SUBPART H

Visual Aids for Navigation

139.319 Indicators and signaling devices

(a)  Wind direction indicators:

(1)   Application: An aerodrome shall be equipped with at least one wind direction indicator.

(2)   Location: A wind direction indicator shall be located so as to be visible from aircraft in flight or on the movement area and in such a way as to be free from the effects of air disturbances caused by nearby objects.

(3)   Characteristics: The wind direction indicator should be in the form of a truncated cone made of fabric and should have a length of not less than 3.6 m and a diameter, at the larger end, of not less than 0.9 m. It should be constructed so that it gives a clear indication of the direction of the surface wind and a general indication of the wind speed. The colour or colours should be so selected as to make the wind direction indicator clearly visible and understandable from a height of at least 300 m, having regard to background. Where practicable, a single colour, preferably white or orange, should be used. Where a combination of two colours is required to give adequate conspicuity against changing backgrounds, they should preferably be orange and white, red and white, or black and white, and should be arranged in five alternate bands, the first and last bands being the darker colour.

(4)   The location of at least one wind direction indicator should be marked by a circular band 15 m in diameter and 1.2 m wide. The band should be centred about the wind direction indicator support and should be in a colour chosen to give adequate conspicuity, preferably white.

(5)   Provision should be made for illuminating at least one wind indicator at an aerodrome intended for use at night.

(b) Landing direction indicator:

(1)   Location: Where provided, a landing direction indicator shall be located in a conspicuous place on the aerodrome.

(2)   Characteristics: The landing direction indicator should be in the form of a “T”.

(3)   The shape and minimum dimensions of a landing “T” shall be as shown in Figure 5-1. The colour of the landing “T” shall be either white or orange, the choice being dependent on the colour that contrasts best with the background against which the indicator will be viewed. Where required for use at night the landing “T” shall either be illuminated or outlined by white lights.

(c)  Signalling lamp:

(1)   Application: A signalling lamp shall be provided at a controlled aerodrome in the aerodrome control tower.

(2)   Characteristics: A signalling lamp should be capable of producing red, green and white signals, and of:

(i)    Being aimed manually at any target as required;

(ii)   Giving a signal in any one colour followed by a signal in either of the two other colours; and

(iii)  Transmitting a message in any one of the three colours by Morse Code up to a speed of at least four words per minute.

When selecting the green light, use should be made of the restricted boundary of green as specified in Appendix 1, 139.a1.2(a)(2).

(3)   The beam spread should be not less than 1° nor greater than 3°, with negligible light beyond 3°. When the signalling lamp is intended for use in the daytime the intensity of the coloured light should be not less than 6000 cd.

 

 

Figure 5-1: Landing direction indicator

(d) Signal panels and signal area:

Note: The inclusion of detailed specifications for a signal area in this section is not intended to imply that one has to be provided. EAC 139-55 provides guidance on the need to provide ground signals. ECAR Part 172 specifies the shape, colour and use of visual ground signals. EAC 139-12 provides guidance on their design.

(1)   Location of signal area: The signal area should be located so as to be visible for all angles of azimuth above an angle of 10° above the horizontal when viewed from a height of 300 m.

(2)   Characteristics of signal area: The signal area shall be an even horizontal surface at least 9 m square.

(3)   The colour of the signal area should be chosen to contrast with the colours of the signal panels used, and it should be surrounded by a white border not less than 0.3 m wide.

 

139.321 Markings

(a)  General:

(1)   Interruption of runway markings: At an intersection of two (or more) runways the markings of the more important runway, except for the runway side stripe marking, shall be displayed and the markings of the other runway(s) shall be interrupted. The runway side stripe marking of the more important runway may be either continued across the intersection or interrupted.

(2)   The order of importance of runways for the display of runway markings should be as follows:

(i)    Precision approach runway;

(ii)   Non-precision approach runway; and

(iii)  Non-instrument runway.

(3)   At an intersection of a runway and taxiway the markings of the runway shall be displayed and the markings of the taxiway interrupted, except that runway side stripe markings may be interrupted.

Note: See .321(h)(5) regarding the manner of connecting runway and taxiway centre line markings.

 (4)  Colour and conspicuity: Runway markings shall be white.

Note 1: It has been found that, on runway surfaces of light colour, the conspicuity of white markings can be improved by outlining them in black.

Note 2: It is preferable that the risk of uneven friction characteristics on markings be reduced in so far as practicable by the use of a suitable kind of paint.

Note 3: Markings may consist of solid areas or a series of longitudinal stripes providing an effect equivalent to the solid areas.

(5)   Taxiway markings, runway turn pad markings and aircraft stand markings shall be yellow.

