CHAPTER 7:
7.1
VISUAL AIDS FOR NAVIGATION- LIGHTS
Approach Lighting System
Note 1: Approach lighting includes such lights as simple approach lighting systems,
precision approach lighting systems, and visual approach slope indicator systems.
Note 2: The existing lighting systems not conforming to the specifications may remain in
operations until 1 January, 2005.
7.1.1
Non-instrument runway/ Non-precision approach runway
7.1.1.1
Where physically practicable, a simple approach lighting system as
specified in Para 7.2 below will be provided to serve a non-precision approach runway
where the code number is 3 or 4 and is intended for use by day or night and a noninstrument runway where the code number is 3 or 4 and is intended for use at night.
7.1.2
Precision approach runway category I
7.1.2.1
Where physically practicable, a precision approach category I lighting
system, as specified Para 7.3 below, will be provided to serve a precision approach
runway category I.
7.1.3
Precision approach runway category II and III
7.1.3.1
A precision approach category II and III lighting system, as specified Para
7.4 below, will be provided to serve a precision approach runway category II or III.
7.2
Simple approach lighting system
7.2.1
A simple approach lighting system will consist of a row of lights on the
extended centre line of the runway extending, where physically practicable, over a
distance of 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.
7.2.2
If it is not physically practicable to provide a centre line 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 at 150 m
from the threshold.
7.2.3
The lights forming the crossbar will 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 will 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 will not exceed 6 m.
7.2.4
The lights forming the centre line will be placed at longitudinal intervals
of 60 m. The innermost light will be located 60 m from the threshold.
7.2.5
The system will lie as nearly as practicable in the horizontal plane passing
through the threshold, provided that:
a.
no object other than an ILS 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), will be screened
from an approaching aircraft.
Note: Any ILS azimuth antenna protruding through the plane of the lights shall be
treated as an obstacle and marked and lighted accordingly.
7.2.6
The lights of a simple approach lighting system will be fixed single source
lights and the colour of the lights will be white.
7.2.7
Where provided for a non-precision approach runway, the lights will show
at all angles in azimuth necessary to the pilot of an aircraft which on final approach does
not deviate by an abnormal amount from the path defined by the non-visual aid. The
lights will provide guidance during both day and night in all conditions of visibility and
ambient light for which it is intended that the system would remain usable.
7.3
Precision approach category I lighting system
7.3.1
A precision approach Category I lighting system will consist of a row of
lights on the extended centerline of the runway extending, wherever possible, over a
distance of 900 m prior to the threshold, with rows of lights forming a cross bar 30 m in
length at a distance of 300 m from the runway threshold as shown in Figure A-7,
Appendix A.
Note: The installation of an approach lighting system of less than 900 m in length may
result in operational limitations on the use of the runway.
7.3.2
The lights forming the centerline will be placed at longitudinal intervals of
30 m with the innermost light located 30 m from the threshold. Centerline light position
will consist of a single light source in the innermost 300 m of the centerline, two light
sources in the central 300 m of the centerline, and three light sources in the outer 300 m
of the centerline, to provide distance information, or a barret.
7.3.3
The barrets, where provided, will be 4 m in length. When barrettes are
composed of lights approximating to point source, the lights will be uniformly spaced at
intervals of not more than 1.5 m.
7.3.4
The lights forming the centerline light segments in the central 300 m and
the outer 300 m of the centerline will be spaced at 1.5 m apart.
7.3.5
If the centerline consists of single light source lights, crossbars will be
placed at 150 m, 300 m, 450 m, 600 m and 750 m from the threshold. The lights forming
each crossbar will be as nearly as practicable in a horizontal straight line at right angles,
to and bisected by, the line of the centerline lights. The lights of the crossbar will be
spaced so as to produce a linear effect, except that gaps may be left on each side of the
centerline. The outer ends of the crossbars will lie on two straight lines that either are
parallel to the centerline light or converge to meet the runway centerline 300 m from the
threshold.
7.3.6
The system will lie as nearly as practicable in the horizontal plane passing
through the threshold, provided that:
a.
no object other than an ILS antenna will protrude through the plane
of the approach lights within a distance of 60 m from the center line of the
system; and
b.
no light, other than a light located within the central part of a
crossbar, or a center line light position, may be screened from an
approaching aircraft.
Note: Any ILS antenna protruding through the plane of the lights will be treated as an
obstacle and marked and lighted accordingly.
7.3.7
The center line and crossbar lights of a precision approach Category I
lighting system will be fixed lights showing variable white.
7.4
Precision approach category II and III lighting system
7.4.1
A precision approach Category II and III lighting system will consist of a
row of lights on the extended centerline of the runway extending, wherever possible, over
a distance of
900 m from the runway threshold. In addition, the system will have two side rows of
lights, extending 270 m from the threshold, and 5 crossbars, at 150 m, 300 m, 450 m, 600
m and 750 m from the threshold, as shown in Figure A-8, Appendix A.
Note 1: The length of 900 m is based on providing guidance for operations under Cat I, II
and III conditions. Reduced lengths may support Cat II and III operations but may
impose limitations on Cat I operations.
Note 2: Where Category II and III approach lights are provided, touchdown zone lights
will also be provided.
7.4.2
The lights forming the center line lights will be placed at longitudinal
intervals of 30 m with the innermost light located 30 m from the threshold.
7.4.3
The center line for the first 300 m from the threshold will consist of either;
a.
barrettes of five lights, uniformly spaced at intervals of 1 m; or
b.
single light sources where the threshold is displaced 300 m or
more.
7.4.4
Beyond 300 m from the threshold, each centerline light position is to
consist of two light sources in the central 300 m of the centerline and three light sources
in the outer 300 m of the centerline.
7.4.5
Where the center line light position is either two or three light sources, the
lights will be spaced at 1.5 m apart.
