or blanked off; they may not be left
in service.
Inspect the IWIs for mechanical damage. Confirm the structure is secure and
the wind sleeve is not ripped or torn.
Test operate all circuits from the control tower console, where applicable,
and observe correct operation and revertive indications. Check operation of
fault flasher where appropriate by inducing a circuit fault. Check indicating
lights. Confirm correct operation and correct revertive indication. Replace
faulty indicator lamps as required. Repair all malfunctions found.
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Initial
Task
Results / Remarks
Initial
ABN
Approach Lighting
Runway Lighting
DTRM/HCMs
Taxiway Lighting
Apron Lighting
MAGS
ALER
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Date
Task
Results / Remarks
MONTHLY
App C.2.1 (a)
Check mounting feet and pillars for structural soundness and security
Check covers for cracks or damage. Check for free operation of hinges.
Confirm structural security
Lightly lubricate setting screws and bolts etc to prevent corrosion. Confirm
there is no corrosion that would prevent adjustments
Check and clean the interior. Check for insects and rodents. Confirm
electrically sound
Check and record alignment levels with clinometer tool. Compare with
configuration elevation level and tolerance limits.
Remove grass and debris likely to infringe the light beams. Hand mow as
required. Confirm there is no obstruction of the light display and appearance
is as designed. Clean the lens of each unit
ANNUAL
App C.2.2 (a)
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Initial
Task
Results / Remarks
Inspect transformer chambers and covers for cleanliness and corrosion and
visually check SITS
Validate glide path and azimuth alignment by obtaining the flight inspection
test results undertaken by 44WG.
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______________________________
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Initial
Date
Task
Results / Remarks
ANNUAL
App C.3.1 (a)
Check vegetation growth and other obstacles that may infringe the lights,
and remove obstruction. Confirm there is no obstruction of the light display
and appearance is as designed
Check all fasteners tighten as necessary. Confirm all fasteners comply fully
with manufacturers recommended torque figures
Check light base and transformer chamber. Check condition of wiring and
termination for tightness. Confirm fittings are electrically sound
Confirm that any security chains/cables are attached and fit for use
App C.3.1 (m) Check supports and foundations. Confirm they are secure
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Initial
Task
Results / Remarks
Initial
Check all flush fittings for moisture and water ingress, cracked filters or
broken glassware. Replace fittings where necessary. Confirm orientation,
light colour, serviceability and effective light output are as specified. Clean
glassware and lenses.
Check torque for all flush fittings in runway and taxiway. Note: Fasteners for
all flush fittings, adaptor plates and blanking plates situated in a runway or
taxiway must be torque tested and the torques restored to the manufacturers
recommended figures, unless a tab washer protects the fastener. Where tab
washers protect fasteners and a visual check indicates the tab has not been
strained, this will suffice
Check surrounding tarmac for signs of break up near to flush runway and
taxiway fittings. Report defects
Confirm security of light base and surrounding tarmac and the alignment of
the seating plate is as designed
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Date
Task
Results / Remarks
SIX-MONTHLY
App C.4.1 (a)
ELEVATED LIGHTS
App C.4.1 (b)
Check vegetation growth and other obstacles that may infringe the lights,
and remove obstruction. Confirm there is no obstruction of the light display
and appearance is as designed.
INSET LIGHTS
Check all flush fittings including centreline lights and edge lights for moisture
and water ingress, cracked filters or broken glassware. Replace fittings
where necessary. Confirm orientation, light colour, serviceability and
effective light output are as specified.
Check torque for all flush fittings in runway and taxiway. Note: Fasteners for
all flush fittings, adaptor plates and blanking plates situated in a runway or
taxiway must be torque tested and the torques restored to the manufactures
recommended figures, unless a tab washer protects the fastener. Where tab
washers protect fasteners and a visual check indicates the tab has not been
strained, this will suffice.
Check surrounding tarmac for signs of break up near to flush runway and
taxiway fittings. Report defects.
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Initial
Task
Results / Remarks
Confirm security of light base and surrounding tarmac and the alignment of
the seating plate is as designed.
ANNUAL
App C.4.2 (a)
ELEVATED LIGHTS
App C.4.2 (c)
Check all fasteners tighten as necessary. Confirm all fasteners comply fully
with recommended torque figures.