(6)   Apron safety lines shall be of a conspicuous colour which shall contrast with that used for aircraft stand markings.

(7)   At aerodromes where operations take place at night, pavement markings should be made with reflective materials designed to enhance the visibility of the markings.

Note: Guidance on reflective materials is given in EAC 139-12.

(8)   Unpaved taxiways: An unpaved taxiway should be provided, so far as practicable, with the markings prescribed for paved taxiways.

(b)   Runway designation marking:

(1)   Application: A runway designation marking shall be provided at the thresholds of a paved runway.

(2)   A runway designation marking should be provided, so far as practicable, at the thresholds of an unpaved runway.

(3)   Location: A runway designation marking shall be located at a threshold as shown in Figure 5-2 as appropriate.

Note: If the runway threshold is displaced from the extremity of the runway, a sign showing the designation of the runway may be provided for aero planes taking off.

 (4)  Characteristics: A runway designation marking shall consist of a two-digit number and on parallel runways shall be sup-plemented with a letter. On a single runway, dual parallel runways and triple parallel runways the two-digit number shall be the whole number nearest the one-tenth of the magnetic North when viewed from the direction of approach. On four or more parellel runways, one set of adjacent runways shall be numbered to the nearest one-tenth magnetic azimuth and the other set of adjacent runways numbered to the next nearest one-tenth of the magnetic azimuth. When the above rule would give a single digit number, it shall be preceded by a zero.

(5)   In the case of parallel runways, each runway designation number shall be supplemented by a letter as follows, in the order shown from left to right when viewed from the direction of approach:

(i)    For two parallel runways: “L” “R”;

(ii)   For three parallel runways: “L” “C” “R”;

(iii)  For four parallel runways: “L” “R” “L” “R”;

(iv)  For five parallel runways: “L” “C” “R” “L” “R” or “L” “R” “L” “C” “R”; and

(v)   For six parallel runways: “L” “C” “R” “L” “C” “R”.

(6)   The numbers and letters shall be in the form and proportion shown in Figure 5-3. The dimensions shall be not less than those shown in Figure 5-3, but where the numbers are incorporated in the threshold marking, larger dimensions shall be used in order to fill adequately the gap between the stripes of the threshold marking.

(c)  Runway centre line marking:

(1)   Application: A runway centre line marking shall be provided on a paved runway.

(2)   Location: A runway centre line marking shall be located along the centre line of the runway between the runway designation markings as shown in Figure 5-2, except when interrupted in compliance with .321(a)(1).

(3)   Characteristics: A runway centre line marking shall consist of a line of uniformly spaced stripes and gaps. The length of a stripe plus a gap shall be not less than 50 m or more than 7 5m. The length of each stripe shall be at least equal to the length of the gap or 30 m, whichever is greater.

(4)   The width of the stripes shall be not less than:

(i)    0.90 m on precision approach category II and III runways;

(ii)   0.45 m on non-precision approach runways where the code number is 3 or 4, and precision approach category I runways; and

(iii)  0.30 m on non-precision approach runways where the code number is 1 or 2, and on non-instrument runways.

Figure 5-2: Runway designation, centre line and threshold markings.

 

Figure 5-3: Form and proportions of numbers and letters

for runway designation markings

(d) Threshold marking:

(1)   Application: A threshold marking shall be provided at the threshold of a paved instrument runway, and of a paved non-instrument runway where the code number is 3 or 4 and the runway is intended for use by international air transport.

(2)   A threshold marking should be provided at the threshold of a paved non-instrument runway where the code number is 3 or 4 and the runway is intended for use by other than international air transport.

(3)   A threshold marking should be provided, so far as practicable, at the thresholds of an unpaved runway.

Note: EAC 139-12 shows a form of marking which has been found satisfactory for the marking of downward slopes immediately before the threshold.

 (4)  Location: The stripes of the threshold marking shall commence 6 m from the threshold.

 (5)  Characteristics: A runway threshold marking shall consist of a pattern of longitudinal stripes of uniform dimensions disposed symmetrically about the centre line of a runway as shown in Figure 5-2 (A) and (B) for a runway width of 45 m. The number of stripes shall be in accordance with the runway width as follows:

Runway width

Number of stripes

18 m

4

23 m

6

30 m

8

45 m

12

60 m

16

except that on non-precision approach and non-instrument runways 45 m or greater in width, they may be as shown in Figure 5-2 (C).