7.4.6
The lights forming the side rows will be placed on each side of the
centerline. The rows will be spaced at 30 m intervals, with the first row located 30 m
from the threshold. The lateral spacing between the innermost lights of the side row will
not be less than 18 m nor more than 22.5 m, and preferable 18 m, but any event will be
equal to that of the touchdown zone light barrettes.
7.4.7
The length of a side row barrette and the uniform spacing between its
lights will be equal to those of the touchdown zone light barrettes.
7.4.8
The crossbar provided at 150 m from the threshold is to fill in the gaps
between the centerline and side row lights.
7.4.9
The crossbar provided at 300 m from the threshold will extend on both
sides of the centerline lights to a distance of 15 m from the center line.
7.4.10
The crossbars provided at 450 m, 600 m and 750 m from the threshold
will have the outer ends of the crossbars lie on two straight lines that converge to meet
the runway center line 300 m from the threshold. The lights will be spaced so as to
produce a linear effect, except the gaps may be left on each side of the centerline.
7.4.11
The lights forming the crossbars will be uniformly spaced at intervals of
not more than 2.7 m.
7.4.12
The system will lie as nearly as practicable in the horizontal plane passing
through the threshold, provided that:
a.
no object other than an ILS antenna is to protrude through the
plane of the approach lights within a distance of 60 m from the centerline
of the system; and
b.
no light other than light located within the central part of a
crossbar, or a centerline light position, may be screened from an
approaching aircraft.
Note: Any ILS antenna protruding through the plane of the lights will be treated as
obstacle and marked and lighted accordingly.
7.4.13
The centerline and crossbar lights of a precision approach Category II and
III lighting system will be fixed lights showing variable white.
7.4.14
The side row barrettes will be fixed lights showing red. The intensity of
the red light will be compatible with the intensity of the white light.
Note: The approach lighting system will extend up to the threshold, irrespective of the
location of the threshold. In the case of a displaced threshold, inset lights will be used
from the runway extremity up to the threshold to obtain the required configuration (refer
Figure A-11, Appendix A).
7.5
Visual Approach Slope Indicator Systems
7.5.1
A visual approach slope indicator system will be provided to serve the
approach to a runway, whether or not the runway is served by other visual approach aid
or by non visual aids, where one of the following applies:
a.
the runway is regularly used by jet-propelled aeroplanes engaged
in air transport operations.
b.
It is determined that such a visual aid is required for the safe
operation of aircraft.
7.5.2
In making a determination that visual approach slope guidance is required,
the following factors will be taken into account:
a.
The runway is frequently used by other jet-propelled aeroplanes, or
other aeroplanes with similar approach guidance requirements.
b.
The pilot of any type of aeroplane may have difficulty in judging
the approach due to:
i.
inadequate visual guidance such as is experienced during
an approach over water or featureless terrain by day or in the
absence of sufficient extraneous lights in the approach area by night;
ii.
misleading approach information such as that produced by
deceptive surrounding terrain, runway slope.
c.
The presence of objects in the approach area may involve serious
hazard if an aeroplane descents below the normal approach path,
particularly if there are no non-visual or other visual aids to give warning
of such objects.
d.
Physical conditions at either end of the runway present a serious
hazard in the event of an aeroplane undershooting or overrunning the
runway.
e.
Terrain or prevalent meteorological conditions are such that the
aeroplane may be subjected to unusual turbulence during approach.
7.5.3
The Precision Approach Path Indicator (PAPI) system will be the standard
visual approach slope indicator system. Where PAPI can not be installed due to terrain
constraints, the Abridged Precision Approach Path Indicator (APAPI) system will be
installed.
7.5.4
PAPI will be installed on the left side of the runway, unless this is
impracticable.
7.6
PAPI/APAPI system
7.6.1
The PAPI system will consist of a row, also termed ‘wing bar’, of 4
equally spaced sharp transition multi- lamp (or paired single lamp) units. The system will
be located on the left side of the runway, as viewed by an aircraft approaching to land
unless it is impracticable to do so.
7.6.1.1
The PAPI system will be sited and adjusted so that a pilot making an
approach will:
a)
when on or close to the approach slope, see the two units nearest
the runway as red and the two units farthest from the runway as white;
b)
when above the approach slope, see the one unit nearest the
runway as red and the three units farthest from the runway as white; and
when further above the approach slope, see all the units as white;
c)
when below the approach slope, see the three units nearest the
runway as red and the unit farthest from the runway as white; and when
further below the approach slope, see all the units as red.
7.6.1.2
Where it is impracticable to install the PAPI on the left side of the runway
and it has been installed on the right, the usual order of the light units will be reversed, so
that the on-slope indication is still given by the two units nearest the runway showing red.
7.6.2
The APAPI system will consist of a wing bar of 2 sharp transition multi-
lamp (or paired single lamp) units. The system will be located on the left side of the
runway, unless it is physically impracticable to do so.
7.6.2.1
The wing bar of an APAPI will be constructed and arranged in such a
manner that a pilot making an approach will;
a)
when on or close to the approach slope, see the unit nearer the
runway as
7.6.3
red and the unit farther from the runway as white;
b)
when above the approach slope, see both the units as white; and
c)
when below the approach slope, see both the units as red.
The following requirements will be applicable to the siting of a
PAPI/APAPI:
a) The light units will be located as in the basic configuration illustrated in
Figure A-9, Appendix A, and subject to the installation tolerances given
below:
i.
Where a PAPI or APAPI is installed on a runway not equipped
ILS, the distance D1 will be calculated to ensure that the
with an
lowest height at which a
pilot will see a correct approach path
indication (Figure A-10 Appendix A, angle
B for a PAPI and angle A for
an APAPI) provides the wheel clearance over
the
threshold
specified in Table 7-1 below for the most demanding amongst
aeroplanes regularly using the runway.
ii.
ILS,
compatibility between
Where a PAPI or APAPI is installed on a runway equipped with an
the distance D1 will be calculated to provide the optimum
the visual and non-visual aids for the range
of eye-to-antenna heights of the
aeroplanes
regularly
using
the
runway. The distance will be equal to that between
the threshold and the effective origin of the ILS glide path, plus a
correction
factor for the variation of the eye-to-antenna heights of the
aeroplanes concerned.
