49
Aviation Safety Council Taipei, Taiwan GE222 Occurrence Investigation Factual Data Collection Group Report Airport and Navigation Aids Group December 26, 2014 ASC-FRP-14-12-06
Aviation Safety Council
Taipei, Taiwan
GE222 Occurrence Investigation
Factual Data Collection
Group Report
Airport and Navigation Aids Group
December 26, 2014
ASC-FRP-14-12-06
Intentionally Left Blank
Contents
I. Team Organization ................................................................................................. 1
II. History of Activities ................................................................................................ 2
III. Factual Description ................................................................................................. 3
1.8 Aids to Navigation ............................................................................................ 3
1.8.1 VOR/DME ................................................................................................. 3
1.8.2 Instrument Landing System ....................................................................... 6
1.10 Aerodrome ...................................................................................................... 7
1.10.1 Airside basic information ......................................................................... 7
1.10.2 Runway Approach Lighting Systems ...................................................... 9
1.10.3 Runway lighting system ......................................................................... 13
1.10.4 The lighting control system ................................................................... 14
1.10.5 Airport obstacle limitation surfaces ....................................................... 19
1.10.6 Information from Airport CCTV ........................................................... 21
IV. Appendices ............................................................................................................ 23
Appendix 6-1 Magong VOR monitoring receiver log .......................................... 23
Appendix 6-2 ICAO regulations regarding airport lighting systems .................... 25
Appendix 6-3 Runway lights status on scene confirming records ........................ 29
Appendix 6-4 the daily inspection records of lights ............................................. 30
Appendix 6-5 the photos extracted from Aiport CCTV camera No.7 .................. 32
Appendix 6-6 the photos extracted from Aiport CCTV camera No.9 .................. 39
V. Attachment List ..................................................................................................... 46
1
I. Team Organization
Chairman:
Peida Lin
Aviation Safety Council (ASC), Taiwan ROC
Members:
1. Ping-Hong Jin
Civil Aeronautics Administration (CAA), Taiwan ROC
2. Shih-Ping Lee
Civil Aeronautics Administration (CAA), Taiwan ROC
3. Chuan-En Hung
Air Navigation & Weather Service, Civil Aeronautics Administration
(CAA), Taiwan ROC
4. Kuan-Sheng Lee
Air Navigation & Weather Service, Civil Aeronautics Administration
(CAA), Taiwan ROC
5. Ming-Dar Shieh
Air Navigation & Weather Service, Civil Aeronautics Administration
(CAA), Taiwan ROC
2
II. History of Activities
Date Activities
7/24/14 Airport and Navaid Group established and launched to
Magong
7/25/14
to
7/28/14
Collected:
A. Airport Lights Chart.
B. Obstacle limitation surfaces and elevation chart.
C. Airport CCTV.
D. The village house distribution plot from local police.
7/29/14
1. Visited :
A. Navaid maintenance station.
B. VOR monitoring station.
2. Interviewed:
A. Chief of navaid maintenance station
B. Navaid maintenance staff
3. Collected:
A. Airport lights distribution.
B. Navaid maintenance log.
C. Malfunction log.
D. Photos of airfield lighting control panel in tower,
navaid maintenance station, VOR/DME station.
E. Light intensity phone records.
7/30/14 Visited and Collected the airport surrounding elevation data
from CAA
8/11/14 Group Review Meeting
11/27/14 Group factual report verification
3
III. Factual Description
1.8 Aids to Navigation
1.8.1 VOR/DME
VHF Omni-directional Range, VOR, provides aircraft radius information
to VOR ground station which is a clockwise direction of magnetic north
azimuth data. Airborne VOR receiver receive the reference phase signal
and a variable phase signal that VOR ground station transmits. Through
comparison of phase between these two signals, airborne VOR receiver
will obtain the relative radius information (magnetic azimuth) between
aircraft and VOR ground station and is indicated by aircraft instruments.