(6)   The stripes shall extend laterally to within 3 m of the edge of a runway or to a distance of 27 m on either side of a runway centre line, whichever results in the smaller lateral distance. Where a runway designation marking is placed within a threshold marking there shall be a minimum of three stripes on each side of the centre line of the runway. Where a runway designation marking is placed above a threshold marking, the stripes shall be continued across the runway. The stripes shall be at least 30 m long and approximately 1.80 m wide with spacing of approximately 1.80 m between them except that, where the stripes are continued across a runway, a double spacing shall be used to separate the two stripes nearest the centre line of the runway, and in the case where the designation marking is included within the threshold marking this spacing shall be 22.5 m.

(7)   Transverse stripe: Where a threshold is displaced from the extremity of a runway or where the extremity of a runway is not square with the runway centre line, a transverse stripe as shown in Figure 5-4 (B) should be added to the threshold marking.

(8)   A transverse stripe shall be not less than 1.80 m wide.

(9)   Arrows: Where a runway threshold is permanently displaced, arrows conforming to Figure 5-4 (B) shall be provided on the portion of the runway before the displaced threshold.

(10) When a runway threshold is temporarily dis-placed from the normal position, it shall be marked as shown in Figure 5-4 (A) or 5-4 (B) and all markings prior to the displaced threshold shall be obscured except the runway centre line marking, which shall be converted to arrows.

Note 1: In the case where a threshold is temporarily displaced for only a short period of time, it has been found satisfactory to use markers in the form and colour of a displaced threshold marking rather than attempting to paint this marking on the runway.

Note 2: When the runway before a displaced threshold is unfit for the surface movement of aircraft, closed markings, as described in .331(a)(4), are required to be provided.

(e)  Aiming point marking:

(1)   Application: The provisions of Sections .321(e) and .321(f) shall not require the replacement of existing markings before 1 January 2005.

(2)   An aiming point marking shall be provided at each approach end of a paved instrument runway where the code number is 2, 3 or 4.

Figure 5-4: Displaced threshold markings.

(3)   An aiming point marking should be provided at each approach end of:

(i)    A paved non-instrument runway where the code number is 3 or 4,

(ii)   A paved instrument runway where the code number is 1,

when additional conspicuity of the aiming point is desirable.

(4)   Location: The aiming point marking shall commence no closer to the threshold than the distance indicated in the appropriate column of Table 5-1, except that, on a runway equipped with a visual approach slope indicator system, the beginning of the marking shall be coincident with the visual approach slope origin.

Table 5-1: Location and dimensions of aiming point marking

a.   The greater dimensions of the specified ranges are intended to be used where increased conspicuity is required.

b.   The lateral spacing may be varied within these limits to minimize the contamination of the marking by rubber deposits.

c.   These figures were deduced by reference to the outer main gear wheel span which is element 2 of the aerodrome reference code at Subpart D, Table 1-1.

(5)   An aiming point marking shall consist of two con-spacious stripes. The dimensions of the stripes and the lateral spacing between their inner sides shall be in accordance with the provisions of the appropriate column of Table 5-1. where a touchdown zone marking is provided, the lateral spacing between the markings shall be the same as that of the touchdown zone marking.

(f)  Touchdown zone marking:

(1) Application: A touchdown zone marking shall be provided in the touchdown zone of a paved precision approach runway where the code number is 2, 3 or 4.

(2)   A touchdown zone marking should be provided in the touchdown zone of a paved non-precision approach or non-instrument runway where the code number is 3 or 4 and additional conspicuity of the touchdown zone is desirable.

(3)   Location and characteristics: A touchdown zone marking shall consist of pairs of rectangular markings symmetrically disposed about the runway centre line with the number of such pairs related to the landing distance available and, where the marking is to be displayed at both the approach directions of a runway, the distance between the thresholds, as follows:

Landing distance available or

the distance between thresholds                       

Pair(s) of markings

less than 900 m

1

900 m up to but not including 1 200 m

2

1 200 m up to but not including 1 500 m

3

1 500 m up to but not including 2 400 m

4

2 400 m or more

6

(4)   A touchdown zone marking shall conform to either of the two patterns shown in Figure 5-5. For the pattern shown in Figure 5-5 (A), the markings shall be not less than 22.5 m long and 3 m wide. For the pattern shown in Figure 5-5 (B), each stripe of each marking shall be not less than 22.5 m long and 1.8 m wide with a spacing of 1.5 m between adjacent stripes. The lateral spacing between the inner sides of the rectangles shall be equal to that of the aiming point marking where provided. Where an aiming point marking is not provided, the lateral spacing between the inner sides of the rectangles shall correspond to the lateral spacing specified for the aiming point marking in Table 5-1 (columns 2, 3, 4 or 5, as appropriate). The pairs of markings shall be provided at longitudinal spacings of 150 m beginning from the threshold except that pairs of touchdown zone markings coincident with or located within 50 m of an aiming point marking shall be deleted from the pattern.