The
correction
multiplying the average eye-to-antenna height
cotangent of the approach angle. However, the distance
case the wheel clearance over the threshold will be lower
factor
is
obtained
by
of those aeroplanes by the
will be such that in no
than
that
specified in column (3) of Table 7-1.
iii.
If a wheel clearance, greater than that specified in i) above is
required for
iv.
specific aircraft, this can be achieved by increasing D1 .
Distance D1 will be adjusted to compensate for differences in
elevation between the lens centres of the light units and the threshold.
v.
for any
To ensure that units are mounted as low as possible and to allow
transverse slope, small height adjustments of up to 5 cm between
units may be
made. A lateral gradient not greater than 1.25 per cent may
be uniformly applied
vi.
code
A spacing of 6 m (+/-1 m) between PAPI units may be used on
numbers 1 and 2. In such an event, the inner PAPI unit will be
located not less
vii.
(+/-1
across the units.
than 10 m (+/-1 m) from the runway edge.
The lateral spacing between APAPI units may be increased to 9 m
m) where APAPI is planned to be converted to a full PAPI. In this
case, the inner
APAPI unit will be located 15 m (+/-1 m) from the runway
edge.
a)
The light units forming a wing bar will be mounted so as to appear
to a pilot of an approaching aeroplane to be substantially in a horizontal
line. The light units will be mounted as low as possible and must be
frangible.
Table 7-1:
Eye-to-wheel
Wheel clearance over threshold for PAPI and APAPI
height
of
aeroplane
approach configuration*
in
the Desired
wheel Minimum
clearance (meters)**
(1)
clearance (meters)***
(2)
(3)
Up to but not including 3 m
6
3
3 m up to but not including 5 m
9
4
5 m up to but not including 8 m
9
5
8 m up to but not including 14 m
9
6
* The most demanding amongst the aeroplanes meant to use the
system on regular basis will be considered.
** The wheel clearance in column (2) may be reduced to no less than
those in column (3) where an aeronautical study indicates that such
reduced wheel clearance is acceptable.
*** When a reduced wheel clearance is provided at a displaced
threshold, it will be ensured that the corresponding desired wheel
clearance specified in column (2) will be available when an
aeroplane at the top end of the eye-to-wheel height group chosen
overflies the extremity of the runway.
Table 7-2:
Dimensions and slopes of the obstacle protection surface
Runway type/code number
wheel
______________________________________________________
Surface dimensions
Non-instrument
Instrument
Code number
Code number
1
2
3
4
1
2
3
4
_________________________________________________________________________
______
Length of inner edge #
60
80
150
150
150
150
300
30
60
60
60
60
60
60
10%
10%
10%
10%
15%
15%
15%
7500
7500
15000 15000
7500
7500
15000
PAPI*
-
A-0.57 degree in all cases
APAPI*
[A-0.9 deg]
300
Distance from threshold#
60
Divergence (each side)
15%
Total length#
15000
Slope
-
-
[A-0.9 deg]
-
#
Length/Distances in meter
* Angles as indicated in Figure A-10, Appendix A.
7.6.4
The characteristics of the PAPI/APAPI light units will be such that:
a.
The system will be suitable for both day and night operations.
b.
The colour transition from red to white in the vertical plane will be
such that as to appear to an observer, at a distance of not less than 300 m,
to occur within a vertical angle of not more than 3'.
c.
At full intensity the red light must have a Y co-ordinate not
exceeding 0.320.
d.
The light intensity distribution of the light units will be as shown in
Appendix 2 Annex 14 Figure 2.23.
e.
Suitable intensity control will be provided to allow adjustment to
meet the prevailing conditions and to avoid dazzling the pilot during
approach and landing.
f.
Each light unit will be capable of adjustment in elevation so that
the lower limit of the white part of the beam may be fixed at any desired
angle of elevation between 10 30’ and at least 40 30’ above the horizontal.
g.
The light units will be so designed that deposits of condensation
snow, ice, dirt, etc., on optical transmitting or reflecting surfaces interfere
to the least possible extent with the light signals and must not affect the
contrast between the red and white signals and the elevation of the
transition sector.
7.6.5
The requirements for the approach slope and elevation setting of light
units are:
a.
The approach slope, as defined in Figure A-10, Appendix A will
be appropriate for use by the aeroplanes using the approach. The standard
approach slope is 30 .
b.
When the runway on which a PAPI is provided is equipped with an
ILS, the siting and elevation of the light units will be such that the PAPI
approach slope conforms as closely as possible with the ILS glide path.
c.
The angle of elevation setting of the light units in a PAPI wing bar
will be such that, during an approach, the pilot of an aeroplane observing a
signal of one white and three reds will clear all objects in the approach
area by a safe margin.
d.
The azimuth spread of the light beam will be suitably restricted
where an object located outside the obstacle assessment surface of the
PAPI system, but within the lateral limits of its light beam, is found to
extend above the plane of the obstacle assessment surface and an
aeronautical study indicates that the object could adversely affect the
safety of operations. The extent of the restriction will be such that the
object remains outside the confines of the light beam.
7.7
Obstacle Protection Surface (OPS)
7.7.1
An Obstacle Protection Surface will be established for providing a visual
approach slope indicator system. The following specifications will apply:a.
The characteristics of the obstacle protection surface i.e. origin,
divergence, length and slope will correspond to those specified in the
relevant column of Table 7-2 above.
b.
New objects or extension of existing objects will not be permitted
above the Obstacle Protection Surface (OPS) unless the new object or
extension would be shielded by an existing immovable object.
c.
Existing objects above the OPS will be removed except when the
object is shielded by an existing immoveable object or it is determined that
the object would not adversely affect the safety of aircraft operation.
d.
