7754 Vol 1 Flyleaf - ICAO Public Maps

III-2 EUR BASIC ANP
Runway visual range
9. A secondary power supply should be provided for
runway visual range (RVR) observing systems which use
instrumental means.
Visual and non-visual aids for aerodrome operations
10. The provision of non-visual and visual aids for
aerodrome operations should take into account:
a) aircraft performance characteristics of those aircraft
likely to use the aerodrome in question;
b) prevailing meteorological conditions;
c) use of the aerodrome at night or during low visibility
conditions;
d) aerodrome layout;
e) expected traffic density; and
f) other relevant local conditions.
11. The provision of approach, runway and taxiway
lighting, should be in accordance with the Standards and
Recommended Practices detailed in Annex 14, Vol-ume I,
for the appropriate runway type of approach or take-off
operations.and the European Guidance Material on
Aerodrome Operations under Limited Visibility Conditions,
EUR Doc 013.
12. In addition to the Standards of Annex 14, Chapter
5, visual approach slope indicator or precision approach
path indicator systems should be provided for all runways
to be used by aircraft engaged in commercial air transport
operations.
13. During low visibility operations, the sensitive area
associated with radio navigation aids required for the
conduct of instrument approaches and take-offs should
be kept clear from obstacles likely to interfere with their
functioning and use.
14. The immediate vicinity of visual aids required for
the conduct of instrument approaches and take-offs should
be made accessible so that this area can be kept clear from
snow, ice and obstructions likely to interfere with their
correct functioning and use.
Non-precision approach aids
15. Where required by the topographic and/or
environmental situation of an aerodrome, improved track
guidance during departure and/or approach by specific
non-visual and/or visual aids should be provided even if
such aids would not normally be required in accordance
with the above provisions.
16. At aerodromes used by international general
aviation only, consideration should be taken of the location
of existing navigation aids provided for other purposes in
relation to the aerodrome in question and their potential use
for approach purposes. Specific approach and landing aids
should only be provided if this is warranted from a cost
effectiveness point of view.
17. When it has been determined that navigation
guidance to an aerodrome without precision approach is
required and this requirement cannot be met by use of a
suitable ground based radio navigation aid or by Global
Navigation Satellite System (GNSS) it should be covered
by the provision of a VOR on or in the vicinity of that
aerodrome and located so that it permits the establishment
of a straight-in non-precision approach procedure for the
aerodrome, based on that VOR.
Precision approach aids/Approach with vertical guidance
18. Regardless of prevailing weather conditions,
aircraft engaged in commercial air transport operations
have a need for precise approach path guidance during
approach and landing. The type of approach aid and
associated appropriate visual aids required are dependant
on the operational needs. Depending on the Obstacle
Clearance Altitude/Height (OCA/H) required, approach
procedures with vertical guidance (APV) (baro-VNAV
and/or augmented GNSS) shall make use of either
non-precision approach or precision approach aids.
Note 1.— GBAS might be considered in the future as an
alternative navigation aid for CAT II and III precision
approach and landing.
Note2.— As agreed by ICAO EANPG Conclusion 50/14
– PBN Implementation and Harmonisation Strategy, the
target date for the completion of implementation for the
approach procedures with vertical guidance (APV)
(APV/baro-VNAV and/or APV/SBAS) for all instrument
runway ends in ICAO EUR Region in 2016.