(5)   On a non-precision approach runway where the code number is 2, an additional pair of touchdown zone marking stripes should be provided 150 m beyond the beginning of the aiming point marking.

(g)  Runway side stripe marking:

(1)   Application: A runway side stripe marking shall be provided between the thresholds of a paved runway where there is a lack of contrast between the runway edges and the shoulders or the surrounding terrain.

(2)   A runway side stripe marking should be provided on a precision approach runway irrespective of the contrast between the runway edges and the shoulders or the surrounding terrain.

(3)   Location: A runway side stripe marking should consist of two stripes, one placed along each edge of the runway with the outer edge of each stripe approximately on the edge of the runway, except that, where the runway is greater than 60 m in width, the stripes should be located 30 m from the runway centre line.

(4)   Where a runway turn pad is provided, the runway side stripe marking should be continued between the runway and the runway turn pad.

(5)   Characteristics: A runway side stripe should have an overall width of at least 0.9 m on runways 30 m or more in width and at least 0.45 m on narrower runways.

Figure 5-5: Aiming point and touchdown zone markings

(illustrated for a runway with a length of 2 400 m or more)

(h)   Taxiway centre line marking:

(1)   Application: Taxiway centre line marking shall be provided on a paved taxiway, and apron where the code number is 3 or 4 in such a way as to provide continuous guidance between the runway centre line and aircraft stands.

(2)   Taxiway centre line marking should be provided on a paved taxiway, and apron where the code number is 1 or 2 in such a way as to provide continuous guidance between the runway centre line and aircraft stands.

(3)   Taxiway centre line marking shall be provided on a paved runway when the runway is part of a standard taxi-route and:

(i)    There is no runway centre line marking; or

(ii)   Where the taxiway centre line is not coincident with the runway centre line.

(4)  Where it is necessary to denote the proximity of a runway-holding position, enhanced taxiway centre line marking should be provided.

Note.— The provision of enhanced taxiway centre line marking may form part of runway incursion prevention measures.

 (5) Where provided, enhanced taxiway centre line marking shall be installed at all taxiway/runway intersections at that aerodrome.

 (6)  Where taxiway centre line marking is provided on a runway in accordance with .321(h)(3), the marking should be located on the centre line of the designated taxiway.

(7)   Characteristics: A taxiway centre line marking shall be at least 15 cm in width and continuous in length except where it intersects with a runway-holding position marking or an intermediate holding position marking as shown in Figure 5-6.

(8) Where provided, an enhanced taxiway centre line marking shall extend from the runway

holding position Pattern A (as defined in Figure 5-6, Taxiway markings) to a distance of up to 45 m (a minimum of three (3) dashed lines) in the direction of travel away from the runway or to the next runway holding position, if within 45m distance.

(9) Where provided, an enhanced taxiway centre line marking shall extend from the runway holding position Pattern A (as defined in Figure 5-6, Taxiway markings) to a distance of up to 45 m (a minimum of three (3) dashed lines) in the direction of travel away from the runway or to the next runway holding position, if within 45m distance.

 (10) Characteristics: A taxiway centre line marking shall be at least 15 cm in width and continuous in length except where it intersects with a runway-holding position marking or an intermediate holding position marking as shown in Figure 5-6A.

(11)  Enhanced taxiway centre line marking shall be as shown in Figure 5-6A.

Editorial Note.— Renumber existing paragraphs accordingly.

 

Editorial Note.— Insert new Figure 5-6A as follows:

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 


 (i)  Runway turn pad marking:

(1)   Application: Where a runway turn pad is provided, a runway turn pad marking shall be provided for continuous guidance to enable an aero plane to complete a 180-degree turn and align with the runway centre line.

(2)   Location: The runway turn pad marking should be curved from the runway centre line into the turn pad. The radius of the curve should be compatible with the maneuvering capability and normal taxiing speeds of the aero planes for which the runway turn pad is intended. The intersection angle of the runway turn pad marking with the runway centre line should not be greater than 30 degrees.

(3)   The runway turn pad marking should be extended parallel to the runway centre line marking for a distance of at least 60 m beyond the point of tangency where the code number is 3 or 4, and for a distance of at least 30 m where the code number is 1 or 2.

(4)   A runway turn pad marking should guide the aeroplane in such a way as to allow a straight portion of taxiing before the point where a 180-degree turn is to be made. The straight portion of the runway turn pad marking should be parallel to the outer edge of the runway turn pad.

(5)   The design of the curve allowing the aeroplane to negotiate a 180-degree turn should be based on a nose wheel steering angle not exceeding 45 degrees.