Where it is determined that an existing object could adversely
affect the safety of aircraft operation and cannot be removed, the
following measures may be taken:
i.
Suitably raise the approach slope of the system to not more
than 3.30 where runway is used by jet aeroplanes and not more
than 40 m in other cases.
ii.
Reduce the azimuth spread of the system so that the object
is outside the beam.
iii.
Displace the axis of the system and its associated OPS by
no more than 50 .
iv.
Suitably displace the threshold.
v.
Where displacement of threshold is impracticable, displace
the system upwind of the threshold so as to provide an increase in
threshold crossing height equal to the height of the object
penetration.
7.8
Runway lighting
Note: Runway lighting includes such lights as edge, threshold, centre line, end, and
touchdown zone lights.
7.8.1
Runway edge lights
7.8.1.1
Runway edge lights will be provided for a runway intended for use at
night or for a precision approach runway intended for use by day or night.
7.8.1.2
Runway edge lights will be provided on a runway intended for take off
with an operating minima below 800 m (RVR) by day.
7.8.1.3
Runway edge lighting will meet the following operational requirements:
a.
for every runway intended for use at night, omni directional high
intensity lights will be provided to cater for both visual circling after an
instrument approach to circling minima, and circuits in VMC;
b.
for a precision approach runway, in addition to (a) above,
unidirectional high intensity lights will also be provided.
7.8.2
Location of runway edge lights
7.8.2.1
Runway edge lights will be placed along both sides of the runway, in two
parallel straight rows, equidistant from the center line of the runway, commencing onelight spacing from the threshold and continuing to one- light spacing from the runway
end.
7.8.3
Longitudinal spacing of runway edge lights
7.8.3.1
Runway edge lights will be uniformly spaced in rows at intervals of not
more than 60 m.
7.8.3.2
Where the runway is a non- instrument or a non-precision instrument
runway, and it is intersected by other runways or taxiways:
a.
within 600 m of the threshold, lights may be spaced irregularly, but
not omitted, and
b.
more tha n 600 m from the threshold, lights may be spaced
irregularly or omitted, but no two consecutive lights may be omitted;
provided that such irregular spacing or omission does not significantly alter the visual
guidance available to a pilot using the runway.
7.8.3.3
Runway edge lights will not to be omitted on a precision approach
runway.
7.8.3.4
Where a runway edge light cannot be omitted, inset runway edge lights
will be provided in place of elevated lights.
7.8.3.5
Unless a light is omitted or displaced in accordance with the above
provision, a runway edge light will be aligned with a light on the opposite side of the
runway.
7.8.4
Lateral spacing of runway edge lights
7.8.4.1
Runway edge lights will be placed along the edges of the area declared for
use as the runway or outside the edges of the area at a distance of not more than 3 m.
Note: Existing edge lights located beyond 3 m from the edge of runway as a result of
old specification will not be relocated until they are replaced.
7.8.5
Characteristics of high intensity runway edge lights
7.8.5.1
High intensity runway edge lights will be fixed unidirectional lights with
the main beam directed towards the threshold.
7.8.5.2
High intensity runway edge light beam coverage shall be toed in towards
the runway as follows:
a.
3.5° in the case of 30-45 m wide runway;
b.
4.5° in the case of a 60 m wide runway.
7.8.5.3
High intensity runway edge lights will show variable white except for
those located within 600 m from the runway end which will show yellow.
7.8.5.4
The minimum light intensity for high intensity runway edge lights will be
in accordance with the provision of Chapter 5 & Appendix 2 of Annex 14.
7.8.6
Use of bidirectional or back-to-back light fittings
7.8.6.1
On a runway where high intensity edge lights are intended to be used from
either direction, bidirectional light fittings with the correct toe- in-angle built it, will be
used.
7.8.7
Runway threshold lights
7.8.7.1
Runway threshold lights will be provided on a runway that is equipped
with runway edge lights.
7.8.8
Location of Runway Threshold Lights
7.8.8.1
Runway threshold lights will be located in a straight line at right angles to
the centre line of the runway and:
a.
when the threshold is at the extremity of a runway – as near to the
extremity as possible and not more than 3 m outside; or
b.
when the threshold is a displaced threshold – at the displaced
threshold with a tolerance of ± 1 m.
7.8.9
Pattern of High Intensity Runway Threshold Lights
7.8.9.1
High intensity runway threshold lights will consist of:
a.
2 unidirectional lights, one at each end of the threshold and in line
with the row of runway edge lights; and
b.
unidirectional lights uniformly spaced between the 2 outer lights,
at intervals of not more than 3 m. These lights will be inset lights, where
the pre-threshold area has a stopway.
7.8.9.2
High intensity runway threshold lights will be fixed lights showing green
in the direction of approach with light intensity specifications in accordance with
Appendix 2, Fig 2.3 of Annex 14.
7.8.10
Temporarily displaced threshold lights
7.8.10.1
Temporarily displaced threshold lights will be provided to identify the
new threshold location when the threshold of a runway is temporarily displaced.
7.8.11
Location of temporarily displaced threshold lights
7.8.11.1
Temporarily displaced threshold lights will be provided as wing-bar lights
on each side of runway:
a.
in line with the displaced threshold;
b.
at right angles to the runway centerline; and
c.
with the innermost light on each side aligned with the row of
runway edge lights
on that side of the threshold.
7.8.12
.Characteristics of temporarily displaced threshold lights
7.8.12.1
Temporarily displaced threshold lights will have the following
characteristics:
a.
each side will consist of 5 lights extend ing at least 10 m outward
from runway edge lights
b.
the innermost light of each side will be a fixed omni-directional
light showing green in all angles of azimuth;
c.
the outer 4 or 2 lights, as appropriate, of each side will be fixed
unidirectional lights showing green in the direction of approach, over not
less than 38° or more than 180° of azimuth;
d.
the light distribution in the direction of approach will be as close as
practicable to that of the runway edge lights;
e.
the light intensity will be as close as practicable to 1.5 times, and
not less than, that of the runway edge lights.
