CS-adr-dsn - Issue - 6 - R-U

CS-ADR-DSN, Issue 6 CHAPTER R — VISUAL AIDS FOR
DENOTING RESTRICTED USE AREAS
CHAPTER R — VISUAL AIDS FOR DENOTING

RESTRICTED USE AREAS
CS ADR-DSN.R.855 Closed runways and taxiways, or parts thereof
(a) Applicability:
A closed marking should be displayed on a runway, or taxiway, or portion thereof which is
permanently closed to the use of all aircraft.
(b) Location of closed markings: On a runway, a closed marking should be placed at each end of the
runway, or portion thereof, declared closed, and additional markings should be so placed that
the maximum interval between markings does not exceed 300 m. On a taxiway a closed marking
should be placed at least at each end of the taxiway or portion thereof closed.
(c) Characteristics of closed markings: The closed marking should be of the form and proportions
as detailed in Figure R-1, Illustration (a), when displayed on a runway, and should be of the form
and proportions as detailed in Figure R-1, Illustration (b), when displayed on a taxiway. The
marking should be white when displayed on a runway and should be yellow when displayed on
a taxiway.
(d) When a runway, or taxiway, or portion thereof is permanently closed, all normal runway and
taxiway markings should be physically removed.
(e) In addition to closed markings, when the runway, or taxiway, or portion thereof closed is
intercepted by a usable runway or taxiway which is used at night, unserviceability lights should
be placed across the entrance to the closed area at intervals not exceeding 3 m (see
CS ADR-DSN.R.870(c)(2)).
Figure R-1. Runway and taxiway closed markings
Annex to ED Decision 2022/006/R Page 276 of 328

[Issue: ADR-DSN/3]
[Issue: ADR-DSN/5]
GM1 ADR-DSN.R.855 Closed runways and taxiways, or parts

thereof
Information regarding the physical removal of runway and taxiway markings is contained in
AMC1 ADR.OPS.C.015(d) and GM1 ADR.OPS.C.015(d).
[Issue: ADR-DSN/5]
CS ADR-DSN.R.860 Non-load-bearing surfaces

(a) Shoulders for taxiways, runway turn pads, holding bays and aprons, and other non-load-bearing
surfaces which cannot readily be distinguished from load-bearing surfaces and which, if used by
aircraft, might result in damage to the aircraft, should have the boundary between such areas
and the load-bearing surface marked by a taxi side stripe marking.
(b) A taxi side stripe marking should consist of a pair of solid lines, each 15 cm wide and spaced
15 cm apart, and the same colour as the taxiway centre line marking.
[Issue: ADR-DSN/3]
GM1 ADR-DSN.R.860 Non-load-bearing surfaces

(a) A taxi side stripe marking could also be placed along the edge of the load-bearing pavement to
emphasise the location of the taxiway edge, with the outer edge of the marking approximately
on the edge of the load-bearing pavement.
(b) At intersections of taxiways and on other areas where, due to turning, the possibility for
confusion between the side stripe markings and centre line markings may exist, or where the
pilot may not be sure on which side of the edge marking the non-load bearing pavement is, the
additional provision of transverse stripes on the non-load bearing surface has been found to be
of assistance.
(c) As shown in Figure GM-R-1, the transverse stripes should be placed perpendicular to the side
stripe marking.
(d) On curves, a stripe should be placed at each point of tangency of the curve and at intermediate
points along the curve so that the interval between stripes does not exceed 15 m. If deemed
desirable to place transverse stripes on small straight sections, the spacing should not exceed
30 m.
(e) The width of the marks should be 0.9 m, and they should extend to within 1.5 m of the outside
edge of the stabilised paving or be 7.5 m long whichever is shorter. The colour of the transverse
stripes should be the same as that of the edge stripes, i.e. yellow.

Figure GM-R-1. Marking of non-load bearing paved taxiway surface
More guidance on providing additional transverse stripes at an intersection or a small area on the
apron is given in ICAO Doc 9157, Aerodrome Design Manual, Part 4, Visual Aids.
[Issue: ADR-DSN/3]
CS ADR-DSN.R.865 Pre-threshold area

(a) Applicability of Pre-threshold area: When the surface before a threshold is paved and exceeds
60 m in length, and is not suitable for normal use by aircraft, the entire length before the
threshold should be marked with a chevron marking.
(b) Location: A chevron marking should point in the direction of the runway and be placed as shown
in Figure R-2.
(c) Characteristics: A chevron marking should be of conspicuous colour and contrast with the colour
used for the runway markings; it should preferably be yellow and should have an overall width
of at least 0.9 m.

Figure R-2. Pre-threshold area marking
GM1 ADR-DSN.R.865 Pre-threshold area

For pre-threshold areas shorter than 60 m, markings may be modified or reduced in size so as to
present the correct picture to aircrew.
CS ADR-DSN.R.870 Unserviceable areas

(a) Applicability of unserviceability markers and lights:
Unserviceability markers should be displayed wherever any portion of a taxiway, apron, or
holding bay is declared unfit for the movement of aircraft but it is still possible for aircraft to
bypass the area safely. On a movement area used at night, unserviceability lights should be
used.
(b) Location: Unserviceability markers and lights should be placed at intervals sufficiently close so
as to delineate the unserviceable area.
(c) Characteristics:
(1) Unserviceability markers should consist of conspicuous upstanding devices such as flags,
cones, or marker boards.
(2) An unserviceability light should consist of a red fixed light. The light should have intensity
sufficient to ensure conspicuity considering the intensity of the adjacent lights and the
general level of illumination against which it would normally be viewed. In no case should
the intensity be less than 10 cd of red light.
(3) An unserviceability cone should be at least 0.5 m in height and red, orange, or yellow, or
any one of these colours in combination with white.
(4) An unserviceability flag should be at least 0.5 m square and red, orange, or yellow, or any
one of these colours in combination with white.
(5) An unserviceability marker board should be at least 0.5 m in height and 0.9 m in length,
with alternate red and white, or orange and white vertical stripes.
GM1 ADR-DSN.R.870 Unserviceable areas

(a) Unserviceability markers and lights are used for such purposes as warning pilots of a hole in a
taxiway, or apron pavement, or outlining a portion of pavement, such as on an apron, that is

under repair. They are not suitable for use when a portion of a runway becomes unserviceable,
nor on a taxiway when a major portion of the width becomes unserviceable. In such instances,
the runway or taxiway is normally closed.
(b) The spacing required for marking and lights should take into account visibility conditions,
geometric configurations of the area, potential height differences of terrain so that the limits of
unserviceable area is readily visible to pilot.
(c) Where a temporarily unserviceable area exists, it may be marked with fixed-red lights. These
lights mark the most potentially dangerous extremities of the area.
(d) A minimum of four such lights may be used, except where the area is triangular in shape, in
which case a minimum of three lights may be used.
(e) The number of lights may be increased when the area is large or of unusual configuration. At
least one light should be installed for each 7.5 m of peripheral distance of the area.
(f) If the lights are directional, they should be orientated so that as far as possible, their beams are
aligned in the direction from which aircraft or vehicles should approach.
(g) Where aircraft or vehicles should normally approach from several directions, consideration
should be given to adding extra lights or using omnidirectional lights to show the area from
these directions.
(h) Unserviceable area lights should be frangible. Their height should be sufficiently low to preserve
clearance for propellers and for engine pods of jet aircraft.

