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“Step Out From the Old to the New”

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“Knowledge is such a treasure which cannot be stolen”

“Invent a New India Using Knowledge”

है”ह”ह

IS 11116 (1984): Code of Practice for Lighting for AirportAprons [ETD 24: Illumination Engineering and Luminaries]

l[S : 11116 - 1984 \

hdian Standard

CODE OF PRACTICE FOR LIGHTING FOR AIRPORT APRONS

Illuminating Engineering and Luminaires Sectional Committee, ETDC 45

Chairman

SHRI G. K. KHEYANI

Members

SURVEYOR OB WORKS

Representing

Central Public WorksDepartment, New Delhi

( ELECTRICAL )-III (Alternate to Shri G. K. Khemani )

SHRI G. K. AITRAL Bajaj Electricals Ltd, Bombay SHRIJAQDISH SHARAN (Alternate)

SHRI P. K. BANDYOPADHYAY SRRI P. K. SANYAL ( Alternate)

Peico Electronics & Electricals Ltd, Bombay

SHRI G. BHAT~AOHARYA National Test House, Calcutta SHRI P. C. PRADHAN ( Alternate )

SHRI N. S. CRARI Crompton Greaves Ltd, Bombay SHRI V. R. MAJUMDAR ( Alternate )

SHRIN.S.CHARI Asso;$oDn lh;f Indian Engineering Industry, e

SHRI A. MUKHERJEE ( Alternate ) SRRI H. N. GUPTA Directorate General Factory Advice Services &

Labour Institutes ( Ministry of Labour ), Bombay

SHRI V. S. SASIKUMAR ( Alternate ) JOINT DIRECTOR STANDARDS Railway Board, Ministry of Railways

(ELECT ) TLM, RDSO DEPUTY DIRECTOR STANDARDS,

TLM ( Alternate ) SHRI R. V. NARAYANAN Directorate General of Supplies & Disposals,

New Delhi SHRI ANIL GUPTA ( Alternate )

SHRI V. H. NAVKAL The Bombay Electric Supply & Transport Undertaking, Bombay

SRRI S. H. MILLAR ( Alternate ) SHRI U. S. NI~AM Central Mining Research Station ( CSIR ),

Dhanbad SHRI M. R. PAUL ( Alternate )

( Continued on page 2 )

0 Copyright 1985

INDIAN STANDARDS INSTITUTION

This publication is protected under the Indian Cofiyright Act ( XIV of 1957 ) and reproduction in whole or in part by any means except with written permission of the

publisher shall be deemed to be an infringement of copyright under the said Act.

IS:11116 - 1984 i?!FqpJ

( Continwd from page 1)

Members

%iRI S. B. NIYOQI

SFRI J. K. GHOSH (Ahrnate )

Representing

Directorate of Technical Development and Production ( Air )

The General Electric Co of India Ltd, Calcutta

Engineer-in-Chief’s Branch, Army Headquarters ‘e )

SHRI J. R. PARI SHRI S. K. NEOUI ( Alternate )

LT-COL B. B. RAJPAL SHRI R. S. KANWAR ( Allerr&

SHRI K. S. SARMA National Physical Laboratory ( CSIR ), New Delhi

SHRI K. P. SHANBHOQUE National Industrial Development Corporation Ltd, New Delhi

SHXU H. SINEA Illuminating Engineering Society of India, Calcutta

SHRI K. K. ROHATQI ( Alternate ) SERI v. K. SOOD The Mysore Lamp Works Ltd, Bangalore

SHRI SURESH DEINORA ( Alternate ) SHRI P.N. SRINIVASAN PNS Lighting Design & Consultancy, Bangalore SHRI G. S. SRIVASTAVA Metallurgical Engineering & Consultants, Rsnch

SHRI H. S. SAINI ( Alternate ) SHRI G. N. TEADANI Engineers India Ltd, New Delhi

SHRI S. K. GHOSE ( Alternate ) SHRI S. P. SACHDEV, Director General, IS1 ( Ex-o&i0 Member )

Director ( Elec tech )

Secretary

SHRI SURE Bra SINQH Deputy Director ( Elec tech ), IS1

2

IS : 11116 - 1984

Indian Standard

CODE OF RRACTICE FOR LIGHTING FOR AIRPORT APRONS

0. F 0 R E W O’R‘D

0.1 This Indian Standard was adopted by the Indian Standards Institution on 25 April 1984, after the draft finalized by the Illuminating Engineering and Luminaires Sectional Committee had been approved by the Electro- technical Division Council.