Note: If a precision approach runway has the threshold temporarily displaced, it renders
ILS unavailable for precision approaches, which changes the runway to a non-precision
or non- instrument runway.
7.8.13
Runway lighting before a displaced threshold
7.8.13.1
If the part of runway located before a displaced threshold is available for
aircraft use, i.e. for take-offs, and landings from the opposite direction, runway edge
lights in this part of runway will:
i.
and
show red in the direction of approach to the displaced threshold;
ii.
show white in the opposite direction, or yellow as appropriate for a
precision approach runway.
7.8.14
Runway end lights
7.8.14.1
Runway end lights will be provided on a runway equipped with runway
edge lights.
7.8.14.2
Runway end lights will be located in a straight line at right angles to the
runway centerline, and:
a.
when the runway end is at the extremity of the runway – as near to
the extremity as possible and not more than 3 m outside; or
b.
when the runway end is not at the extremity of the runway – at the
runway end, with a tolerance of ± 1 m.
Note: When the threshold is at the extremity of a runway, the fittings serving as threshold
lights will be used as runway end lights;
7.8.14.3
The pattern of runway end lights will consist of 6 lights spaced at equal
intervals between the row of runway edge lights.
7.8.14.4
High Intensity runway end lights will have the following characteristics:
a.
the lights will be fixed unidirectional showing red in the direction
of the runway; and
b.
the light intensity will be in accordance with the specifications of
Appendix 2, Fig. 2-8, Annex 14.
7.8.15
Runway turning area edge lights
7.8.15.1
Where an aircraft turning area is provided on a runway, the edge of the
turning area will be provided with blue edge lights if the runway is provided with edge
lights.
7.8.15.2
Runway turning area edge lights will be located not less than 0.6 m, and
not more than 1.8 m, outside the edge of the turning area.
7.8.15.3
If the beginning of the splay into a runway turning area is more than 10 m
from the previous runway edge light, a blue edge light will be located where the turning
area commences.
7.8.15.4
Runway turning area edge lights will have the same characteristics as
taxiway edge lights.
7.8.16
Stopway lights
7.8.16.1
Stopway lights will be provided on a stopway which is intended for use at
night.
7.8.16.2
Stopway lights will be located along both sides of the stopway in line with
the runway edge lights and up to the stopway end.
7.8.16.3
The spacing of stopway lights will be uniform and not more than that of
the runway edge lights, with the last pair of lights located at the stopway end.
7.8.16.4
The stopway end will be further indicated by at least 2 stopway lights at
equal intervals across the stopway end between the last pair of stopway lights.
7.8.16.5
Stopway lights will have the following characteristics:
a.
the lights will be fixed and unidirectional showing red in the
direction of the runway; and
b.
the light distribution in the direction of the runway will be as close
as possible to that of the runway edge lights.
7.8.17
Runway centre line lights
7.8.17.1
Runway centerline lights will be provided on a precision approach runway
Category II or III.
Note: Runway centre line lights will be provided on a runway intended to be
used for take off with an operating minimum below an RVR of the order
of 400 m.
7.8.17.2
Runway centerline lights will be located from the threshold to the end at
longitudinal spacing of approximately:
a.
15 m on a runway intended for use in runway visual range
conditions less than a value of 350 m; and
b.
30 m on a runway intended for use in runway visual range
conditions of 350 m or greater.
7.8.17.3
The runway centerline lights may be offset by not more than 60 cm from
the true runway centerline, for maintenance of runway marking purposes. The offset shall
be on the left hand side of the landing aircraft, where practicable. Where the runway is
used in both directions, the direction from which the majority of landings will take place
shall prevail.
7.8.17.4
Runway center line lights will be inset, fixed lights showing variable white
from the threshold to a point 900 m from the runway end. From 900 m to 300 m from the
runway end, the light pattern will be alternate red and white lights. For the last 300 m
before the runway end, the lights will show red.
7.8.17.5
Centre line guidance for take-off from the beginning of a runway to a
displaced threshold will be provided by:
a)
an approach lighting system; or
b)
runway centre line lights.
7.8.18
Runway touchdown zone lights
7.8.18.1
Runway touchdown zone lights will be provided for a runway intended for
precision approach Category II or III operations.
7.8.18.2
Runway touchdown zone lights will extend from the threshold for a
distance of 900 m. The pattern will be formed by pairs of barrettes symmetrically located
about the runway centre line.
7.8.18.3
Each barrette will consist of three light units at 1.5 m apart.
The
innermost light of each barrette will be at 9 m from the true runway center line.
7.8.18.4
The first pair of barrettes will be located at 60 m from the threshold.
Subsequent barrettes must be spaced longitudinally at 60 m apart.
7.8.18.5
Runway touchdown zone lights will be inset, fixed unidirectional lights
showing variable white.
7.8.18.6
Runway touchdown zone lights characteristics will be in accordance with
Appendix 2 Fig. 2.5 Annex 14.
7.9
Taxiway lighting
7.9.1
Taxiway center line lights
7.9.1.1
Taxiway center line lights will be provided on a taxiway intended for use
in RVR conditions less than a value of 350 m.
7.9.1.2
Taxiway centre line lights will also be provided on a runway forming part
of a standard taxi route and intended for taxiing in RVR conditions less than a value of
350 m.
7.9.2
Taxiway edge lights
7.9.2.1
Taxiway edge lights will be provided at the edges of a taxiway intended
for use at night.
7.9.2.2
Taxiway edge lights will be provided on a runway forming part of a
standard taxi- route and intended for use at night.
7.9.3
Apron taxiway lighting
7.9.3.1
Taxiway lights will be provided for an apron taxiway where apron taxiway
is not illuminated by apron floodlighting meeting the standards specified in Aerodrome
Design Manual Part 4.
