Aeronautical
Ground Light Characteristics
Notes:
1. Curves calculated on
formula x2/a2 + y2/b2
= 1
|
a |
10.0 |
14.0 |
15.0 |
|
b |
5.5 |
6.5 |
8.5 |
2. Vertical setting angles of the
lights shall be such that the following vertical coverage of the main beam will
be met:
distance from threshold vertical main beam
coverage
threshold to 315 m 0.0°— 11°
316 m to 475 m 0.5°—
11.5°
476 m to 640 m 1.5°—
12.5°
641 m and beyond 2.5°— 13.5°
(as illustrated above)
3. Lights in crossbars beyond 22.5 m from the centre line shall be toed-in
2 degrees. All other lights shall be aligned parallel to the centre line of the
runway.
4. See collective notes for Figures A2-1 to A2-11.
Figure A2-1: Isocandela diagram for
approach centre line light and crossbars (white light)
Notes:
1. Curves calculated on
formula x2/a2 + y2/b2
= 1
|
a |
7.0 |
11.5 |
16.5 |
|
b |
5.0 |
6.0 |
8.0 |
2. Toe-in 2 degrees
3. Vertical setting angles of the
lights shall be such that the following vertical coverage of the main beam will
be met:
distance from
threshold vertical main
beam coverage
threshold to 115 m 0.5°— 10.5°
116 m to
215 m 0 1°— 11°
216 m and beyond 1.5°— 11.5° (as
illustrated above)
4. See collective
notes for Figures A2-1 to A2-11.
Figure A2-2: Isocandela diagram for
approach side row light (red light)
Notes:
1. Curves calculated on
formula x2/a2 + y2/b2
= 1
|
a |
5.5 |
7.5 |
9.0 |
|
b |
4.5 |
6.0 |
8.5 |
2. Toe-in 3.5
degrees
3. See collective
notes for Figures A2-1 to A2-11.
Figure A2-3: Isocandela diagram for threshold light (green light)
Notes:
1. Curves calculated on
formula x2/a2 + y2/b2
= 1
|
a |
7.0 |
11.5 |
16.5 |
|
b |
5.0 |
6.0 |
8.0 |
2. Toe-in 2
degrees
3. See collective
notes for Figures A2-1 to A2-11.
Figure A2-4: Isocandela diagram for threshold wing bar light (green light)
Notes:
1. Curves
calculated on formula x2/a2
+ y2/b2 = 1
|
a |
5.0 |
7.0 |
8.5 |
|
b |
3.5 |
6.0 |
8.5 |
2. Toe-in 4
degrees
3. See collective
notes for Figures A2-1 to A2-11.
Figure A2-5: Isocandela diagram for touchdown zone light (white light)
Notes:
1. Curves
calculated on formula x2/a2
+ y2/b2 = 1
|
a |
5.0 |
7.0 |
8.5 |
|
b |
3.5 |
6.0 |
8.5 |
2. For red light
multiply values by 0.15.
3. For yellow light, multiply values by 0.40.
4. See collective
notes for Figures A2.1 to A2.11.
Figure A2.6: Isocandela diagram for runway centre line light with 30 m longitudinal spacing (white light) and rapid exit taxiway indicator light (yellow light)
Notes:
1. Curves
calculated on formula x2/a2
+ y2/b2 = 1
|
a |
5.0 |
7.0 |
8.5 |
|
b |
4.5 |
8.5 |
10.0 |
2. For red light,
multiply values by 0.15.
3. For yellow
light, multiply values by 0.40.
4. See collective notes for Figures A2-1 to A2-11.
Figure A2-7: Isocandela diagram for runway centre line
light with 15 m longitudinal spacing (white light) and rapid exit taxiway indicator light (yellow light)
Notes:
1. Curves
calculated on formula x2/a2
+ y2/b2 = 1
|
a |
6.0 |
7.5 |
9.0 |
|
b |
2.25 |
5.0 |
6.5 |
2. See collective notes for Figures A2-1 to A2-11.
Figure A2-8: Isocandela diagram for runway end light (red light)
Notes:
1. Curves calculated
on formula x2/a2
+ y2/b2 = 1
|
a |
5.5 |
7.5 |
9.0 |
|
b |
3.5 |
6.0 |
8.5 |
2. Toe-in 3.5
degrees
3. For red light, multiply values by 0.15.
4. For yellow
light, multiply values by 0.40.
5. See collective notes for Figures A2-1 to A2-11.
Figure A2-9: Isocandela diagram for runway edge light
where width of runway is 45 m (white light)
Notes:
1. Curves
calculated on formula x2/a2
+ y2/b2 = 1
|
a |
6.5 |
8.5 |
10.0 |
|
b |
3.5 |
6.0 |
8.5 |
2. Toe-in 4.5
degrees
3. For red light, multiply values by 0.15.
4. For yellow
light, multiply values by 0.40.