Flight crew follow selected courses of as indicated by instruments to fly,
and will achieve the purposes to maintain enroute directions or complete
final approach.
VOR antenna is installed to transmit azimuth information of horizontally
polarized wave covered within 0 to 40 degrees elevation range. While an
aircraft flies toward VOR on a selected course, the Course Deviation
Indicator (CDI) of aircraft will show "TO" VOR. After passing through
VOR, CDI will show "FROM" VOR. Rest of elevation range between +40
to -40 degrees is VOR signal cone of silence.
Magong VOR is currently a DVOR (Doppler type), renovated from
CVOR(Conventional type) on June 1, 2013. The DVOR system has more
robustness in resisting multipath interference than traditional CVOR. This
DVOR is produced by SELEX (Italy), model DVOR1150A with dual
transmitters, dual monitors and dual power supplies to ensure VOR signal
integrity and continuity. Its frequency is 115.2MHz, call sign MKG (see
Figure 1.8-1). There are two main functions of this DVOR, enroute VOR,
which navigates aircraft in flight route A1 and W6 and terminal VOR,
which acts as final approach navaids of both Runway 02 and Runway 20.
DME (Distance Measuring Equipment) provides aircraft distance
information. The interrogators of aircraft transmit interrogation pulses of
UHF (Ultra High Frequency) band to a ground DME transponder. The
ground transponder automatically transmits pulses in response to inquiries.
Based on the time difference of received waves, the projected distance is
measured.
Magong DME was replaced on June 1, 2013. It was produced by SELEX
(Italy), model DME1119A with dual transmitters, dual monitors and dual
power supplies, and is at the same location with DVOR to use for enroute
and final approach navigation. Its frequency is 115.2MHz, call sign MKG.
4
According to interview notes (Refer to Attachment 6-1) of navaid
maintenance staffs, the monitoring antenna of DVOR located at 92 meters
away from the center of VOR antenna, bearing 48.2°. If VOR course signal
deviation occurs more than ± 0.8 degree, the receivers on ground station
will show "Alert" warnings with yellow light for the duty officer of navaid
maintenance staffs. If the detected signal deviation is more than ± 0.9 °, the
receivers on ground station will show "Alarm" warnings with red light. If
this "Alarm" remains more than 30 seconds, the operating machine will
shutdown, and automatically switch to the standby machine 20 seconds
later. If this problem still persists in the standby machine, it will shut down
immediately. Fifty seconds later, the above restart logic will reiterate again.
If no success it will be totally shutdown. If such shutdown happens, the
duty officer of navaid maintenance staffs should notify the control tower,
and immediately publish NOTAM (Notice to Airmen, NOTAM). The
signal monitoring antenna is shown in Figure 1.8-2. The receiver of main
computer is shown in Figure 1.8-3.
There was no "Alert" or "Alarm" and "shutdown" recorded from the VOR
monitoring system since July 15. (see Appendix 6-1)
The last flight tests before the occurrence for Magong VOR was hold on
May 06, 2014. All detected signal deviation was within standard tolerance.
A final comment in the test report is "unlimited to use". Another flight test
after accident for Magong VOR was held on August 11, 2014. All detected
signal deviation was within standard tolerance. (Refer to Attachment 6-2)
There was no pilot complain since its commission on June 1, 2013.
This VOR had two system failure events a year before this occurrence.
These failure events were self detected automatically by its monitoring
system. In Sep 30, 2013, there was a failure event for 19 hours and 40
minutes due to a carrier coaxial latching relay failure. In Oct 23, 2013,
there was a failure event for 1 hours and 17 minutes due to carrier power
amplifier and directional coupler failures.