Check light base and transformer chamber. Check condition of wiring and
termination for tightness. Confirm fittings are electrically sound.
Confirm that any security chains/cables are attached and fit for use.
INSET LIGHTS
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Initial
Task
Results / Remarks
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Initial
Date
Task
Results / Remarks
Initial
ANNUAL
App C.5.1 (a)
Check attachment points and frangible couplings; confirm they are sound.
(sign)
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Date
Task
Results / Remarks
ANNUAL
App C.6.1 (a)
Check all fasteners tighten as necessary. Confirm all fasteners comply fully
with recommended torque figures.
Check light base and transformer chamber. Check condition of wiring and
terminations for tightness.
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Initial
Task
Results / Remarks
Check vegetation growth and other obstacles that may infringe the lights,
and remove obstruction.
INSET LIGHTS
Check all flush fittings for moisture and water ingress, cracked filters or
broken glassware. Replace fittings where necessary. Confirm orientation,
light colour, serviceability and effective light output are as specified. Clean
glassware and lenses.
Check torque for all flush fittings in runway and taxiway. Note: Fasteners for
all flush fittings, adaptor plates and blanking plates situated in a runway or
taxiway must be torque tested and the torques restored to the manufactures
recommended figures, unless a tab washer protects the fastener. Where tab
washers protect fasteners and a visual check indicates the tab has not been
strained, this will suffice.
Check surrounding tarmac for signs of break up near to flush runway and
taxiway fittings. Report defects.
Confirm security of light base and surrounding tarmac and the alignment of
the seating plate is as designed.
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Results / Remarks
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Date
Task
Results / Remarks
Initial
ANNUAL
App C.7.1 (a)
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ANNUAL
App C.8.1 (a)
Replace service and standby lamps. Ensure correct lamp alignment and
orientation.
Check condition of wiring and termination for tightness. Confirm fittings are
electrically sound.
Check, clean and lubricate the following: main bearings; motor bearings;
reduction gear. Confirm free operation.
Inspect and clean slip rings and brush gear. Confirm electrically sound.
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Measure insulation of motor, transformer and wiring. Note: Both limits and
plug-in electronic units should first be removed. Record IR test results.
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Date
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Initial
SIX-MONTHLY
App C.9.1 (a)
ANNUAL
App C.9.2 (a)
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Date
Task
Results / Remarks
App C.10.1(a)
De-energise all circuits and tag appropriately
and
App C.11.1 (a)
App C.10.1(b)
Isolate/disconnect both leads from the regulator output
and
terminals
App C.11.1 (b)
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Initial
Circuit
Circuit
Continuity
Insulation
Insulation
Resistance
Resistance
- Measured
Calculated
Comments
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Date
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Task
Results / Remarks
ANNUAL
GENERAL CONDITION
App C.12.1 (a) Undertake general housekeeping.
App C.12.1 (b) Sweep the floors; maintain clear egress to all equipment.
App C.12.1 (c)
App C.12.1 (d) The ALER is not to be used as a storage facility for non-AGL equipment.
LV SWITCHBOARDS AND CONTROL PANELS
App C.12.2 (a) Check operation of local and remote controls.
App C.12.2 (b)
App C.12.2
(c)
App C.12.2
(d)
App C.12.2 (e) Check switchboard and control panel operation and clean.
App C.12.2 (f)
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FORM ID:
Reference
Task
Results / Remarks
Check and adjust current output for each circuit and intensity recording field
measured results.
Check the tap position on transformers. Check and adjust outputs to comply
with value recorded in configuration details.
Check all indications are operating correctly. Replace faulty lamps and
indicators as applicable.
Record from the inbuilt meters, (where fitted): Input voltage; input current;
battery voltage
Check electrolyte level and specific gravity of wet cells. Top up with distilled
water if necessary.
App C.12.5 (d) Check battery vent plugs, terminals and connections
LOCAL EMERGENCY GENERATOR
DRAFT Defence MIE AGL
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FORM ID:
Reference
Task
Results / Remarks
Validate restoration of the AGL supplied on the LEG after mains failure within
a period of less than 15 seconds.
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Date