5. See collective notes for Figures A2-1 to A2-11.
Figure A2-10: Isocandela diagram for runway edge light where width of runway is 60 m (white light)
Figure A2-11: Grid points to be used for the calculation
of average
intensity of approach and runway lights
Collective
notes to Figures A2.1 to A2.11:
1. The
ellipses in each figure are symmetrical about the common vertical and
horizontal axes.
2. Figures
A2.1 to A2.10 show the minimum allowable light intensities. The average intensity
of the main beam is calculated by establishing grid points as shown in Figure
A2.11 and using the intensity values measures at all grid points located within
and on the perimeter of the ellipse representing the main beam. The average
value is the arithmetic average of light intensities measured at all considered
grid points.
3. No
deviations are acceptable in the main beam pattern when the lighting fixture is
properly aimed.
4. Average
intensity ratio. The ratio between the average intensity within the ellipse
defining the main beam of a typical new light and the average light intensity
of the main beam of a new runway edge light shall be as follows:
|
1.5 to 2.0 (white light) |
Approach centre line and crossbars |
Figure A2.1 |
|
0.5 to 1.0 (red light) |
Approach side row |
Figure A2.2 |
|
1.0 to 1.5 (green light) |
Threshold |
Figure A2.3 |
|
1.0 to 1.5 (green light) |
Threshold wing bar |
Figure A2.4 |
|
0.5 to 1.0 (white light) |
Touchdown zone |
Figure A2.5 |
|
0.5 to 1.0 (white light) |
Runway centre line (longitudinal spacing 30 cm) |
Figure A2.6 |
|
0.5 to 1.0 for CAT III (white light) 0.25 to 0.5 for CAT I, II (white light) |
Runway centre line (longitudinal spacing 15 cm) |
Figure A2.7 |
|
0.25 to 0.5 (red light) |
Runway end |
Figure A2.8 |
|
1.0 (white light) |
Runway edge (45 m runway width) |
Figure A2.9 |
|
1.0 (white light) |
Runway edge (60 m runway width) |
Figure A2.10 |
5. The beam coverages in the figures provide the
necessary guidance for approaches down to an RVR of the order of 150 m and
take-offs down to an RVR of the order of 100 m.
6. Horizontal
angles are measured with respect to the vertical plane through the runway
centre line. For lights other than center line lights, the direction towards
the runway centre line is considered positive. Vertical angles are measured
with respect to the horizontal plane.
7. Where,
for approach centre line lights and crossbars and for approach side row lights,
inset lights are used in lieu of elevated lights, e.g. on a runway with a
displaced threshold, the intensity requirements can be met by installing two or
three fittings (lower intensity) at each position.
8. The importance of adequate maintenance cannot be over-emphasized.
The average intensity should never fall to a value less than 50 per cent of the
value shown in the figures and it should be the aim of airport authorities to
maintain a level of light output close to the specified minimum average
intensity.
9. The light unit shall be
installed so that the main beam is aligned within one-half degree of the
specified requirement.
Notes:
1. These beam coverages
allow for displacement of the cockpit from the centre line up to distances of
the order of 12 m and are intended for use before and after curves.
2. See collective notes
for Figures A2-12 to A2-21.
3. Increased intensities
for enhanced rapid exit taxiway centre line lights as recommended in
139.323(p)(9) are four times the respective intensities in the figure (i.e. 800
cd for minimum average main beam).
Figure A2-12:
Isocandela diagram for taxiway centre line (15 m spacing) and stop bar lights
in straight sections intended for use in runway visual range conditions of less
than a value of 350 m where large offsets can occur and for low-intensity
runway guard lights, Configuration B
Notes:
1. These beam
coverages are generally satisfactory and cater for a normal displacement of the
cockpit from the centre line of approximately 3 m.
2. See collective
notes for Figures A2-12 to A2-21.
Figure A2-13: Isocandela diagram for taxiway centre line
(15 m spacing) and
stop bar lights in straight sections intended for use in
runway visual range conditions of less than a value of
350 m
Notes:
1. Lights on curves to
be toed-in 15.75 degrees with respect to the tangent of the curve.
2. See collective
notes for Figures A2-12 to A2-21.
Figure A2-14: Isocandela diagram for taxiway centre line
(7.5 m spacing) and
stop bar lights in curved sections intended for use in
runway visual range conditions of less than a value of
350 m
Notes:
1. At locations where high background luminance is usual and where deterioration of light output resulting from dust, snow and local contamination is a significant factor, the cd-values should be multiplied by 2.5.
2. Where
omnidirectional lights are used they shall comply with the vertical beam
requirements in this figure.
3. See collective
notes for Figures A2-12 to A2-21.