5
Figure 1.8-1 Magong DVOR and its ground station
Figure 1.8-2 Magong VOR monitoring antenna
6
Figure 1.8-3 Magong VOR monitoring receiver
1.8.2 Instrument Landing System
Runway 20 is not equipped with an Instrument Landing System(ILS) but
Runway 02 is equipped with, the ILS 420 system produced by THALES
Italian. This ILS was commissioned in December 2005. The localizer
working frequency is 109.1MHz, dual-band, dual transmitters, dual
monitors and dual power supplies. The localizer is equipped with LPD
antenna array (log-periodic dipole array) that does not provide back course
signal.
A precision approach and landing environment requires several
components. The localizer provides final approach azimuth navigation
information to landing aircraft. The localizer antenna sends a VHF carrier
signal with 90-Hz and 150-Hz sideband frequencies that the aircraft
instruments determine as left and right of the centerline. The landing
aircraft interprets these signals and displays them on the cockpit indicator
guiding the pilot until the runway is in sight.
The glide slope sends a UHF carrier signal with 90-Hz and 150-Hz
sideband frequencies that aircraft instruments determine as above or below
the desired glide path. This glide path is approximately 3 degrees to the
horizon.
In addition to the localizer and glide slope, runway requires proper lights
and markings along with an approach lighting system. Other components
may be required, such as Runway Visual Range (RVR).
CAA provides summary report regarding the assessment report of
constructing an ILS system with proper approach lightings at Runway 20.
According to this report, An ILS system will be constructed for Runway 20
by 2016. (Refer to Attachment 6-3)
7
1.10 Aerodrome
1.10.1 Airside basic information
Magong Airport1 is located 10.2km northeast of Magong City, ICAO
aerodrome code RCQC. The elevation of the airport is 103 feet. The
magnetic variation is 3° with annual change at 0.02° since 2004. The
airport operation hours for administration is 23:00-14:00 (UTC). The
category for firefighting is CAT 7 with the rescue equipments include 3 fire
engines (total capacity: water 30,000 liters, foam 3,720 liters). The largest
type of aircraft that the airport is equipped to tow is Airbus 321.
Magong Airport has a physical runway with threshold 02 and 20. Runway
02 with magnetic bearing 21.67° is 3,000 meter long, 45 meters wide, 103
feet in elevation at the threshold. It has a clearway with 300 meters long
and 60 meters wide and no stopway. Runway 20 with magnetic bearing
201.67° is 46 feet in elevation at the threshold. It has a clearway with 285
meters long and 75 meters wide and no stopway. ( see Figure 1.10-1)
1 AIP (Aeronautical Information publication )TAIPEI FIR effective10 JUL 14
8
Figure 1.10-1 Aerodrome chart of Magong Airport
9
1.10.2 Runway Approach Lighting Systems
Runway 02 has the Medium Intensity Approach Lighting System with
Runway Alignment Indicator Lights (MALSR) installed. This MALSR
uses 7 light bars with 5 white steady burning lights (complied with FAA
FAR 38) separated every 200ft (60 meters). Each light of a light bar was
installed one meter apart. At the 1,000ft (300meters) , there are three light
bars (15 lamps) for added visual reference for pilots on final approach.
There are also 5 sequenced white flash lights every 200ft apart over 1,400ft
(420meters) to 2,400ft (720meters) from the runway threshold. These
flashers were produced by ATG, model PSUV-101/PSUV-102 with
frequency of two per second. Sequenced flashing lights provide additional
visual guidance down the runway centerline path. (see Figure 1.10-2)
MALSR provides visual information to pilots on runway alignment, height
perception, roll guidance, and horizontal references for Category I
Precision Approaches2,. The planned approach visibility is at least 1,800ft
to 0.5 miles, with a decision height of 200ft.
2
https://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/
navservices/lsg/malsr/
10
Figure 1.10-2 Runway 02 approach lighting system
There is no approach lighting system on Runway 20. Referred to ICAO
Annex14 (Attachment 6-5) and CAA "Civil Aerodrome Design and
Operations Specifications"(Attachment 6-7), where physically practicable,
a simple approach lighting system should be provided to serve a
non-precision approach runway. A simple approach lighting system should
consist of a row of lights on the extended centre line of a runway over a
distance of not less than 420 meters from the threshold. The related
regulations are shown in Appendix 6-2.
