CS ADR-DSN.S.875 Electrical power supply systems for air navigation facilities
ED Decision 2014/013/R
(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
ED Decision 2016/027/R
(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
ED Decision 2021/004/R
(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 Runway edgeb Runway thresholdb Runway endb Obstaclea Stopway end Stopway edge |
See |
Non-precision approach |
Approach lighting system Visual approach slope indicatorsa, d Runway edged Runway thresholdd Runway endd Obstaclea Stopway end Stopway edge |
15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds |
Precision approach Category I |
Approach lighting system Runway edged Visual approach slope indicatorsa, d Runway thresholdd Runway end Essential taxiwaya Obstaclea Stopway end Stopway edge |
15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds 15 seconds |
Precision approach Category II/III |
Inner 300 m of the approach lighting system Other parts of the approach lighting system Obstaclea Runway edge Runway threshold Runway end Runway centre line Runway touchdown zone Runway guard lights All stop bars Essential taxiway Stopway end Stopway edge |
1 second 15 seconds 15 seconds 15 seconds 1 second 1 second 1 second 1 second 15 seconds 1 second 15 seconds 1 second 15 seconds |
Runway meant for take-off in runway visual range conditions less than a value of 800 m |
Runway edge Runway end Runway centre line All stop bars Essential taxiwaya Obstaclea Stopway end Stopway edge |
15 secondsc 1 second 1 second 1 second 15 seconds 15 seconds 1 second 15 seconds |
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
ED Decision 2016/027/R
(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
ED Decision 2014/013/R
(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
ED Decision 2016/027/R
Guidance on means of providing this protection is given in ICAO Doc 9157, Aerodrome Design Manual, Part 5, Electrical Systems.
[Issue: ADR-DSN/3]
ED Decision 2021/004/R
(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]
ED Decision 2016/027/R
(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]
ED Decision 2021/004/R
Intentionally left bank
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/5]
ED Decision 2021/004/R
Intentionally left bank
[Issue: ADR-DSN/3]
[Issue: ADR-DSN/5]