CS-ADR-DSN, Issue 6 CHAPTER S — ELECTRICAL SYSTEMS
CHAPTER S — ELECTRICAL SYSTEMS

CS ADR-DSN.S.875 Electrical power supply systems for air
navigation facilities
(a) Adequate primary power supply should be available at aerodromes for the safe functioning of
air navigation facilities.
(b) The design and provision of electrical power systems for aerodrome visual and radio navigation
aids should be such that an equipment failure should not leave the pilot with inadequate visual
and non-visual guidance, or misleading information.
(c) Electric power supply connections to those facilities for which secondary power is required
should be so arranged that the facilities are automatically connected to the secondary power
supply on failure of the primary source of power.
(d) The time interval between failure of the primary source of power and the complete restoration
of the services required by CS ADR-DSN.S.880(d) should be as short as practicable, except that
for visual aids associated with non-precision, precision approach, or take-off runways the
requirements of Table S-1 for maximum switch-over times should apply.
GM1 ADR-DSN.S.875 Electrical power supply systems for air

navigation facilities
(a) The safety of operations at aerodromes depends on the quality of the supplied power. The total
electrical power supply system may include connections to one or more external sources of
electric power supply, one or more local generating facilities, and to a distribution network
including transformers and switchgear. Many other aerodrome facilities supplied from the same
system need to be taken into account while planning the electrical power system at
aerodromes.
(b) The design and installation of the electrical systems need to take into consideration factors that
can lead to malfunction, such as electromagnetic disturbances, line losses, power quality, etc.
Additional guidance is given in ICAO Doc 9157, Aerodrome Design Manual, Part 5, Electrical
Systems.
(c) Switch-over time is the time required for the actual intensity of a light measured in a given
direction to fall from 50 % and recover to 50 % during a power supply changeover, when the
light is being operated at intensities of 25 % or above.
(d) As a good practice, a measurement of the photometric parameters may be used for the
evaluation of the switch-over time.
(1) If the switch-over time is greater than 1 second, the following corrective actions may be
used to decrease the switch-over time:
(i) use of enhanced constant current regulators (CCR); or
(ii) use of uninterruptible power supply (UPS).
(2) If the photometric based switch-over time is below or equal 1 second, it is recommended
to analyse the electrical system in order to find out an equivalent electrical switch-over
time.

(e) For periodic measurement of the switch-over time a measurement of the equivalent electrical
switch-over time at the feeding point of an aeronautical ground lights (AGL) system may be
established.
[Issue: ADR-DSN/3]
CS ADR-DSN.S.880 Electrical power supply systems

(a) For a precision approach runway, a secondary power supply capable of meeting the
requirements of Table S-1 for the appropriate category of precision approach runway should be
provided. Electric power supply connections to those facilities for which secondary power is
required should be so arranged that the facilities are automatically connected to the secondary
power supply on failure of the primary source of power.
(b) For a runway meant for take-off in runway visual range conditions less than a value of 800 m, a
secondary power supply capable of meeting the relevant requirements of Table S-1 should be
provided.
(c) At an aerodrome where the primary runway is a non-precision approach runway, a secondary
power supply capable of meeting the requirements of Table S-1 should be provided except that
a secondary power supply for visual aids need not be provided for more than one non-precision
approach runway.
(d) The following aerodrome facilities should be provided with a secondary power supply capable
of supplying power when there is a failure of the primary power supply:
(1) the signalling lamp and the minimum lighting necessary to enable air traffic services
personnel to carry out their duties;
(2) obstacle lights which are essential to ensure the safe operation of aircraft;
(3) approach, runway and taxiway lighting as specified in CS ADR-DSN.M.625 to CS ADR-
DSN.M.745;
(4) meteorological equipment;
(5) essential equipment and facilities for the parking position if provided, in accordance with
CS ADR-DSN.M.750(a) and CS ADR-DSN.M.755(a); and
(6) illumination of apron areas over which passengers may walk.
Runway Lighting aids requiring power Maximum switch-over time
Non-instrument Visual approach slope indicatorsa See
Runway edgeb CS ADR-DSN.S.875(d)
Runway thresholdb and
Runway endb CS ADR-DSN.S.880(d)
Obstaclea
Stopway end
Stopway edge

Runway Lighting aids requiring power Maximum switch-over time

Non-precision Approach lighting system 15 seconds
approach Visual approach slope indicatorsa, d 15 seconds
Runway edged 15 seconds
Runway thresholdd 15 seconds
Runway endd 15 seconds
Obstaclea 15 seconds
Stopway end 15 seconds
Stopway edge 15 seconds
Precision approach Approach lighting system 15 seconds

Category I Runway edged 15 seconds
Visual approach slope indicatorsa, d 15 seconds
Runway thresholdd 15 seconds
Runway end 15 seconds
Essential taxiwaya 15 seconds
Stopway end 15 seconds
Precision approach Inner 300 m of the approach lighting system 1 second

Category II/III Other parts of the approach lighting system 15 seconds
Runway edge 15 seconds
Runway threshold 1 second
Runway end 1 second
Runway centre line 1 second
Runway touchdown zone 1 second
Runway guard lights 15 seconds
All stop bars 1 second
Essential taxiway 15 seconds
Stopway end 1 second
Runway meant for Runway edge 15 secondsc

take-off in runway Runway end 1 second
visual range Runway centre line 1 second
conditions less than a All stop bars 1 second
value of 800 m Essential taxiwaya 15 seconds
Stopway end 1 second
a. Supplied with secondary power when their operation is essential to the safety of flight
operation.
b. The use of emergency lighting should be in accordance with any procedures established.
c. One second where no runway centre line lights are provided.
d. One second where approaches are over hazardous or precipitous terrain.
Table S-1. Secondary power supply requirements (see CS ADR-DSN.S.875(d))
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/4]
[Issue: ADR-DSN/5]

GM1 ADR-DSN.S.880 Electrical power supply

(a) At an aerodrome where the primary runway is a non-instrument runway, a secondary power
supply capable of meeting the requirements of CS ADR-DSN.S.875(d) should be provided,
except that a secondary power supply for visual aids need not be provided when an emergency
lighting system is provided and capable of being deployed in 15 minutes.
(b) Specifications for secondary power supply for radio navigation aids and ground elements of
communications systems are given in ICAO Annex 10, Volume I, Aeronautical
Telecommunications, Chapter 2.
(c) Requirements for a secondary power supply should be met by either of the following:
(1) independent public power which is a source of power supplying the aerodrome service
from a substation other than the normal substation through a transmission line following
a route different from the normal power supply route and such that the possibility of a
simultaneous failure of the normal and independent public power supplies is extremely
remote; or
(2) standby power unit(s) which are engine generators, batteries, etc. from which electric
power can be obtained.
(d) Guidance on electrical systems is included in ICAO Doc 9157, Aerodrome Design Manual, Part 5,
Electrical Systems.
(e) The requirement for minimum lighting may be met by other than electrical means.
[Issue: ADR-DSN/3]
CS ADR-DSN.S.885 System design

(a) For a runway meant for use in runway visual range conditions less than a value of 550 m, the
electrical systems for the power supply, lighting, and control of the lighting systems included in
Table S-1 should be so designed that an equipment failure should not leave the pilot with
inadequate visual guidance or misleading information.
(b) Where the secondary power supply of an aerodrome is provided by the use of duplicate feeders,
such supplies should be physically and electrically separate so as to ensure the required level of
availability and independence.
(c) Where a runway forming part of a standard taxi-route is provided with runway lighting and
taxiway lighting, the lighting systems should be interlocked to preclude the possibility of
simultaneous operation of both forms of lighting.
GM1 ADR-DSN.S.885 System design

Guidance on means of providing this protection is given in ICAO Doc 9157, Aerodrome Design Manual,
Part 5, Electrical Systems.
[Issue: ADR-DSN/3]
CS ADR-DSN.S.890 Monitoring
(a) A system of monitoring should be employed to indicate the operational status of the lighting
systems.