Based on the measurement, about 500 meters is extended along Runway
20 centerline within the airport area, as shown in Figure 1.10-5.
11
Figure 1.10-3 Approach and runway lighting system on AIP Taipei FIR
Figure 1.10-4 Runway 20 REIL location
12
Figure 1.10-5 Available distance measured from Runway 20 (by Google
Earth)
According to AIP Taipei FIR (referred to Attachment 6-8), REIL (Runway
end identifier lights) were installed on the both side of Runway 20
threshold, as shown in Figure 1.10-3.
The REIL provides rapid and positive identification of the end of the
runway3. The system consists of two types of synchronized flashing lights,
unidirectional or omni-directional. The unidirectional lights face the
approach area. REIL is effective for: identification of a runway surrounded
by a preponderance of other lighting, identification of a runway which
lacks contrast with surrounding terrain, and identification of a runway
during reduced visibility. The REIL provides three intensity settings, and
has an approximate range of three miles during daylight and twenty miles
at night.
There are two white flashing lights installed symmetrically to the runway
20 centre line, in line with the threshold and approximately 10m outside
each line of the runway edge lights4, as show on Figure 1.10-4. These
lights are produced by ATG, model PSUV-101/PSUV-102.The flash
frequency is twice per second, the intensity of REIL is 22,500cd.(Referred
to Attachment 6-6)
3
https://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techop
s/navservices/lsg/reil/ 4 Magong Airport runway/taxiway pavement reconstruction engineering contract
13
1.10.3 Runway lighting system
Both Runway 02 and Runway20 installed 6 fixed bidirectional runway
threshold/end lights5 illuminating in green in the direction of approach to
the runway. The lights were made by OCEM, model SLTE. Runway 02
also installed 10 fixed unidirectional runway threshold lights illuminating
in green in the direction of approach to the runway with wing bar lights.
The lights were made by OCEM, model SLTH. The wing bar lights
illuminating in green symmetrically disposed to the runway centre line at
the threshold in two groups. Each wing bar is formed by 5 lights extending
10 m outward from, and at right angles to, the line of the runway edge
lights, with the innermost light of each wing bar in the line of the runway
edge lights. The lights were made by OCEM, model SLAP. Each light is
210 watt, the maximum light intensity by measurement is between
4,650-7,210cd at Runway 02 side and 4470-7210cd at Runway 20. (Refer
to Attachment 6-4)
The west bound of Runway 02 is equipped with Precision Approach Path
Indicator (PAPI) 400 meters away from the threshold. The lights were
made by ADB, model PAPB-4. Each light is 315 watt, the maximum light
intensity by measurement is between 385,000-437,000 cd.
The east bound of Runway 20 is equipped with Precision Approach Path
Indicator (PAPI) 321 meters away from the threshold. The lights were
made by Crouse-Hinds, model 880-3-B. Each light is 200 watt, the
maximum light intensity by measurement is between 157,000-228,000 cd.
Both Runway 02 and Runway 20 have white/yellow runway edge lights
installed with two circuits on both sides of the runway edges separated
every 200 ft (60 meters). The lights were made by Crouse-Hinds, model
8624, which complied with FAA AC 150/5345-46 L-862. Each lights is
200 watt, the maximum light intensity by measurement is between about
5,000-10,000 cd.
Figure 1.10-6 The installation of Runway 02/20 threshold/end light, wing
bar lights and REIL
5 Magong Airport runway/taxiway reconstruction engineering contract
14
Figure 1.10-7 Runway20 threshold lights, PAPI and runway edge lights
1.10.4 The lighting control system
According to the interview notes of navaid maintenance staff, Magong
tower encountered lightning strike at about 16:22 and it destroyed ATC
control tower remote control capability of lighting system. According to
the telephone records of the communication between tower and navaid
maintenance staffs, the airport lights control function was transferred from
the tower to the navaid maintenance station. The navaid maintenance staff
was asked to keep lights intensity to the highest, referred to Attachment
6-10. According to the interview notes of navaid maintenance staff, at
16:56, a navaid maintenance staff executed this instruction and manually
turned on runway edge lights and runway threshold/end lights, Runway 20
PAPI with REIL. All lights intensity was set to the highest.