7.9.4
Control of lights on taxiways
7.9.4.1
In order to illuminate only standard taxi routes during certain period of
operations, for example during low visibility operations, the taxiway lighting will be
designed to allow taxiways in use to be lit and those no t in use to be unlit.
7.9.4.2
Where a runway forming part of a standard taxi-route is provided with
runway lighting and taxiway lighting, the lighting systems will be interlocked to preclude
the possibility of simultaneously operation of both forms of lighting.
7.9.5
Location of taxiway centre line lights
7.9.5.1
Taxiway centerline lights will be located on the center line of the taxiway
or uniformly offset from the taxiway centre line by not more than 30 cm.
7.9.6
Spacing of taxiway centre line lights
7.9.6.1
Taxiway center line lights on a straight section of taxiway will be spaced
at uniform interval of not more than 15 m.
7.9.6.2
The longitudinal spacing of taxiway center line on a curved section of
taxiway will be uniform and not more than the va lues specified in Table 7-3 below:
Table 7-3: Maximum spacing on curved sections of taxiway
Type
On curve with
On
curve
with On straight section
radius of
400 m or less
Taxiways
used
in
7.5 m
radius greater than before and after the
400 m
curve
15 m
Same spacing as on
conjunction with a
the curve is to extend
precision
for 60 m before and
approach
Category III runway
after the curve
7.9.7
Location of taxiway centre line lights on rapid exit taxiways
7.9.7.1
Taxiway center line lights on a rapid exit taxiway will:
a.
start at least 60 m before the beginning of the taxiway centre line
curve;
b.
on that part of taxiway parallel to the runway center line, be offset
1.2 m from the runway centerline on the taxiway side; and
c.
continue at the same spacing to a point on the centre line of the
taxiway at which an aeroplane can be expected to have decelerated to
normal taxying speed.
7.9.7.2
Taxiway center line lights on a rapid exit taxiway will be spaced at
uniform longitudinal intervals of not more than 15 m.
7.9.8
Location of taxiway center line lights on exit taxiways
7.9.8.1
Taxiway center line lights on exit taxiways, other than rapid exit taxiways,
will:
a.
start at the point where the taxiway center line marking begins to
curve from the runway centerline and follow the curved taxiway center
line markings to the point where the marking leaves the runway;
b.
have the first light off-set 1.2 m from the runway center line on the
taxiway side; and
c.
be spaced at uniform longitudinal interval of not more than 7.5 m.
7.9.9
Characteristics of taxiway centre line lights
7.9.9.1
Taxiway center line lights will be inset, fixed lights showing green on:
a.
a taxiway other than an exit taxiway; and
b.
7.9.9.2
a runway forming part of a standard taxi-route.
Taxiway center line lights on exit taxiways, including rapid exit taxiways,
will be inset, fixed lights:
a.
showing green and yellow alternately, from the point where they
begin to the perimeter of the ILS critical area or the lower edge of the
inner transitional surface, which ever is further from the runway.
b.
7.9.9.3
Showing green from that point onwards.
When viewed from the runway, the exit taxiway light nearest the
perimeter or the lower edge of the inner transitional surface, whichever is further, will
show yellow.
7.9.9.4
Where the taxiway centre line lights are used for both runway exit and
entry purposes, the colour of the lights viewed by a pilot of an aircraft entering the
runway will be green. The colour of the lights viewed by a pilot of an aircraft exiting the
runway will be green and yellow alternately.
7.9.10
Beam dimensions and light distribution of taxiway centre line will be
in accordance with the relevant specifications in Appendix 2 Annex 14.
7.9.11
Location of taxiway edge lights
7.9.11.1
The lights will be located as near as practicable to the edges of the
taxiway, or outside the edges at a distance of not more than 3 m.
7.9.12
Spacing of taxiway edge lights
7.9.12.1
On a curved section of taxiway, the edge lights will be spaced at uniform
longitudinal intervals of less than 60 m to provide a clear indication of the curve.
7.9.12.2
On a straight section of taxiway, the edge lights will be spared at uniform
longitudinal intervals, not exceeding 60 m.
7.9.12.3
The taxiway edge lights will continue around the edge of the curve to the
tangent point on the other taxiway, the runway or apron edge.
7.9.12.4
Taxiway edge lights on apron edge will be spaced at uniform longitudinal
intervals not exceeding 60 m.
7.9.13
Characteristics of Taxiway Edge Lights
7.9.13.1
Taxiway edge lights will be fixed omni-directional lights showing blue.
The lights will be visible:
a.
up to at least 30° above the horizontal; and
b.
at all angles in azimuth necessary to provide guidance to the pilot
of an aircraft on the taxiway.
7.9.13.2
At an intersection, exit or curve, the lights will be shielded, as far as is
practicable, so they cannot be seen where they may be confused with other lights.
7.10
Runway guard lights
7.10.1
Runway guard lights will be provided at the intersection of a taxiway with
a precision approach runway Cat II or Cat III, if stop bars are not provided.
Note 1: Runway guard lights standards are applicable from 1 August, 2004.
Note 2:Where a taxiway is used for exit only and cannot be used for entry to the runway,
runway guard lights will not be provided.
7.10.2
Pattern and location of runway guard lights
7.10.2.1
There are two standard configurations of runway guard lights:
a.
Configuration A (or Elevated Runway Guard Lights) has lights on
each side of the taxiway, and
b.
Configuration B (or In-set Runway Guard Lights) has lights across
the taxiway.
7.10.2.2
Configuration A is the configuration to be installed in all cases; except that
configuration B, or both configuration A and B, will be used where enhanced conspicuity
of the taxiway/runway intersection is needed, for example;
a.
on complex taxiway intersection with a runway; or
b.
where holding position markings do not extend straight across the
taxiway; or
c.
on a wide-throat taxiway where the Configuration A lights on both
sides of the taxiway would not be within the normal field of view of a
pilot approaching the runway guard lights.