(b) Where lighting systems are used for aircraft control purposes, such systems should be
monitored automatically so as to provide an indication of any fault which may affect the control
functions. This information should be automatically relayed to the air traffic service unit.
(c) Where a change in the operational status of lights has occurred, an indication should be
provided within two seconds for a stop bar at a runway-holding position and within five seconds
for all other types of visual aids.
(d) For a runway meant for use in runway visual range conditions less than a value of 550 m, the
lighting systems detailed in Table S-1 should be monitored automatically so as to provide an
indication when the serviceability level of any element falls below a minimum serviceability
level specified in ADR.OPS.C.015 (b)(1) to (b)(7). This information should be automatically
relayed to the maintenance crew.
(e) For a runway meant for use in runway visual range conditions less than a value of 550 m, the
lighting systems detailed in Table S-1 should be monitored automatically to provide an
indication when the serviceability level of any element falls below a minimum level, below
which operations should not continue. This information should be automatically relayed to the
air traffic services unit and displayed in a prominent position.
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/5]
GM1 ADR-DSN.S.890 Monitoring

(a) For a runway meant for use in runway visual range conditions less than a value of 550 m, the
minimum serviceability level of any element of the lighting system detailed in Table S-1, below
which operations should not continue, is set up by the competent authority.
(b) Additional guidance on air traffic control interface and visual aids monitoring is given in ICAO
Doc 9157, Aerodrome Design Manual, Part 5, Electrical Systems.
[Issue: ADR-DSN/3]
CS ADR-DSN.S.895
Intentionally left bank
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/5]
GM1 ADR-DSN.S.895
Intentionally left bank
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/5]

CS-ADR-DSN, Issue 6 CHAPTER T — AERODROME
OPERATIONAL SERVICES, EQUIPMENT
AND INSTALLATION
CHAPTER T — AERODROME OPERATIONAL SERVICES,

EQUIPMENT AND INSTALLATION
CS ADR-DSN.T.900 Emergency access and service roads
Emergency access roads and service roads should be equipped with a road-holding position, in
accordance with CS ADR-DSN.L.600, CS ADR-DSN.M.770 and CS ADR-DSN.N.800, as appropriate, at all
intersections with runway and taxiways.
[Issue: ADR-DSN/3]
GM1 ADR-DSN.T.900 Emergency access and service roads

(a) Service roads at air side are installed to support all apron processes. Furthermore, service roads
can be used as aerodrome perimeter service roads, providing access to navigation aids, as
temporary roads for construction vehicles, etc.
(b) Some general considerations in the planning of roads are described as follows:
(1) Every effort should be made to plan service roads at air side so that they do not cross
runways and taxiways.
(2) The planning of the aerodrome road layout should take into account the need to provide
emergency access roads for use by rescue and firefighting vehicles to various areas on
the aerodrome, and, in particular, to the approach areas. Service roads to navigation aids
should be planned in such a manner as to present minimal interference to the function
of the aids. If it is necessary for a service road to cross an approach area, the road should
be located so that vehicles travelling on it are not obstacles to aircraft operations.
(3) The service roads at air side system should be designed to account for local security
measures. Access points to the system should, thus, need to be restricted. Should ground
vehicle movements affect surface movement of aircraft on runways and taxiways, it
should be required that the ground vehicle movements be coordinated by the
appropriate aerodrome control. Control is normally exercised by means of two-way radio
communication although visual signals, such as signal lamps, are adequate when traffic
at the aerodrome is light. Signs or signals may also be employed to aid control at
intersections.
(4) At intersections with runways consideration should be given to providing runway guard
lights or road-holding position lights as part of the aerodrome’s runway incursion
prevention programme. Runway guard lights should conform to the specifications
provided in CS ADR-DSN.M.745.
(5) Roads should be designed and constructed to prevent FOD transfer to the runway and
taxiways.
(6) Roads within 90 m of a runway centre line generally should be surfaced to prevent
surface erosion, and the transfer of debris to the runway and taxiways.
(7) To facilitate the control and maintenance of the fencing, a perimeter service road should
be constructed inside the aerodrome fencing.
(8) Perimeter service road is also used by security patrols.

AND INSTALLATION
(9) Where a fence is provided, the need for convenient access to outside areas should be
taken into account. These access points should be of a suitable size to accommodate the
passage of the largest RFFS vehicle in the aerodrome’s fleet.
(10) When greater security is thought necessary, a cleared area should be provided on both
sides of the fence or barrier to facilitate the work of patrols, and to make trespassing
more difficult.
(11) Special measures should be required to prevent the access of an unauthorised person to
runways or taxiways which overpass public roads.
(c) Emergency access roads should be considered on an aerodrome so as to facilitate achieving
minimum response times for RFF vehicles.
(d) Emergency access roads should be provided on an aerodrome where terrain conditions permit
their construction, so as to facilitate achieving minimum response times. Particular attention
should be given to the provision of ready access to approach areas up to 1 000 m from the
threshold, or at least within the aerodrome boundary.
(e) Emergency access roads are not intended for use for the functions of aerodrome service roads.
Therefore, it is possible to provide different access control which should be clearly visible for all
service ground traffic. Road-holding position markings, lights, or runway guard lights are not
necessary if the access to an emergency access road is ensured for RFF only.
(f) Aerodrome service roads may serve as emergency access roads when they are suitably located
and constructed.
(g) Emergency access roads should be capable of supporting the heaviest vehicles which should use
them, and be usable in all weather conditions. Roads within 90 m of a runway centre line should
be surfaced to prevent surface erosion and the transfer of debris to the runway. Sufficient
vertical clearance should be provided from overhead obstructions for the largest vehicles.
(h) When the surface of the road is indistinguishable from the surrounding area, or in areas where
snow may obscure the location of the roads, edge markers should be placed at intervals of about
10 m.
[Issue: ADR-DSN/3]
CS ADR-DSN.T.905 Fire stations

(a) All rescue and firefighting vehicles should normally be housed in a fire station. Satellite fire
stations should be provided whenever the response time cannot be achieved from a single fire
station.
(b) The fire station should be located so that the access for rescue and firefighting vehicles into the
runway area is direct and clear, requiring a minimum number of turns.
(c) The fire station, and any satellite fire stations, should be located outside taxiway and runway
strips, and not infringe obstacle limitation surfaces.
GM1 ADR-DSN.T.905 Fire stations

intentionally left blank

AND INSTALLATION
CS ADR-DSN.T.910 Equipment frangibility requirements

Equipment and structures should be so designed to meet the appropriate frangibility characteristics,
when required.
GM1 ADR-DSN.T.910 Equipment frangibility requirements

(a) Equipment and supports required to be frangible should be designed and constructed so that
they should break, distort, or yield in the event that they are accidentally impacted by an
aircraft. The design materials selected should preclude any tendency for the components,
including the electrical conductors, etc., to ‘wrap around’ the colliding aircraft or any part of it.
(b) Frangible structures should be designed to withstand the static and operational wind or jet blast
loads with a suitable factor of safety but should break, distort, or yield readily when subjected
to the sudden collision forces of a 3 000 kg aircraft airborne and travelling at 140 km/h (75 kt),
or moving on the ground at 50 km/h (27 kt).
(c) Guidance on design for frangibility is contained in ICAO Doc 9157, Aerodrome Design Manual,
Part 6, Frangibility.
[Issue: ADR-DSN/3]
CS ADR-DSN.T.915 Siting of equipment and installations on

operational areas
(a) Equipment and installations should be sited as far away from the runway and taxiway centre
lines as practicable.
(b) Unless its function requires it to be there for air navigation or for aircraft safety purposes, no
equipment or installation endangering an aircraft should be located:
(1) on a runway strip, a runway end safety area, a taxiway strip, or within the following
distances:
Code Letter Distance between taxiway, other than aircraft stand taxilane, centre
line to object (metres)
A 15.5
B 20
C 26
D 37
E 43.5
F 51
if it would endanger an aircraft, or

(2) on a clearway if it would endanger an aircraft in the air.
(c) Any equipment or installation required for air navigation or for aircraft safety purposes which
should be located:
(1) on that portion of a runway strip within:
(i) 75 m of the runway centre line where the code number is 3 or 4; or
(ii) 45 m of the runway centre line where the code number is 1 or 2; or