If the lights had normally been controled from Tower, the records would
have shown turn on/off status and their intensities. But if transferred to
manual control, the intensity would not be recorded.
The records of lights control status are shown in Figure1.10-8.
Some parameters are illustrated as following：
1. R/W edge light A1：No.1 circuit for runway edge lights and
15
threshold/end lights, power supply source A;
2. R/W edge light B1：No.1 circuit for runway edge lights and
threshold/end lights, power supply source B;
3. R/W20 PAPI：Runway 20 PAPI；
4. R/W20 PAPI&REIL：Runway 20 PAPI and REIL
According to the interview notes of the navaid maintenance staffs, the
control button of R/W20 PAPI & REIL in the maintenance station failed
due to the previous lightning. The navaid maintenance staff connected the
electric circuits of R/W20 PAPI&REIL to R/W02 PAPI, and controlled all
lights by R/W 02 PAPI control button. As shown in Figure 1.10-9, Runway
02 PAPI button was turned on at 16:56.02 and turned off at 23:27.57, it
means that the Runway 20 PAPI and its REIL were also on and off in the
same time. At about 18:05, the navaid maintenance staffs came to the
runway and confirmed the light status, the records are as shown in
Appendix 6-3 .
16
Figure 1.10-8 the status records of lights control
17
Figure 1.10-9 Runway 20 PAPI and REIL status records
The navaid maintenance station provided the maintenance records that
shows the information of CCR (Constant Current Regulator) and
inspection records, as shown in Appendix 6-4. According to the interview
record of navaid maintenance staffs, the written electric current value was
5.04 ampere for runway edge light and 4.99 ampere for PAPI and REIL at
21:30. The corresponding intensity levels were both four.
The control panel of runway lights in the tower could be turned on/off and
light intensity would be adjusted by different groups including: Runway 02
approach lights, Runway 02 approach sequence flash lights, Runway 02
PAPI, Runway 20 PAPI with REIL, runway distance remaining sign lights,
aeronautical beacon(Rotation lights), runway edge lights with
threshold/end lights, taxiway edge lights A and taxiway edge lights B as
show in Figure 1.10-10.
18
Figure 1.10-10 Light control panel on Magong Tower
The control panel of runway lights on the navaid maintenance station could
be turned on/off and adjusted level of light intensity in different groups
including: Runway edge lights with threshold/end lights A1, Runway edge
lights with threshold/end lights B1, Runway 02 PAPI, Runway 02
approach lights A1, Runway 02 approach lights B1, Runway edge lights
with threshold/end lights A2, Runway edge lights with threshold/end lights
B2, Runway 20 PAPI with REIL... as show in Figure 1.10-11.
19
Figure 1.10-11 Light control panel on navaid maintenance station of
Magong airport
1.10.5 Airport obstacle limitation surfaces
Referred to AIP of Taipei FIR, there are published approach surface,
transitional surface, inner horizontal surface and conical surface. The
approach surface divergence for each side is 15°, 3,000 meters long with
slope 2%(1:50) for the first section. The transitional slope is 14.3%
(1:7)；the published inner horizontal height is 218.8 feet, radius 4
kilometers in the center of the runway reference point the slope of conical
is 5% (1:20), as shown in Figure 1.10-12 obstacle limitation surface type A
and Figure 1.10-13 obstacle limitation surface type B .
According to "Magong Airport restriction area and obstacle clearance
operation guidance", the inner edge of the approach surface is located at
the end of clearway (300 meters from threshold). The inner horizontal
surface is 60 meters in height, centered around the runway central point.