7.10.2.3
Configuration A runway guard lights will be located on both sides of the
taxiway, at the runway position closest to the runway, with the lighting on both sides:
a.
equidistant from the taxiway centerline; and
b.
not less than 3 m, and not more than 5 m, outside the edge of the taxiway.
7.10.2.4
Configuration B runway guard lights will be located across the entire
taxiway at the runway holding position closest to the runway, with the lights spaced at
uniform intervals of 3 m.
7.10.3
Characteristics of runway guard lights
7.10.3.1
Configuration A runway guard lights will consist of two pairs of elevated
lights, one pair on each side of the taxiway. The lights in each unit will show yellow,
illuminated alternately.
7.10.3.2
Configuration B runway guard lights will consist of inset lights showing
yellow.
7.11
Intermediate holding position lights
7.11.1
Intermediate holding position lights will be provided at the intermediate
holding position intended for use in RVR condition less than a value of 350 m, as
follows, except where a stop bar has been installed.
a.
the runway holding position on a taxiway serving a runway
equipped for night use when runway guard lights and / or stop bars are not
provided.
b.
at taxiway/taxiway intersections where it is necessary to ident ify
the aircraft holding position; and
c.
a designated intermediate holding position on a taxiway.
7.11.2
Pattern and location of intermediate holding position lights
7.11.2.1
On a taxiway equipped with centerline lights, the intermediate holding
position lights will consist of at least 3 inset lights, spaced 1.5 m apart, disposed
symmetrically about, and at right angles to, the taxiway centerline, located not more than
0.3 m before the intermediate holding position marking or the taxiway intersection
marking, as appropriate.
7.11.3
Characteristics of intermediate holding position lights
7.11.3.1
Inset intermediate holding position lights will:
a.
be fixed, unidirectional lights showing yellow;
b.
be aligned so as to be visible to the pilot of an aircraft approaching the
holding position;
c.
have light distribution as close as practicable to that of the taxiway
centerline lights.
7.12
Stop bars
7.12.1
A stop bar will be provided at every runway holding position serving a
runway when it is intended that the runway will be used in RVR conditions less than a
value of 550 m.
7.12.2
Where provided, the control mechanism for stop bars will meet the
operational requirements of the Air Traffic Service at that aerodrome.
7.12.3
Location of stop bars
7.12.3.1
A stop bar will:
a.
be located across the taxiway on, or not more than 0.3 m before,
the point at which it is intended that traffic approaching the runway stop;
b.
consist of inset lights spaced 3 m apart across the taxiway;
c.
be disposed symmetrically about, and at right angles to, the
taxiway centerline.
7.12.3.2
Where a pilot may be required to stop the aircraft in a position so close to
the lights that they are blocked from view by the structure of the aircraft, a pair of
elevated lights, with the same characteristics as the stop bar lights, will be provided
abeam the stop bar, located at a distance of at least 3 m from the taxiway edge sufficient
to overcome the visibility problem.
7.12.4
Characteristics of stop bars
7.12.4.1
A stop bar will be unidirectional and show red in the direction of approach
to the stop bar.
7.12.4.2
The intensity and beam spread of the stop bar lights will be in accordance
with relevant specification in Appendix 2 Annex 14.
7.12.4.3
The lighting circuit will be designed so that:
a.
stop bars located across entrance taxiways are selectively
switchable;
b.
stop bars located across taxiways used as exit taxiways only are
switchable selectively or in groups;
c.
when a stop bar is illuminated, any taxiway centerline lights
immediately beyond the stop bar are to be extinguished for a distance of at
least 90 m; and
d.
with control interlock and not manual control, when the centerline
lights beyond the stop bar are illuminated the stop bar is extinguished and
vice versa.
7.13
Apron Floodlighting
7.13.1
Apron floodlighting will be provided on an apron, and on a
designated isolated aircraft parking position, intended for use at night.
7.13.2
Location of Apron Floodlighting
7.13.2.1
Apron flood lights will be located so as to provide adequate
illumination on all apron service areas that are intended to be used at night.
7.13.2.2
Apron floodlights will be located and shielded so that there is a
minimum of direct or reflected glare to pilots of aircraft in flight and on the ground,
air traffic controllers, and personnel on the apron.
7.13.2.3
An aircraft parking position will receive, as far as practicable, apron
floodlighting from two or more directions to minimize shadows.
Note: For apron floodlighting purpose, an aircraft parking position means a
rectangular area subtende d by the wing span and overall length of the largest
aircraft that is intended to occupy that position.
7.13.3
Characteristics of Apron Floodlighting
7.13.3.1
To minimize the chance of an illuminated rotating object such as a
propeller appearing stationa ry, at major aerodromes, the apron floodlighting will be
distributed across the phases of a three-phase power supply system to avoid a
stroboscopic effect.
7.13.3.2
The spectral distribution of apron floodlights will be such that the
colours used for airc raft marking connected with routine servicing, and for surface
and obstacle marking, can be correctly identified.
7.13.3.3
The average illuminance of an apron will be at least as follows:
a.
i.
at an aircraft stand
for horizontal illuminance—20 lux with a uniformity
ratio [average to minimum] of not more than 4 to 1; and
ii.
for vertical illuminance—20 lux at a height of 2 m above
the apron in the relevant direction.
b.
at other apron areas, horizontal illuminance at 50 percent of
the average illuminance on the aircraft parking position with a
uniformity ratio [average to minimum] of not more than 4 to 1.
7.14
Visual Docking Guidance System
7.14.1
A visual docking guidance system will be provided when it is intended
to indicate a visual aid, the precise positioning of an aircraft on an aircraft stand
and other alternative means, such as marshallers, are not practicable.
7.14.2
The system will provide both azimuth and stopping guidance.
The azimuth guidance unit and the stopping position indicator will be adequate for
use in all weather, visibility, background lighting, and pavement conditions for
which the system is intended, both by day and night, but will not dazzle the pilot.
Note: Care is required in both the design and on-site installation of the system to
ensure that reflection of sunlight, or other light in the vicinity, does not degrade the
clarity and conspicuity of the visual cues provided by the system.