AND INSTALLATION
(2) on a runway end safety area, a taxiway strip, or within the distances specified in Table D-
1; or
(3) on a clearway and which would endanger an aircraft in the air;
should be frangible and mounted as low as possible.
(d) Unless its function requires it to be there for air navigation or for aircraft safety purposes, or if
after a safety assessment, it is determined that it would not adversely affect the safety or
significantly affect the regularity of operations of aeroplanes, no equipment or installation
should be located within 240 m from the end of the strip and within:
(1) 60 m of the extended centre line where the code number is 3 or 4; or
(2) 45 m of the extended centre line where the code number is 1 or 2;
of a precision approach runway Category I, II or III.
(e) Any equipment or installation required for air navigation or for aircraft safety purposes which
should be located on or near a strip of a precision approach runway Category I, II, or III and
which:
(1) is situated within 240 m from the end of the strip and within:
(i) 60 m of the extended runway centre line where the code number is 3 or 4; or
(ii) 45 m of the extended runway centre line where the code number is 1 or 2; or
(2) penetrates the inner approach surface, the inner transitional surface, or the balked
landing surface;
should be frangible and mounted as low as possible.
(f) Any equipment or installation required for air navigation or for aircraft safety purposes that is
an obstacle of operational significance in accordance with CS ADR-DSN.J.470(d), CS ADR-
DSN.J.475(e), CS ADR-DSN.J.480(g), or CS ADR-DSN.J.485(e) should be frangible and mounted
as low as possible.
(g) Any equipment or installation required for air navigation or for aircraft safety purposes which
should be located on the non-graded portion of a runway strip should be regarded as an
obstacle and should be frangible and mounted as low as possible.
[Issue: ADR-DSN/2]
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/6]
GM1 ADR-DSN.T.915 Siting of equipment and installations on

operational areas
(a) The design of light fixtures and their supporting structures, light units of visual approach slope
indicators, signs and markers is specified in CS ADR-DSN.M.615, CS ADR-DSN.M.640,
CS ADR-DSN.N.775, and the certification specifications of Chapter P respectively.
(b) Guidance on siting of equipment and installations on operational areas is given in ICAO Doc
9157, Aerodrome Design Manuals, Part 2, Taxiways, Aprons and Holding Bays and Part 6,
Frangibility.
(c) Guidance on the frangible design of visual and non-visual aids for navigation is given in the ICAO
Doc 9157, Aerodrome Design Manual, Part 5, Electrical Systems.

AND INSTALLATION
(d) Requirements for obstacle limitation surfaces are specified in the certification specifications of
Chapter J.
(e) The term ‘aircraft safety purposes’ refers to the installation of arresting systems.
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/5]
[Issue: ADR-DSN/6]
CS ADR-DSN.T.920 Fencing
(a) The safety objective of fencing is to prevent animals or unauthorised persons that could be a
safety risk to aircraft operations, to enter the aerodrome.
(b) Fencing should be sited as far away from the runway and taxiway centre lines as practicable.
(c) Suitable means of protection such as fence or other suitable barrier should be provided on an
aerodrome to prevent the entrance to the aerodrome:
(1) by non-flying animals large enough to be a hazard to aircraft; and/or
(2) by an unauthorised person.
This includes the barring of sewers, ducts, tunnels, etc. where necessary to prevent access.
(d) Suitable means of protection should be provided to deter the inadvertent or premeditated
access of unauthorised persons into ground installations and facilities essential for the safety of
civil aviation located off the aerodrome.
GM1 ADR-DSN.T.920 Fencing

(a) The fence or barrier should be located so as to separate the movement area and other facilities
or zones on the aerodrome vital to the safe operation of aircraft from areas open to public
access.
(b) Consideration should be given to the provision of a perimeter road inside the aerodrome
fencing for the use of both maintenance personnel and security patrols.
(c) Special measures may be required to prevent the access of an unauthorised person to runways
or taxiways which overpass public roads.
(d) Fencing can vary in design, height, and type depending on local needs. Generally, it is
recommended that the fencing be galvanized steel, chain link fabric installed to a height of
2,5 m, and topped with a three-strand barbed wire overhang. The latter should have a minimum
15 cm separation between strands and extend outward at 45-degree angle from the horizontal.
Fence posts should be installed at no greater than 3 m intervals and be located within 5 cm of
any wall or structure forming part of the perimeter. Gates should be constructed with material
of comparable strength and durability, and open to an angle of at least 90 degrees. Hinges
should be such as to preclude unauthorised removal.
(e) Top and bottom selvages of the fence having a twisted and barbed finish. The bottom of the
fence installed to within 5 cm of hard surfacing or stabilised soil. However, in areas where
unstable soil conditions are prevalent, the fabric installed to extend at least 5 cm below the
surface or imbedded in concrete curbing. All fencing should be grounded. Care should be taken
that metallic fencing is not installed when it should interface with the operation of navigation
aids. The fence itself should allow clear visibility and easy maintenance.

AND INSTALLATION
(f) The number of gates should be limited to the minimum required for the safe and efficient
operation of the facility. Access points should need to be made in the fence to allow the passage
of authorised vehicles and persons. While the number of access points should be kept to a
minimum, adequate access points should be planned for routine operations, maintenance and
emergency operations.
[Issue: ADR-DSN/3]
CS ADR-DSN.T.921 Autonomous runway incursion warning system

(ARIWS)
(a) Applicability: The inclusion of detailed specifications for an ARIWS is not intended to imply that
an ARIWS has to be provided at an aerodrome.
(b) Characteristics: Where an ARIWS is installed at an aerodrome:
(1) It should provide autonomous detection of a potential incursion or of the occupancy of
an active runway and a direct warning to a flight crew or vehicle operator;
(2) It should function and be controlled independently of any other visual system on the
aerodrome;
(3) Its visual aid components, i.e. lights, should be designed to conform with the relevant
specifications in Chapter M; and
(4) Failure of the ARIWS or part of it should not interfere with normal aerodrome operations.
To this end, provision should be made to allow air traffic services (ATS) unit to partially
or entirely shut down the system.
(c) Where an ARIWS is installed at an aerodrome, information on its characteristics and status
should be provided to the appropriate aeronautical information services (AIS) for promulgation
in the aeronautical information publication (AIP) with the description of the aerodrome surface
movement guidance and control system and markings.
[Issue: ADR-DSN/4]
GM1 ADR-DSN.T.921 Autonomous runway incursion warning

system (ARIWS)
(a) The implementation of autonomous systems are generally quite complex in design and
operation and, as such, deserves careful consideration by all involved parties such as aerodrome
operators, air traffic services (ATS) and aircraft operators. This guidance provides a more clear
description of the system(s) and offer some suggested actions required in order to properly
implement this system(s) at an aerodrome.
(b) An ARIWS may be installed in conjunction with enhanced taxiway centre line markings, stop
bars or runway guard lights.
(c) The system(s) should be operational under all weather conditions, including low visibility.
(d) An ARIWS may share common sensory components of a surface movement guidance and
control system (SMGCS) or advanced surface movement guidance and control system
(A-SMGCS), however, it operates independently of either system.
(e) General description:

AND INSTALLATION
(1) The operation of an ARIWS is based upon a surveillance system which monitors the actual
situation on a runway and automatically returns this information to warning lights at the
runway (take-off) thresholds and entrances. When an aircraft departs from a runway
(rolling) or arrives at a runway (short final), red warning lights at the entrances will
illuminate, indicating that it is unsafe to enter or cross the runway. When an aircraft is
aligned on the runway for take-off and another aircraft or vehicle enters or crosses the
runway, red warning lights will illuminate at the threshold area, indicating that it is unsafe
to start the take-off roll.
(2) In general, an ARIWS consists of an independent surveillance system (primary radar,
multilateration, specialised cameras, dedicated radar, etc.) and a warning system in the
form of extra airfield lighting systems connected through a processor that generates
alerts independent from the air traffic control (ATC) directly to the flight crews and
vehicle operators.
(3) An ARIWS does not require circuit interleaving, secondary power supply or operational
connection to other visual aid systems.
(4) In practice, not every entrance or threshold needs to be equipped with warning lights.
Each aerodrome will have to assess its needs individually, depending on the
characteristics of the aerodrome. There are several systems developed offering the same
or similar functionality.
(f) Flight crew actions:
(1) It is of critical importance that flight crews understand the warning being transmitted by
the ARIWS system. Warnings are provided in near real-time directly to the flight crew
because there is no time for ‘relay’ types of communications. In other words, a conflict
warning generated to ATS which must then interpret the warning, evaluate the situation
and communicate to the aircraft in question, would result in several seconds being taken
up where each second is critical in the ability to stop the aircraft safely and prevent a
potential collision. Pilots are presented with a globally consistent signal which means
‘STOP IMMEDIATELY’ and should be taught to react accordingly. Likewise, pilots receiving
an ATS clearance to take-off or cross a runway, and seeing the red light array, should
STOP and advise ATS that they aborted/stopped because of the red lights. Again, the
criticality of the timeline involved is so tight that there is no room for misinterpretation
of the signal. It is of utmost importance that the visual signal be consistent around the
world.
(2) It also has to be stressed that the extinguishing of the red lights does not, in itself, indicate
a clearance to proceed. That clearance is still required from ATC. The absence of red
warning lights only means that potential conflicts have not been detected.
(3) In the event that a system becomes unserviceable, one of two things will occur. If the
system fails in the extinguished condition, then no procedural changes need to be
accomplished. The only thing that will happen is the loss of the automatic, independent
warning system. Both ATS operations and flight crew procedures (in response to ATS
clearances) will remain unchanged.
(4) Procedures should be developed to address the circumstance where the system fails in
the illuminated condition. It will be up to the ATS and/or aerodrome operator to establish
those procedures depending on their own circumstances. It must be remembered that
flight crews are instructed to ‘STOP’ at all red lights. If the affected portion of the system,
or the entire system, is shut off the situation is reverted to the extinguished scenario
described in the previous paragraph.