20
Figure 1.10-12 Aerodrome obstacle chart Type A in AIP Taipei FIR
Figure 1.10-13 Aerodrome obstacle chart Type B in AIP Taipei FIR
The height of an announced obstacle surface (located at the transitional
21
surface) on the impacted bush area is 129 ft. The height of announced
obstacle surface (located at the inner horizontal surface) at the impacted
building area is 251 ft.
1.10.6 Information from Airport CCTV
Airport CCTV (Closed-Circuit Television, referred to Attachment 6-9)
provided some surveillance information include:
1. On or Off for the runway edge lights and the runway threshold lights;
2. Comparison of visibility in the airport;
3. Airport fire engine activities.
The investigation team requested copies of No.07 and No.09 airport
surveillance videos. Their locations and shooting direction are shown in
Figure 1.10-14. Their recorded time period was from 18:30-19:30, July 23.
(Tower time was 90 seconds faster than airport surveillance videos)
The photos excerpted from No.7 and No.9 videos are shown in Appendix
6-5 and 6-06. After reviewing these videos, the investigation team
concluded some observation from these two videos.
18:30-18:58 Raining, runway edge lights and tower were visible;
18:58-19:03 Storm suddenly became heavier accompanied with
continuous lightning, runway edge lights were not visible;
19:03-19:10 The worst visibility, any objects would not be recognized;
19:13-19:30 The airport fire engines were dispatched to the runway. The
storm became lighter, some runway edge lights would be
resolved.
22
Figure 1.10-14 The location of airport CCTV No.7 & No.9
23
IV. Appendices
Appendix 6-1 Magong VOR monitoring receiver log
24
25
Appendix 6-2 ICAO regulations regarding airport lighting systems
1. ICAO Annex14：
5.3.4 Approach lighting systems
...B.— Non-precision approach runway
Where physically practicable, a simple approach lighting system as specified
in 5.3.4.2 to 5.3.4.9 shall be provided to serve a non-precision approach
runway, except when the runway is used only in conditions of good visibility
or sufficient guidance is provided by other visual aids.
Note.— It is advisable to give consideration to the installation of a precision
approach category I lighting system or to the addition of a runway lead-in
lighting system....
Simple approach lighting system
Location
5.3.4.2 A simple approach lighting system shall consist of a row of lights on the
extended centre line of the runway extending, whenever possible, over a
distance of not less than 420 m from the threshold with a row of lights
forming a crossbar 18 m or 30 m in length at a distance of 300 m from the
threshold.
5.3.4.3 The lights forming the crossbar shall be as nearly as practicable in a
horizontal straight line at right angles to, and bisected by, the line of the
centre line lights. The lights of the crossbar shall be spaced so as to produce
a linear effect, except that, when a crossbar of 30 m is used, gaps may be left
on each side of the centre line. These gaps shall be kept to a minimum to meet
local requirements and each shall not exceed 6 m.
Note 1.— Spacings for the crossbar lights between 1 m and 4 m are in use.
Gaps on each side of the centre line may improve directional guidance when
approaches are made with a lateral error, and facilitate the movement of
rescue and fire fighting vehicles.
Note 2.— See Attachment A, Section 11, for guidance on installation
tolerances.
5.3.4.4 The lights forming the centre line shall be placed at longitudinal intervals of
60 m, except that, when it is desired to improve the guidance, an interval of 30
m may be used. The innermost light shall be located either 60 m or 30 m from
the threshold, depending on the longitudinal interval selected for the centre
line lights.
5.3.4.5 Recommendation.— If it is not physically possible to provide a centre line
26
extending for a distance of 420 m from the threshold, it should be extended to
300 m so as to include the crossbar. If this is not possible, the centre line
lights should be extended as far as practicable, and each centre line light
should then consist of a barrette at least 3 m in length. Subject to the
approach system having a crossbar at 300 m from the threshold, an additional
crossbar may be provided at150 m from the threshold.