7.14.3
The azimuth guidance unit and the stopping position indicator will be
of a design such that:
a.
a clear indication of malfunction of either or both is available
to the pilot; and
b.
7.14.4
they can be turned off.
The azimuth guidance unit and the stopping position indicator will be
located in such a way that there is continuity of guidance betwe en the aircraft stand
markings, the aircraft stand manoeuvring guidance lights, if present, and the visual
docking guidance system.
7.14.5
The accuracy of the system will be adequate for the type of loading
bridge and fixed aircraft servicing installations with which it is to be used.
7.14.6
The system will be usable by all types of aircraft for which the aircraft
stand is intended, preferably without selective operation.
7.14.7
If selective operation is required to prepare the system for use by a
particular type of aircraft, then the system will provide an identification of the
selected aircraft type to both the pilot and the system operator as a means of
ensuring that the system has been set properly.
7.14.8
The azimuth guidance unit will be located on or close to the extension
of the stand centre line ahead of the aircraft so that its signals are visible from the
cockpit of an aircraft throughout the docking manoeuvre and aligned for use by the
pilots occupying both the left and right seats.
7.14.9
The azimuth guidance unit will provide unambiguous left/right
guidance which enables the pilot to acquire and maintain the lead-in line without
over controlling.
7.14.10
When azimuth guidance is indicated by colour change, green will be
used to identify the centre line and red for deviations from the centre line.
7.14.11
Stopping Position Indicator
7.14.11.1
The stopping position indicator will be located in conjunction with, or
sufficiently close to, the azimuth guidance unit so that a pilot can observe both the
azimuth and stop signals without turning the head.
7.14.11.2
The stopping position indictor will be usable at least by the pilot
occupying the left seat.
7.14.11.3
The stopping position indicator will be usable by the pilots occupying
both the left and right seats.
7.14.11.4
The stopping position information provided by the indicator for a
particular aircraft type will account for the anticipated range of variations in pilot
eye height and/or viewing angle.
7.14.11.5
The stopping position indicator will show the stopping position of the
aircraft for which the guidance is being provided, and will provide closing rate
information to enable the pilot to gradually decelerate the aircraft to a full stop at
the intended stopping position.
7.14.11.6
The stopping position indicator will provide closing rate information
over a distance of at least 10 m.
7.14.11.7
When stopping guidance is indicated by colour change, green will be
used to show that the aircraft can proceed and red to show that the stop point has
been reached except that for a short distance prior to the stopping point a third
colour may be used to warn that the stopping point is close.
Note: The new provisions of the azimuth and stopping guidance system may not be
applicable until the existing system is replaced.
7.15
Lights which may cause confusion
7.15.1
Non-aeronautical ground light in the vicinity of an aerodrome, which, by
reason of its intensity, configuration or colour might cause confusion and endanger the
safety of aircraft, will be notified to the office of Director General of Civil Aviation for
safety assessment and appropriate action. In general, vicinity of aerodrome will be taken
as within a 5 km radius of the aerodrome.
7.15.2
The areas, which are more likely to cause problem to aircraft operation,
are as follows:
a.
for a code 4 instrument runway- within a rectangular area, the
length of which extends to at least 4500 m before threshold and the width of which is at
least 750 m either side of the extended runway center line.
b.
for a code 2 or 3 instrument runway- within an area, with the same
width as at ‘a’ above, with the length extending to at least 3000 m from the threshold.
c.
for other cases- within the approach area.
7.16
Laser emissions which may enda nger the safety of aircraft
7.16.1
The following protected zones would be established around the
aerodromes to protect the safety of aircraft against the hazardous effects of laser emitters:
-
a laser beam free flight zone (LFFZ);
-
a laser beam critical flight zone (LCFZ);
-
a laser beam sensitive flight zone (LSFZ).
Note: The protected zones referred above will be in accordance with Figures A-12, A-13
and A-14, Appendix A.
7.17
Light fixtures and supporting structures
7.17.1
Supporting structures for elevated approach lights will be frangible, except
that, in that portion of approach lighting system beyond 300 m from the runway
threshold:
a.
where the height of a supporting structure exceeds 12 m the
frangibility requirement would apply to the top 12 m only; and
b.
where a supporting structure is surrounded by non- frangible
objects, only that part of the structure that extends above the surrounding
objects need be frangible.
7.18
Elevated and inset lights
7.18.1
Elevated lights will be frangible and sufficiently low to preserve clearance
for propellers and engine pods of jet aircraft. In general, they may not be more than 36
cm above the ground.
7.18.2
Inset lights will be provided where installation of elevated lights is
operationally impracticable.
7.18.3
Inset light fixtures will be so fitted as to withstand being run over by
wheels of an aircraft without damage either to the aircraft or to the lights themselves.
7.18.4
The maximum surface temperature attained by an inset light will not
exceed 160 degree C over a period of 10 minutes if operating on maximum intensity
while covered by an aircraft wheel.
7.18.5
The standard colour of the casings of elevated light units will be yellow.
7.19
Aerodrome Beacon
7.19.1
An aerodrome beacon will be provided at an aerodrome intended for use at
night.
7.19.2
The aerodrome beacon will be located on or adjacent to the aerodrome in
an area of low ambient background lighting. In addition, the aerodrome
beacon will be sited so that it is neither shielded by obstacles nor dazzling
to a pilot making an approach to land.
7.19.3
The aerodrome beacon will show green flashes alternating with white
flashes.
7.19.4
The frequency of total flashes will be from 20 to 30 per minute.
Note: Older beacons may not meet the criteria of frequency of flashes specified above.
7.19.5
The light from the beacon will be visible at all angles of azimuth.
7.19.6
The vertical light distribution will extend upward from an elevation of 1
degree to an elevation of 3 degree and the effective intensity of flash will
not be less than 2000cd.
Note: Identification beacon will not be provided in view of provision of aerodrome
beacon.