AND INSTALLATION
(g) Aerodromes:
(1) An ARIWS does not have to be provided at all aerodromes. An aerodrome considering
the installation of such a system may wish to assess its needs individually, depending on
traffic levels, aerodrome geometry, ground taxi patterns, etc. Local user groups such as
the local runway safety team (LRST) may be of assistance in this process. Also, not every
runway or taxiway needs to be equipped with the lighting array(s), and not every
installation requires a comprehensive ground surveillance system to feed information to
the conflict detection computer.
(2) Although there may be local specific requirements, some basic system requirements are
applicable to all ARIWS:
(i) the control system and energy power supply of the system should be independent
from any other system in use at the aerodrome, especially the other parts of the
lighting system;
(ii) the system should operate independently from ATS communications;
(iii) the system should provide a globally accepted visual signal that is consistent and
instantly understood by crews; and
(iv) local procedures should be developed in the case of malfunction or failure of a
portion of or the entire system.
(h) Air traffic services:
(1) The ARIWS is designed to be complementary to normal ATS functions, providing warnings
to flight crews and vehicle operators when some conflict has been unintentionally
created or missed during normal aerodrome operations. The ARIWS will provide a direct
warning when, for example, ground control or tower (local) control has provided a
clearance to hold short of a runway but the flight crew or vehicle operator has ‘missed’
the hold short portion of their clearance and the tower has issued a take-off or landing
clearance to that same runway, and the ‘non-read back’ by the flight crew or vehicle
operator was missed by ATC.
(2) In the case where a clearance has been issued and a crew reports a non-compliance due
to ‘red lights’, or aborts because of ‘red lights’, then it is imperative that the controller
assess the situation and provide additional instructions, as necessary. It may well be that
the system has generated a false warning or that the potential incursion no longer exists;
however, it may also be a valid warning. In any case, additional instructions and/or a new
clearance need to be provided. In the case where the system has failed, then procedures
will need to be put into place, as described in paragraphs (f)(3) and (f)(4) above. In no
case should the illumination of the ARIWS be dismissed without confirmation that, in fact,
there is no conflict. It is worth noting that there have been numerous incidents avoided
at aerodromes with such systems installed. It is also worth noting that there have been
false warnings as well, usually as a result of the calibration of the warning software, but
in any case, the potential conflict existence or non-existence should be confirmed.
(3) While many installations may have a visual or audio warning available to ATS personnel,
it is in no way intended that ATS personnel be required to actively monitor the system.
Such warnings may assist ATS personnel in quickly assessing the conflict in the event of a
warning and help them to provide appropriate further instructions, but the ARIWS should
not play an active part in the normal functioning of any ATS facility.

AND INSTALLATION
(4) Each aerodrome where the system is installed should develop procedures depending
upon its unique situation. Again, it has to be stressed that under no circumstances should
pilots or operators be instructed to ‘cross the red lights’. As indicated above, the use of
local runway safety teams may greatly assist in the development of this process.
(i) Promulgation of information:
(1) Specifications on providing information in the aeronautical information publication (AIP)
are given in ICAO Annex 15, Aeronautical Information Services. Information on the
characteristics and status of an ARIWS at an aerodrome is promulgated in the AIP Section
AD 2.9, and its status updated as necessary through notice to airmen (NOTAM) or
automatic terminal information service (ATIS).
(2) Aircraft operators are to ensure that flight crews’ documentation include procedures
regarding ARIWS and appropriate guidance in compliance with ICAO Annex 6, Operation
of Aircraft, Part I.
(3) Aerodromes may provide additional sources of guidance on operations and procedures
for their personnel, aircraft operators, ATS and third-party personnel that may have to
deal with an ARIWS.
[Issue: ADR-DSN/4]

CS-ADR-DSN, Issue 6 CHAPTER U — COLOURS FOR
AERONAUTICAL GROUND LIGHTS,
MARKINGS, SIGNS AND PANELS
CHAPTER U — COLOURS FOR AERONAUTICAL

GROUND LIGHTS, MARKINGS, SIGNS AND PANELS
CS ADR-DSN.U.925 General
(a) The specifications in this Chapter define the chromaticity limits of colours to be used for
aeronautical ground lights, markings, signs, and panels. The specifications are in accord with the
specifications in the International Commission on Illumination (CIE), except for the colour
orange in Figure U-2.
(b) The chromaticity is expressed in terms of the standard observer and coordinate system adopted
by the International Commission on Illumination (CIE).
(c) The chromaticity for solid state lighting (e.g. LEDs) is based upon the boundaries given in
Standard S 004/E-2001 of the International Commission on Illumination (CIE), except for the
blue boundary of white.
[Issue: ADR-DSN/4]
GM1 ADR-DSN.U.925 General

It is not possible to establish specifications for colours such that there is no possibility of confusion.
For reasonably certain recognition, it is important that the eye illumination be well above the
threshold of perception, that the colour not be greatly modified by selective atmospheric attenuations
and that the observer’s colour vision be adequate. There is also a risk of confusion of colour at an
extremely high level of eye illumination such as may be obtained from a high-intensity source at very
close range. Experience indicates that satisfactory recognition can be achieved if due attention is given
to these factors.
CS ADR-DSN.U.930 Colours for aeronautical ground lights

(a) The chromaticity of aeronautical ground lights with filament-type light sources should be within
the following boundaries:
CIE Equations (see Figure U-1A):
(1) Red
Purple boundary y = 0.980 – x
Yellow boundary y = 0.335
Note: see CS ADR-DSN.M.645(c)(2)(i)
(2) Yellow
Red boundary y = 0.382
White boundary y = 0.790 – 0.667x
Green boundary y = x – 0.120
(3) Green
Yellow boundary x = 0.360 – 0.080y

White boundary x = 0.650y

Blue boundary y = 0.390 – 0.171x
(4) Blue
Green boundary y = 0.805x + 0.065
White boundary y = 0.400 – x
Purple boundary x = 0.600y + 0.133
(5) White
Yellow boundary x = 0.500
Blue boundary x = 0.285
Green boundary y = 0.440 and y = 0.150 + 0.640x
Purple boundary y = 0.050 + 0.750x and y = 0.382
(6) Variable white
Yellow boundary x = 0.255 + 0.750y and y = 0.790 – 0.667x
Green boundary y = 0.440 and y = 0.150 + 0.640x
Purple boundary y = 0.050 + 0.750x and y = 0.382
(b) Where increased certainty of recognition from white is more important than maximum visual
range, green signals should be within the following boundaries:
(1) Yellow boundary y = 0.726 – 0.726x
(2) White boundary x = 0.625y – 0.041
(3) Blue boundary y = 0.390 – 0.171x
(c) Discrimination between lights having filament-type sources:
(1) If there is a requirement to discriminate yellow and white from each other, they should
be displayed in close proximity of time or space as, for example, by being flashed
successively from the same beacon.
(2) If there is a requirement to discriminate yellow from green and/or white, as for example
on exit taxiway centre line lights, the y coordinates of the yellow light should not exceed
a value of 0.40. The limits of white have been based on the assumption that they should
be used in situations in which the characteristics (colour temperature) of the light source
should be substantially constant.
(3) The colour variable white is intended to be used only for lights that are to be varied in
intensity, e.g. to avoid dazzling. If this colour is to be discriminated from yellow, the lights
should be so designed and operated that:
(i) the x coordinate of the yellow is at least 0.050 greater than the x coordinate of the
white; and
(ii) the disposition of the lights should be such that the yellow lights are displayed
simultaneously and in close proximity to the white lights.

