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7.13.8.1 Obstacle lighting associated with the approach
to or departure from a runway or channel, where the obstacle
does not project through the inner horizontal surface, as
described in Annex 14, Volume I, Chapter 6, may be turned off
and on simultaneously with the runway or channel lights.
7.13.8.2 Unserviceability lights may not be turned off as
permitted under 7.13.2.2 while the aerodrome is open.
7.13.9 Monitoring of visual aids
7.13.9.1 Aerodrome controllers shall make use of
automatic monitoring facilities, when provided, to ascertain
whether the lighting is in good order and functioning
according to selection.
7.13.9.2 In the absence of an automatic monitoring
system or to supplement such a system, the aerodrome
controller shall visually observe such lighting as can be seen
from the aerodrome control tower and use information from
other sources such as visual inspections or reports from
aircraft to maintain awareness of the operational status of the
visual aids.
7.13.9.3 On receipt of information indicating a lighting
fault, the aerodrome controller shall take such action as is
warranted to safeguard any affected aircraft or vehicles, and
initiate action to have the fault rectified.
PANS-ATM 8-1 1/11/01
CHAPTER 8. RADAR SERVICES
8.1 RADAR SYSTEMS CAPABILITIES
8.1.1 Radar systems used in the provision of air traffic
services shall have a very high level of reliability, availability
and integrity. The possibility of system failures or significant
system degradations which may cause complete or partial
interruptions of service shall be very remote. Back-up facilities
shall be provided.
Note 1.— A radar system will normally consist of a
number of integrated elements, including radar sensor(s),
radar data transmission lines, radar data processing system,
radar displays.
Note 2.— Guidance material and information pertaining
to use of radar and to system reliability and availability is
contained in Annex 10, Volume I and the Air Traffic Services
Planning Manual (Doc 9426).
8.1.2 Multi-radar systems, i.e. systems utilizing more
than one radar sensor, should have the capability to receive,
process and display, in an integrated manner, data from all the
connected sensors.
8.1.3 Radar systems should be capable of integration
with other automated systems used in the provision of ATS,
and should provide for an appropriate level of automation with
the objectives of improving the accuracy and timeliness of
data displayed to the controller and reducing controller
workload and the need for verbal coordination between
adjacent control positions and ATC units.
8.1.4 Radar systems should provide for the display of
safety-related alerts and warnings, including conflict alert,
minimum safe altitude warning, conflict prediction and
unintentionally duplicated SSR codes.
8.1.5 States should, to the extent possible, facilitate the
sharing of radar information in order to extend and improve
radar coverage in adjacent control areas.
8.1.6 States should, on the basis of regional air
navigation agreements, provide for the automated exchange of
coordination data relevant to aircraft being provided with radar
services, and establish automated coordination procedures.
8.1.7 Primary surveillance radar (PSR) and secondary
surveillance radar (SSR) may be used either alone or in
combination in the provision of air traffic services, including
in the provision of separation between aircraft, provided:
a) reliable coverage exists in the area; and
b) the probability of detection, the accuracy and the
integrity of the radar system(s) are satisfactory.
8.1.8 PSR systems should be used in circumstances
where SSR alone would not meet the air traffic services
requirements.
8.1.9 SSR systems, especially those with monopulse
technique or Mode S capability, may be used alone, including
in the provision of separation between aircraft, provided:
a) the carriage of SSR transponders is mandatory within
the area; and
b) aircraft identification is established and maintained by
use of assigned discrete SSR codes.
Note.— Monopulse technique is a radar technique in
which azimuth information of an SSR transponder aircraft is
derivable from each pulse detection by comparison of signals
received simultaneously in two or more antenna beams.
Monopulse SSR sensors provide for an improved azimuth
resolution, fewer false reports from unsynchronized interrogator
transmissions (fruit) and less garbling compared to
conventional SSR sensors.
8.1.10 The use of radar in air traffic services shall be
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