Figure A2-15: Isocandela diagram for taxiway centre line
(30 m, 60 m spacing) and
stop bar lights in straight sections intended for use in
runway visual range conditions of 350 m or greater
Notes:
1. Lights on curves to be toed-in 15.75 degrees with respect to the tangent of the curve.
2. At locations where
high background luminance is usual and where deterioration of light output
resulting from dust, snow and local contamination is a significant factor, the
cd-values should be multiplied by 2.5.
3. These beam coverages
allow for displacement of the cockpit from the centre line up to distances of
the order of 12 m as could occur at the end of curves.
4. See collective notes
for Figures A2-12 to A2-21.
Figure A2-16. Isocandela diagram for taxiway centre line
(7.5 m, 15 m, 30 m spacing) and stop bar lights in curved sections intended for
use in
runway visual range conditions of 350 m or greater
|
Curve |
a |
b |
c |
d |
e |
|
Intensity (cd) |
8 |
20 |
100 |
450 |
1800 |
Notes:
1. These beam coverages allow for displacement of the cockpit from the centre line up to distances of the order of 12 m and are intended for use before and after curves.
2. See collective
notes for Figures A2-12 to A2-21.
Figure A2-17: Isocandela diagram for high-intensity
taxiway centre line (15 m spacing)
and stop bar lights in straight sections intended for
use in an advanced
surface movement guidance and control system where
higher light intensities are required
and where large offsets can occur
|
Curve |
a |
b |
c |
d |
e |
|
Intensity (cd) |
8 |
20 |
100 |
450 |
1800 |
Notes:
1. These beam coverages are
generally satisfactory and cater for a normal displacement of the cockpit
corresponding to the outer main gear wheel on the taxiway edge.
2. See collective
notes for Figures A2-12 to A2-21.
Figure A2-18: Isocandela diagram for high-intensity
taxiway centre line (15 m spacing)
and stop bar lights in straight sections intended for
use in an advanced
surface movement guidance and control system where higher
light intensities are required
|
Curve |
a |
b |
c |
d |
|
Intensity (cd) |
8 |
100 |
200 |
400 |
Notes:
1. Lights on curves to
be toed-in 17 degrees with respect to the tangent of the curve.
2. See collective notes
for Figures A2-12 to A2-21.
Figure A2-19: Isocandela diagram for high-intensity
taxiway centre line (7.5 m spacing)
and stop bar lights in curved sections intended for use
in an advanced
surface movement guidance and control system where
higher light intensities are required
Notes:
1. Although the lights flash in normal operation, the light intensity is specified as if the lights were fixed for incandescent lamps.
2. See collective
notes for Figures A2-12 to A2-21.
Figure A2-20: Isocandela diagram for high-intensity
runway guard lights,
Configuration B
Figure A2-21: Grid points to be used for calculation of
average intensity
of taxiway centre line and stop bar lights
Collective notes to Figures
A2.12 to A2.21:
1. The intensities specified in Figures A2.12 to A2.20 are in green and yellow light for taxiway centre line lights, yellow light for runway guard lights and red light for stop bar lights.
2. Figures A2.12 to A2.20 show the minimum allowable light intensities. The average intensity of the main beam is calculated by establishing grid points as shown in Figure A2.21 and using the intensity values measured at all grid points located within and on the perimeter of the rectangle representing the main beam. The average value is the arithmetic average of the light intensities measured at all considered grid points.
3. No deviations are acceptable in the main beam or in the innermost beam, as applicable, when the lighting fixture is properly aimed.
4. Horizontal angles are measured with respect to the vertical plane through the taxiway centre line except on curves where they are measured with respect to the tangent to the curve.
5. Vertical angles are measured from the longitudinal slope of the taxiway surface.
6. The importance of adequate maintenance cannot be over-emphasized. The intensity, either average where applicable or as specified on the corresponding isocandela curves, should never fall to a value less than 50 per cent of the value shown in the figures and it should be the aim of airport authorities to maintain a level of light output close to the specified minimum average intensity.
7. The light unit shall be installed so that the main beam or the innermost beam, as applicable, is aligned within one-half degree of the specified requirement.
Figure A2-22: Light intensity
distribution of T-VASIS and AT-VASIS
Figure A2-23: Light intensity distribution of PAPI and
APAPI
Notes:
1. Although the
lights flash in normal operation, the light intensity is specified as if the
lights were fixed for incandescent lamps.
2. The intensities
specified are in yellow light.
Figure A2-24: Isocandela diagram for each light in
low-intensity runway guard lights,
Configuration A
Notes:
1. Although the lights flash in normal operation, the light intensity is specified as if the lights were fixed for incandescent lamps.
2. The intensities
specified are in yellow light.
Figure A2-25: Isocandela diagram for each light in
high-intensity runway guard lights,
Configuration A