(d) The chromaticity of aeronautical ground lights with solid state light sources, e.g. LEDs, should
be within the following boundaries:
CIE Equations (see Figure U-1B):
(1) Red
Purple boundary y = 0.980 – x
Yellow boundary y = 0.335;
Yellow boundary y = 0.320.
Note: see CS ADR-DSN.M.645(c)(2)(i)
(2) Yellow
Red boundary y = 0.387
White boundary x = 0.980 – x
Green boundary y = 0.727x+0.054
(3) Green (refer also to GM1 ADR-DSN.U.930(d) and (e))
White boundary x = 0.625y – 0.041
Blue boundary y = 0.400
(4) Blue
Green boundary y = 1.141x – 0.037
White boundary x = 0.400 – y
Purple boundary x = 0.134 + 0.590y
(5) White
Green boundary y = 0.150 + 0.643x
Purple boundary y = 0.050 + 0.757x
(6) Variable white
The boundaries of variable white for solid state light sources are those specified in CS
ADR-DSN.U.930(d)(5) above.
(e) Colour measurement for filament-type and solid state light sources:
(1) The colour of aeronautical ground lights should be verified as being within the boundaries
specified in Figure U-1A or U-1B, as appropriate, by measurement at five points within
the area limited by the innermost isocandela curve in the isocandela diagrams in CS ADR
DSN.U.940, with operation at rated current or voltage. In the case of elliptical or circular
isocandela curves, the colour measurements should be taken at the centre and at the
horizontal and vertical limits. In the case of rectangular isocandela curves, the colour
measurements should be taken at the centre and the limits of the diagonals (corners). In
addition, the colour of the light should be checked at the outermost isocandela curve to
ensure that there is no colour shift that might cause signal confusion to the pilot.

(2) In the case of visual approach slope indicators and other light units having a colour
transition sector, the colour should be measured at points in accordance with paragraph
CS ADR-DSN.U.930(e)(1) above, except that the colour areas should be treated separately
and no point should be within 0.5 degrees of the transition sector.
Figure U-1A. Colours for aeronautical ground lights (filament-type lamps)

Figure U-1B. Colours for aeronautical ground lights (solid state lighting)
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/4]

GM1 ADR-DSN.U.930 Colours for aeronautical ground lights

(a) The chromaticity for ground lights with filament-type light sources, where dimming is not
required, or where observers with defective colour vision should be able to determine the
colour of the light, green signals should be within the following boundaries:
Yellow boundary y = 0.726 – 0.726x
White boundary x = 0.650y
(b) Guidance on chromaticity changes resulting from the effect of temperature on filtering
elements is given in ICAO Doc 9157, Aerodrome Design Manual, Part 4, Visual Aids.
(c) Where the colour signal is to be seen from long range, the current practice is to use colours
within the boundaries specified in paragraph (a) above.
(d) For the chromaticity of ground lights with solid-state light sources, where observers with
defective colour vision should be able to determine the colour of the light, green signals should
be within the following boundaries:
Blue boundary y = 0.400
(e) For the chromaticity of ground lights having a solid state light source, in order to avoid a large
variation of shades of green, and if colours within the boundaries below are selected, colours
within the boundaries specified in paragraph (d) above should not be used:
Yellow boundary x= 0.310
(f) Colour measurement for filament-type and solid state-type light sources:
(1) for the outermost isocandela curve, a measurement of colour coordinates should be
made and recorded for review and judgement of acceptability; and
(2) certain light units may have an application so that they may be viewed and used by pilots
from directions beyond that of the outermost isocandela curve (e.g. stop bar lights at
significantly wide runway-holding positions); then an assessment of the actual
application should be conducted and, if necessary, a check of colour shift at angular
ranges beyond the outermost curve carried out.
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/4]

CS ADR-DSN.U.935 Colours for markings, signs and panels

(a) The specifications in surface colours given below apply only to freshly coloured surfaces.
Colours used for markings, signs, and panels usually change with time and, therefore, require
renewal.
(b) The specifications in paragraph (f) below for internally illuminated panels are interim in nature
and are based on the CIE specifications for internally illuminated signs. It is intended that these
specifications should be reviewed and updated as and when CIE develops specifications for
internally illuminated panels.
(c) The chromaticities and luminance factors of ordinary colours, colours of retroreflective
materials, and colours of internally illuminated signs and panels should be determined under
the following standard conditions:
(1) angle of illumination: 45°;
(2) direction of view: perpendicular to surface; and
(3) illuminant: CIE standard illuminant D65.
(d) The chromaticity and luminance factors of ordinary colours for markings and externally
illuminated signs and panels should be within the following boundaries when determined under
standard conditions.
CIE Equations (see Figure U-2):
(1) Red
Purple boundary y = 0.345 – 0.051x
Orange boundary y = 0.314 + 0.047x
Luminance factor β = 0.07 (minimum)
(2) Orange
Red boundary y = 0.285 + 0.100x
Yellow boundary y = 0.250 + 0.220x
(3) Yellow
(4) White
Purple boundary y = 0.010 + x
Blue boundary y = 0.610 – x
Green boundary y = 0.030 + x

Yellow boundary y = 0.710 – x

(5) Black
Purple boundary y = x – 0.030
Luminance factor β = 0.03 (maximum)
(6) Yellowish green
Green boundary y = 1.317x + 0.4
Yellow boundary y = 0.867x + 0.4
(7) Green
White boundary y = 0.243 + 0.670x
The small separation between surface red and surface orange is not sufficient to ensure the
distinction of these colours when seen separately.
(e) The chromaticity and luminance factors of colours of retroreflective materials for markings,
signs, and panels should be within the following boundaries when determined under standard
conditions.
(1) Red
(2) Orange
Red boundary y = 0.265 + 0.205x
Yellow boundary y = 0.207 + 0.390x
(3) Yellow


(4) White
Purple boundary y=x
(5) Blue
Green boundary y = 0.118 + 0.675x
Purple boundary y = 1.65x – 0.187
(6) Green
(f) The chromaticity and luminance factors of colours for luminescent or internally illuminated
signs and panels should be within the following boundaries when determined under standard
conditions.
(1) Red
Luminance factor
(day condition) β = 0.07 (minimum)
Relative luminance
to white (night condition) 5 % (minimum) 20 % (max)
(2) Yellow
Luminance factor


Relative luminance
to white (night condition) 30 % (minimum) 80 % (max)
(3) White
Purple boundary y = 0.010 + x
Luminance factor
Relative luminance
to white (night conditions) 100 %
(4) Black
Purple boundary y = x – 0.030
Luminance factor
(day condition) β = 0.03 (max)
Relative luminance
to white (night condition) 0 % (minimum) 2 % (maximum)
(5) Green
Luminance factor
(day conditions) β = 0.10 minimum
Relative luminance
to white (night conditions) 5 % (minimum) 30 % (maximum)

Figure U-2. Ordinary colours for markings and externally illuminated signs and panels

Figure U-3. Colours of retroreflective materials for markings, signs and panels

Figure U-4. Colours of luminescent or internally illuminated signs and panels

[Issue: ADR-DSN/3]
[Issue: ADR-DSN/6]
GM1 ADR-DSN.U.935 Colours for markings, signs and panels


CS ADR-DSN.U.940 Aeronautical ground light characteristics
Figure U-5. Isocandela diagram for approach centre line light and crossbars (white light)
Notes:
(a) Curves calculated on formula
𝑥2 𝑦2 a 10 14 15
+ =1
𝑎2 𝑏2 b 5.5 6.5 8.5
(b) Vertical setting angles of the lights should be such that the following vertical coverage of the
main beam should be met:
distance from threshold vertical main beam coverage
threshold to 315 m 0° - 11°
316 m to 475 m 0.5° - 11.5°
476 m to 640 m 1.5° - 12.5°
641 m and beyond 2.5° -13.5° (as illustrated above)
(c) Lights in crossbars beyond 22.5 m from the centre line should be toed-in 2 degrees. All other
lights should be aligned parallel to the centre line of the runway.
(d) See collective notes for Figures U-5 to U-15.