0.2 An apron is a defined area on a land aerodrome intended to accom- modate aircraft for the purpose of embarkation and disembarkation of passengers, loading and unloading of mail or cargo, refuelling and parking or maintenance. Aircraft would normally be expected to move (into these areas under their own power or by towing and adequate lighting is necessary to enable these tasks to be performed safely and efficiently at night.

0.3 In the preparation of this code, considerable assistance has been taken from the following:

a) International Standards and Recommended Practices, Aero- dromes, Annexure 14 ( 1976 ) Ed 7, International Civil Aviation Organization.

b) Aerodrome Design Manual: Part 4 Visual Aids (jut edition 1976 ), International Civil Aviation Organization.

0.4 For the purpose of deciding whether a particular requirement of this standard is complied with, the final value, observed or calculated, expres- sing the result of a test or analysis, shall be rounded off in accordance with IS : 2-1960*. The number of significant places retained in the rounded of? value should be the same as that of the specified value in this standard.

1. SCOPE

1.1 This code covers the guidelines for design, installation, and maintenance of lighting for airport aprons.

*Rules for rounding off numerical values ( revised ).

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IS: 11116 - 1984

2. FUNCTIONS OF APRON LIGHTKNG

2.1 Primary functions of apron flood-lighting systems are:

4

b)

cl

to assist the pilot to taxi his aircraft into and out of the final parking position;

to provide lighting suitable for embarkation and disembarkation of passengers, personnel to perform the functions of loading and unloading cargo, refuelling and performing other apron service functions; and

to maintain airport security.

3. PERFORMANCE REQUIREMENTS

3.1 Illuminance and Uniformity

3.1.1 An average illuminance of not less than 20 lux is required for colour perception and is considered the minimum requirement for the tasks to be carried out on the aircraft stands. In order to provide optimum visibility, it is essential that illuminance on the aircraft stand should be uniform within a ratio of 4 to 1 ( average to minimum ). The average vertical illuminance at a height of 2 m above the apron should not be less than 20 lux in relevant directions.

3J.2 To maintain acceptable visibility conditions the average horizontal illuminance on the apron, except where service functions are taking place should not be less than 50 percent of the average horizontal illuminance of the aircraft stands within a uniformity ratio of 4 to 1 ( average to minimum ) in this area.

3.1.3 The area between the aircraft stands and the apron limit ( service equipments, par king area, service roads ) should be illuminated to an average horizontal illuminance of 10 lux. If the higher mounted flood light does not light this area adequately, then glare free street lighting type luminaires should be used.

3.1.4 Some examples of illaminance on aprons are presented in Fig. 1 to 4.

3.2 Glare Control

3.2.1 The light distribution of the luminaires and their aiming should be such as to cause minimum glare to the pilot, operating staff in the control tower, local apron controllers, servicing personnels, passengers and others working in the apron area.

3.2.2 Aiming of flood-lights should be as far as practicable, in the direction away from the control tower or landing aircraft. Direct light above the horizontal plane through a flood-light should be restricted to the rnndiyrn. Some examples of glare control on aprons are given in Fig. 5

.

4

IS : 11116 - 1984

FIG. 1 TYPICAL ISOLUX CURVES FOR HORIZONTAL ILLUMINANCE

IS:11116 - 1984

0 I”“““‘1

0 20 10 30 40 504

E N

I I -~_- -.------___t 4

FIG. 2 TYPICAL AVERAGE VERTICAL ILLUMINANCE AT 2 m HEIGHT

6

IS : 11116 - 1984

ERMINkL BUILDING‘”

-+-7~~!20~ ’

tq 0100 m

I I lIIII1lll.l

FIG. 3 TYPICAL ISOLUX CURVES FOR HORIZONTAL ILLUMINANCE

‘ERMINAL BUILDING

Eva, -_ 2.7 J Evw _~2 Ev min Ev min

Ev,, i LO lux

E&3” -=2 1

Evmin

FIG. 4 TYPICAL AVERAGE VERTICAL ILLUMINANCE AT 2 m HEIGHT

7

FIG. 5 AIMING TO AVOID

m MINIMAL LIGHT M NO (DIRECT) LIGHT

GLARE

m MINIMAL LIGHT

m NO (DIRECT) LlGHl

FIG. 6 MOUNTING HEIGHT TO AVOID GLARE

3.2.3 Mounting height of the flood-light luminaires should be at least 2 times the maximum aircraft eye height of pilots of aircrafts regularly using the airport ( see Fig. 6 ).

3.2.4 The flood-light luminaires may have to be provided with screening louvres or to be specially designed to give double asymmetrical light distribution.