5.3.4.6 The system shall lie as nearly as practicable in the horizontal plane passing
through the threshold, provided that:
a) no object other than an ILS or MLS azimuth antenna shall protrude
through the plane of the approach lights within a distance of 60 m from the
centre line of the system; and
b) no light other than a light located within the central part of a crossbar or a
centre line barrette (not their extremities) shall be screened from an
approaching aircraft.
Any ILS or MLS azimuth antenna protruding through the plane of the lights
shall be treated as an obstacle and marked and lighted accordingly.
Characteristics
5.3.4.7 The lights of a simple approach lighting system shall be fixed lights and the
colour of the lights shall be such as to ensure that the system is readily
distinguishable from other aeronautical ground lights, and from extraneous
lighting if present. Each centre line light shall consist of either:
a) a single source; or
b) a barrette at least 3 m in length.
Note 1.— When the barrette as in b) is composed of lights approximating to
point sources, a spacing of 1.5 m between adjacent lights in the barrette has
been found satisfactory.
Note 2.— It may be advisable to use barrettes 4 m in length if it is anticipated
that the simple approach lighting system will be developed into a precision
approach lighting system.
Note 3.— At locations where identification of the simple approach lighting
system is difficult at night due to surrounding lights, sequence flashing lights
installed in the outer portion of the system may resolve this problem.
5.3.8 Runway threshold identification lights
Application
5.3.8.1 Recommendation.— Runway threshold identification lights should be
installed:
a) at the threshold of a non-precision approach runway when additional
27
threshold conspicuity is necessary or where it is not practicable to provide
other approach lighting aids; and
b) where a runway threshold is permanently displaced from the runway
extremity or temporarily displaced from the normal position and additional
threshold conspicuity is necessary.
Location
5.3.8.2 Runway threshold identification lights shall be located symmetrically about
the runway centre line, in line with the threshold and approximately 10 m
outside each line of runway edge lights.
Characteristics
5.3.8.3 Recommendation.— Runway threshold identification lights should be flashing
white lights with a flash frequency between 60 and 120 per minute.
5.3.8.4 The lights shall be visible only in the direction of approach to the runway.
2. ICAO Document 9157 Airport Design Manual Part4
The light intensity of runway for night condition shall comply with this chart.
28
Extract from Table 5-3 of ICAO Doc 9157 Aerodrome Design Manual Part 4
29
Appendix 6-3 Runway lights status on scene confirming records
30
Appendix 6-4 the daily inspection records of lights
31
32
Appendix 6-5 the photos extracted from Aiport CCTV camera No.7
18:30.00
18:40.18
33
18:58.11
18:59.00
34
19:01.00
19:02.09
35
19:03.01
19:05.30
36
19:07.01
19:09.33
37
19:13.03
19:22
38
19:25.00
19:29.00
39
Appendix 6-6 the photos extracted from Aiport CCTV camera No.9
18:30.00
18:40.00
40
18:50.05
18:59.01
41
19:01.00
19:02.00
42
19:03.00
19:05.30
43
19:07.00
19:09.34
44
19:14.00
19:20.00
45
19:26.44
46
V. Attachment List
No Item
6-1 The interview notes of navaid maintenance staffs
6-2 Flight test report for VOR in May 06, 2014 and August
11,2014
6-3 The CAA's abstract report for evaluate to construct an ILS
system with proper approach lightings at Runway 20
6-4 The lighting intensity measurement report after occurrence
6-5 ICAO Annex14 V1
6-6 ICAO Document 9157 Aerodrome Design Manual Part4
6-7 Civil Aerodrome Design and Operations Specifications
6-8 AIP Taipei FIR
6-9 Airport CCTV (Video files)
6-10 Telephone records between tower and electric maintenance
staffs for highest intensity
6-11 Magong Airport annual Inspection report from CAA
(2011,2013)