Figure U-6. Isocandela diagram for approach side row light (red light)
Notes:
𝑥2 𝑦2 a 7.0 11.5 16.5
𝑎 2 + 𝑏2
=1
b 5.0 6.0 8.0
(b) Toe-in 2 degrees

(c) Vertical setting angles of the lights should be such that the following vertical coverage of the
main beam should be met:
distance from threshold vertical main beam coverage
threshold to 115 m 0.5° - 10.5°
116 m to 215 m 1° - 11°
216 m and beyond 1.5° - 11.5° (as illustrated above)

Figure U-7. Isocandela diagram for threshold light (green light)
Notes:
𝑥2 𝑦2 a 5.5 7.5 9.0
+ =1
𝑎2 𝑏 2 b 4.5 6.0 8.5
(b) Toe-in 3.5 degrees

(c) See collective notes for Figures U-5 to U-15.

Figure U-8. Isocandela diagram for threshold wing bar light (green light)
Notes:
𝑥2 𝑦2 a 7.0 11.5 16.5
+ =1
𝑎2 𝑏 2 b 5.0 6.0 8.0


Figure U-9. Isocandela diagram for touchdown zone light (white light)
Notes:
𝑥2 𝑦2 a 5.0 7.0 8.5
+ =1
𝑎2 𝑏2 b 3.5 6.0 8.5


Figure U-10. Isocandela diagram for runway centre line light with 30 m longitudinal spacing (white light) and rapid exit
taxiway indicator light (yellow light)
Notes:
𝑥2 𝑦2 a 5.0 7.0 8.5
+ =1
𝑎2 𝑏 2 b 3.5 6.0 8.5
(b) For red light, multiply values by 0.15.

(c) For yellow light, multiply values by 0.40.

Figure U-11. Isocandela diagram for runway centre line light with 15 m longitudinal spacing (white light) and rapid exit
taxiway indicator light (yellow light)
Notes:
𝑥2 𝑦2 a 5.0 7.0 8.5
+ =1
𝑎2 𝑏 2 b 3.5 6.0 8.5
(b) For red light, multiply values by 0.15.

(c) For yellow light, multiply values by 0.40.

Figure U-12. Isocandela diagram for runway end light (red light)
Notes:
𝑥2 𝑦2 a 6.0 7.5 9.0
+ =1
𝑎2 𝑏 2 b 2.25 5.0 6.5
(b) See collective notes for Figures U-5 to U-15.

Figure U-13. Isocandela diagram for runway edge light where width of runway is 45 m (white light)
Notes:
𝑥2 𝑦2 a 5.5 7.5 9.0
+ =1
𝑎2 𝑏 2 b 3.5 6.0 8.5

(c) For red light, multiply values by 0.15.
(d) For yellow light, multiply values by 0.40.
(e) See collective notes for Figures U-5 to U-15.

Figure U-14. Isocandela diagram for runway edge light where width of runway is 60 m (white light)
Notes:
𝑥2 𝑦2 a 6.5 8.5 10.0
+ =1
𝑎2 𝑏 2 b 3.5 6.0 8.5

(c) For red light, multiply values by 0.15.
(d) For yellow light, multiply values by 0.40.
(e) See collective notes for Figures U-5 to U-15.

Figure U-15. Grid points to be used for the calculation of average intensity of approach and runway lights
Collective notes to Figures U-5 to U-15

(a) The ellipses in each Figure are symmetrical about the common vertical and horizontal axes.
(b) Figures U-5 to U-14 show the minimum allowable light intensities. The average intensity of the
main beam is calculated by establishing grid points as shown in Figure U-15 and using the
intensity value measures at all grid points located within and on the perimeter of the ellipse
representing the main beam. The average value is the arithmetic average of light intensities
measured at all considered grid points.
(c) No deviations are acceptable in the main beam pattern when the lighting fixture is properly
aimed.
(d) Average intensity ratio. The ratio between the average intensity within the ellipse defining the
main beam of a typical new light and the average light intensity of the main beam of a new
runway edge light should be as follows:
Figure U-5 Approach centre line and crossbars 1.5 to 2.0 (white light)
Figure U-6 Approach side row 0.5 to 1.0 (red light)
Figure U-7 Threshold 1.0 to 1.5 (green light)
Figure U-8 Threshold wing bar 1.0 to 1.5 (green light)
Figure U-9 Touchdown zone 0.5 to 1.0 (white light)
Figure U-10 Runway centre line (longitudinal spacing 30 m) 0.5 to 1.0 (white light)
Figure U-11 Runway centre line (longitudinal spacing 15 m) 0.5 to 1.0 (white light)
for CAT III
0.25 to 0.5 (white light)
for CAT I, II
Figure U-12 Runway end 0.25 to 0.5 (red light)
Figure U-13 Runway edge (45 m runway width) 1.0 (white light)
Figure U-14 Runway edge (60 m runway width) 1.0 (white light)

(e) The beam coverages in the Figures provide the necessary guidance for approaches down to an
RVR of the order of 150 m and take-offs down to an RVR of the order of 100 m.
(f) Horizontal angles are measured with respect to the vertical plane through the runway centre
line. For lights other than centre line lights, the direction towards the runway centre line is
considered positive. Vertical angles are measured with respect to the horizontal plane.
(g) Where, for approach centre line lights and crossbars and for approach side row lights, inset
lights are used in lieu of elevated lights, e.g. on a runway with a displaced threshold, the
intensity requirements can be met by installing two or three fittings (lower intensity) at each
position.
(h) The importance of adequate maintenance cannot be overemphasised. The average intensity
should never fall to a value less than 50 % of the value shown in the Figures, and it should be
the aim of aerodrome operator to maintain a level of light output close to the specified
minimum average intensity.
(i) The light unit should be installed so that the main beam is aligned within one-half degree of the
specified.
Figure U-16. Isocandela diagram for taxiway centre line (15 m spacing), RELs, no-entry bar, and stop bar lights in straight
sections intended for use in runway visual range conditions of less than a value of 350 m where large offsets can occur
and for low-intensity runway guard lights, Configuration B
Notes:
(a) These beam coverages allow for displacement of the cockpit from the centre line up to distances
of the order of 12 m and are intended for use before and after curves.
(c) Increased intensities for enhanced rapid exit taxiway centre line lights are four times the
respective intensities in the figure (i.e. 800 cd for minimum average main beam).

Figure U-17. Isocandela diagram for taxiway centre line (15 m spacing), no-entry bar, and stop bar lights in straight
sections intended for use in runway visual range conditions of less than a value of 350 m
Notes:
(a) These beam coverages are generally satisfactory and cater for a normal displacement of the
cockpit from the centre line of approximately 3 m.
Figure U-18. Isocandela diagram for taxiway centre line (7.5 m spacing), RELs, no-entry bar, and stop bar lights in curved
sections intended for use in runway visual range conditions of less than a value of 350 m
Notes:
(a) Lights on curves to be toed-in 15.75 degrees with respect to the tangent of the curve. This does
not apply to RELs.
(b) Where provided, increased intensities for RELs should be twice the specified intensities, i.e.
minimum 20 cd, main beam minimum 100 cd, and minimum average 200 cd.