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IS : 11116 - 1984

4. DESIGN CRITERIA

4.1 Lighting Aspects

4.1.1 In addition to the design criteria derived from the performance requirements, the following aspects should be considered in designing an apron area flood-lighting system:

a) The height of the apron flood-lighting towers should be in accor- dance with the relevant obstacle clearance requirements which have been stipulated by the statutory authorities so as to permit the intended aeroplane operations at the aerodromes to be conducted safely. Accordingly, the starting at a distance of 150 m on either side from the centre line of the runway, the clearance lines should run upwards at an inclination of 1 : 7 away from each side of the runway ( see Fig. 7 ).

b) Wing clearance tolerances.

c) Obstructions in the view of control tower personnel should be avoided. In this respect special attention should be paid to the location and the height of the flood-lighting towers.

d) The arrangement and aiming of flood-light luminaires should be such that the aircraft stands receive light from different directions to minimize shadows. Better results are obtained from illumina- tion of the total area than by directing individual flood-lights at the aircraft. Some examples of such lighting systems are shown in Fig. 8 and 9.

4.2 Physical Aspects

4.2.1 During the design stage of an airport due consideration should be given to the physical aspects of the apron, in order to provide an efficient apron area flood-lighting. The ultimate choice of the location and height of the flood-lights particularly depends upon:

a) Dimensions of apron(s),

b) Arrangements of aircraft stands,

c) Taxiway arrangement and traffic scheme,

d) Adjacent areas and building, specially control tower(s), and

e) Location and status of runway(s) and helicopter landing areas.

4.3 Light Sources

4.3.1 While selecting the light sources due consideration should be given to the salient features like size, luminous efficacy, optical control, colour appearance and colour rendering properties, etc.

F10.8 TYPICAL ARRANGEMENTANDAIMINGFORPARALLELPARKING

I l ’ I FIG. 9 TYPICAL ARRANGEMENT AND AIMING FOR NOSE-IN PARKING

4.3.2 Spectral distribution of light sources should be such that all colours used for aircraft markings connected with routine servicings and surface and obstruction marking can be correctly identified. From the point of view of energy conservation due consideration should be given in the selection of the lamps. 4.4 Laminaires

4.4.1 The optical system of the luminaires is the most important criteria. Depending upon location of the luminaire and area to be covered, symmetrical, asymmetrical or double asymmetrical distribution of flood-lighting can be selected which again can be of wide beam or narrow beam type. 4.5 Supplementary Lighting

4.5.1 Wherever general illumination is not sufficient but require higher illumination for a paricular task or to improve uniformity or to minimize the shadows supplementary lighting can be provided by using portable telescopic mast.

IS : 11116 - 1984

4.6 Maintenance 4.6.1 The lighting system should be so designed that the maintenance

expenses can be minimised to a reasonable value. If access to luminaires is difficult, the lamps would be changed on a group replacement basis. Since the cost of replacing lamps in high mounted luminaires can be significant, long life lamps should be used to avoid frequent replacements. Where possible the luminaires should be so placed that they will be easily accessible without using special equipment. Tall poles should be equipped with pole-steps or raising and lowering devices for servicing.

5. EMERGENCY LIGHTING

5.1 To cover the possibility of power failure, provision should be made for sufficient illumination to ensure passenger safety and airport apron security. During emergency lighting, an average illuminance of not less than 5 lux should be achieved preferably with the help of halogen lamps or incandescent lamps, uniformly distributed among all the apron flood-

, lighting masts/towers. Alternatively, few high presume discharge lamps luminaires may be arranged to run continuously on essential power supply so that in the event of normal power supply failure, emergency lighting level is available as mentioned ~above.

6. OBSTRUCTION LIGHTS

6.0 Each flood-light tower should be provided with adequate numbers of omni-directional obstruction lights with red prisms. The optical system of each fitting should consist of two specially designed aviation red prismatic glass domes to give a symmetric light distribution. Obstruction light shall have intensity sufficient to ensure conspicuity considering the intensity of the adjacent lights land the general level of rillumindtion against which they would normally be viewed. In no case shall the intensity be less than 10 candelas of red light. The glass domes should have smooth exterior with prisms on the inside surface.

7: WIRING

7.0 The normal power supply ( non-essential ) shall be made available to each tower terminating in a distribution board. Emergency ( essential ) power supply shall also be supplied and terminated in a separate distinct distribution board.

8. EARTHING

8.0 All flood-light fittings, obstruction lights and emergency light fittings and their accessories shall be earthed with the flood-light tower as per the requirements given in the relevant Indian Standards.

9. TESTING

9.0 Luminaires and accessories shall conform to the test requirements of relevant Indian Standards.

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