Figure U-19. Isocandela diagram for taxiway centre line (30 m, 60 m spacing), no-entry bar, and stop bar lights in
straight sections intended for use in runway visual range conditions of 350 m or greater
Notes:
(a) At locations where high background luminance is usual, and where deterioration of light output
resulting from dust, snow, and local contamination is a significant factor, the cd-values should
be multiplied by 2.5.
(b) Where omnidirectional lights are used they should comply with the vertical beam requirements
in this Figure.
Figure U-20. Isocandela diagram for taxiway centre line (7.5 m, 15 m, 30 m spacing), no-entry bar, and stop bar lights in
curved sections intended for use in runway visual range conditions of 350 m or greater
Notes:
(a) Lights on curves to be toed-in 15.75 degrees with respect to the tangent of the curve.
(b) At locations where high background luminance is usual and where deterioration of light output
resulting from dust, snow and, local contamination is a significant factor, the cd-values should
be multiplied by 2.5.

(c) These beam coverages allow for displacement of the cockpit from the centre line up to distances
of the order of 12 m as could occur at the end of curves.
Curve a b c d e
Intensity (cd) 8 20 100 450 1800
Figure U-21. Isocandela diagram for high-intensity taxiway centre line (15 m spacing), no-entry bar, and stop bar lights
in straight sections intended for use in an advanced surface movement guidance and control system where higher light
intensities are required and where large offsets can occur.
Notes:
cockpit corresponding to the outer main gear wheel on the taxiway edge.

Curve a b c d e
Intensity (cd) 8 20 100 450 1800
Figure U-22. Isocandela diagram for high-intensity taxiway centre line (15 m spacing), no-entry bar, and stop bar lights
in straight sections intended for use in an advanced surface movement guidance and control system where higher light
intensities are required
Notes:
cockpit corresponding to the outer main gear wheel on the taxiway edge.

Curve a b c d
Intensity (cd) 8 100 200 400
Figure U-23. Isocandela diagram for high-intensity taxiway centre line (7.5 m spacing), no-entry bar, and stop bar lights
in curved sections intended for use in an advanced surface movement guidance and control system where higher light
intensities are required
Notes:
(a) Lights on curves to be toed-in 17 degrees with respect to the tangent of the curve.
Figure U-24. Isocandela diagram for high-intensity runway guard lights, Configuration B

Notes:
(a) Although the lights flash in normal operation, the light intensity is specified as if the lights were
fixed for incandescent lamps.
Figure U-25. Grid points to be used for calculation of average intensity of taxiway centre line and stop bar lights
Collective notes to Figures U-16 to U-25:

(a) The intensities specified in Figures U-16 to U-24 are in green and yellow light for taxiway centre
line lights, yellow light for runway guard lights, and red light for stop bar lights.
(b) Figures U-16 to U-24 show the minimum allowable light intensities. The average intensity of the
main beam is calculated by establishing grid points as shown in Figure U-25, and using the
intensity values measured at all grid points located within and on the perimeter of the rectangle
representing the main beam. The average value is the arithmetic average of the light intensities
measured at all considered grid points.
(c) No deviations are acceptable in the main beam or in the innermost beam as applicable, when
the lighting fixture is properly aimed.
(d) Horizontal angles are measured with respect to the vertical plane through the taxiway centre
line, except on curves where they are measured with respect to the tangent to the curve.
(e) Vertical angles are measured from the longitudinal slope of the taxiway surface.
(f) The importance of adequate maintenance cannot be overemphasised. The intensity, either
average where applicable or as specified on the corresponding isocandela curves, should never
fall to a value less than 50 % of the value shown in the figures, and it should be the aim of
aerodrome operator to maintain a level of light output close to the specified minimum average
intensity.
(g) The light unit should be installed so that the main beam or the innermost beam as applicable,
is aligned within one-half degree of the specified requirement.

Figure U-26. Light intensity distribution of PAPI and APAPI
Notes:
(a) These curves are for minimum intensities in red light.
(b) The intensity value in the white sector of the beam is no less than 2 and may be as high as 6.5
times the corresponding intensity in the red sector.
(c) The intensity values shown in brackets are for APAPI.
Figure U-27. Isocandela diagram for each light in low-intensity runway guard lights, Configuration A

Notes:
(b) The intensities specified are in yellow light.
Figure U-28. Isocandela diagram for each light in high-intensity runway guard lights, Configuration A
Notes:
(b) The intensities specified are in yellow light.
Figure U-29. Isocandela diagram for take-off and hold lights (THL) (red light)

Notes:
𝑥2 𝑦2
+ =1 a 5.0 7.0
𝑎2 𝑏2
b 4.5 8.5
(b) See collective notes for Figures U-5 to U-15 and Figure U-29
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/4]
GM1 ADR-DSN.U.940 Aeronautical ground light characteristics


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CS-ADR-DSN, Issue 6 CHAPTER R — VISUAL AIDS FOR

DENOTING RESTRICTED USE AREAS

CHAPTER R — VISUAL AIDS FOR DENOTING

Figure R-1. Runway and taxiway closed markings

Annex to ED Decision 2022/006/R Page 276 of 328

GM1 ADR-DSN.R.855 Closed runways and taxiways, or parts

CS ADR-DSN.R.860 Non-load-bearing surfaces

GM1 ADR-DSN.R.860 Non-load-bearing surfaces

Annex to ED Decision 2022/006/R Page 277 of 328

Figure GM-R-1. Marking of non-load bearing paved taxiway surface

CS ADR-DSN.R.865 Pre-threshold area

Annex to ED Decision 2022/006/R Page 278 of 328

Figure R-2. Pre-threshold area marking

GM1 ADR-DSN.R.865 Pre-threshold area

CS ADR-DSN.R.870 Unserviceable areas

GM1 ADR-DSN.R.870 Unserviceable areas

Annex to ED Decision 2022/006/R Page 279 of 328

Annex to ED Decision 2022/006/R Page 280 of 328

CHAPTER S — ELECTRICAL SYSTEMS

GM1 ADR-DSN.S.875 Electrical power supply systems for air

Annex to ED Decision 2022/006/R Page 281 of 328

CS ADR-DSN.S.880 Electrical power supply systems

Annex to ED Decision 2022/006/R Page 282 of 328

Runway Lighting aids requiring power Maximum switch-over time

Precision approach Approach lighting system 15 seconds

Precision approach Inner 300 m of the approach lighting system 1 second

Runway meant for Runway edge 15 secondsc

Annex to ED Decision 2022/006/R Page 283 of 328

GM1 ADR-DSN.S.880 Electrical power supply

CS ADR-DSN.S.885 System design

GM1 ADR-DSN.S.885 System design

Annex to ED Decision 2022/006/R Page 284 of 328

GM1 ADR-DSN.S.890 Monitoring

Annex to ED Decision 2022/006/R Page 285 of 328

CHAPTER T — AERODROME OPERATIONAL SERVICES,

GM1 ADR-DSN.T.900 Emergency access and service roads

Annex to ED Decision 2022/006/R Page 286 of 328

CS ADR-DSN.T.905 Fire stations

GM1 ADR-DSN.T.905 Fire stations

Annex to ED Decision 2022/006/R Page 287 of 328

CS ADR-DSN.T.910 Equipment frangibility requirements

GM1 ADR-DSN.T.910 Equipment frangibility requirements

CS ADR-DSN.T.915 Siting of equipment and installations on

if it would endanger an aircraft, or

Annex to ED Decision 2022/006/R Page 288 of 328

GM1 ADR-DSN.T.915 Siting of equipment and installations on

Annex to ED Decision 2022/006/R Page 289 of 328

GM1 ADR-DSN.T.920 Fencing

Annex to ED Decision 2022/006/R Page 290 of 328

CS ADR-DSN.T.921 Autonomous runway incursion warning system

GM1 ADR-DSN.T.921 Autonomous runway incursion warning

Annex to ED Decision 2022/006/R Page 291 of 328

Annex to ED Decision 2022/006/R Page 292 of 328

Annex to ED Decision 2022/006/R Page 293 of 328

Annex to ED Decision 2022/006/R Page 294 of 328

CHAPTER U — COLOURS FOR AERONAUTICAL

GM1 ADR-DSN.U.925 General

CS ADR-DSN.U.930 Colours for aeronautical ground lights

Annex to ED Decision 2022/006/R Page 295 of 328