(6)   The design of the turn pad marking should be such that, when the cockpit of the aeroplane remains over the runway turn pad marking, the clearance distance between any wheel of the aeroplane landing gear and the edge of the runway turn pad should be not less than those specified in 139.309(c)(6).

Note: For ease of manoeuvring, consideration may be given to providing a larger wheel-to-edge clearance for codes E and F aeroplanes. See  139.309(c)(7).

(7)   Characteristics: A runway turn pad marking shall be at least 15 cm in width and continuous in length.

(j)    Runway-holding position marking:

(1)   Application and location: A runway-holding position marking shall be displayed along a runway-holding position.

Note: See .325(b) concerning the provision of signs at runway-holding positions.

(2)   Characteristics: At an intersection of a taxiway and a non-instrument, non-precision approach or take-off runway, the runway-holding position marking shall be as shown in Figure 5-6, pattern A.

(3)   Where a single runway-holding position is provided at an intersection of a taxiway and a precision approach category I, II or III runway, the runway-holding position marking shall be as shown in Figure 5-6, pattern A. Where two or three runway-holding positions are provided at such an intersection, the runway-holding position marking closer (closest) to the runway shall be as shown in Figure 5-6, pattern A and the markings farther from the runway shall be as shown in Figure 5-6, pattern B.

(4)   The runway-holding position marking displayed at a runway-holding position established in accordance with .311(d)(3) shall be as shown in Figure 5-6, pattern A.

Figure 5-6: Taxiway markings

(Shown with basic runway markings)

(5)   Where increased conspicuity of the runway-holding position is required, the runway-holding position marking should be as shown in Figure 5-7, pattern A or pattern B, as appropriate.

(6)   Where a pattern B runway-holding position marking is located on an area where it would exceed 60 m in length, the term “CAT II” or “CAT III” as appropriate should be marked on the surface at the ends of the runway-holding position marking and at equal intervals of 45 m maximum between successive marks. The letters should be not less than 1.8 m high and should be placed not more than 0.9 m beyond the holding position marking.

(7)   The runway-holding position marking displayed at a runway/runway intersection shall be perpendicular to the centre line of the runway forming part of the standard taxi-route. The pattern of the marking shall be as shown in Figure 5-7, pattern A.

Figure 5-7: Runway-holding position markings

(k) Intermediate holding position marking:

(1)   Application and location: An intermediate holding position marking should be displayed along an intermediate holding position.

(2)   (Reserved).

(3)   Where an intermediate holding position marking is displayed at an intersection of two paved taxiways, it shall be located across the taxiway at sufficient distance from the near edge of the intersecting taxiway to ensure safe clearance between taxiing aircraft. It shall be coincident with a stop bar or intermediate holding position lights, where provided.

(4)   (Reserved).

(5)   Characteristics: An intermediate holding position marking shall consist of a single broken line as shown in Figure 5-6.

(l)   VOR aerodrome check-point marking:

(1)   Application: When a VOR aerodrome check-point is established, it shall be indicated by a VOR aerodrome check-point marking and sign.

Note: See .325(d) for VOR aerodrome check-point sign.

(2)   Site selection: Guidance on the selection of sites for VOR aerodrome check-points is given in ECAR Part 171.

(3)   Location: A VOR aerodrome check-point marking shall be centred on the spot at which an aircraft is to be parked to receive the correct VOR signal.

(4)   Characteristics: A VOR aerodrome check-point marking shall consist of a circle 6 m in diameter and have a line width of 15 cm (see Figure 5-8 (A)).

(5)   When it is preferable for an aircraft to be aligned in a specific direction, a line should be provided that passes through the centre of the circle on the desired azimuth. The line should extend 6 m outside the circle in the desired direction of heading and terminate in an arrowhead. The width of the line should be 15 cm (see Figure 5-8 (B)).

(6)   A VOR aerodrome check-point marking should preferably be white in colour but should differ from the colour used for the taxiway markings.

Note: To provide contrast, markings may be bordered with black.

Figure 5-8: VOR aerodrome check-point marking

(m) Aircraft stand markings:

Note: Guidance on the layout of aircraft stand markings is contained in EAC 139-12.

(1)   Application: Aircraft stand markings should be provided for designated parking positions on a paved apron.

(2)   Location: Aircraft stand markings on a paved apron should be located so as to provide the clearances specified in .313(a)(6), when the nose wheel follows the stand marking.

(3)   Characteristics: Aircraft stand markings should include such elements as stand identification, lead-in line, turn bar, turning line, alignment bar, stop line and lead-out line, as are required by the parking configuration and to complement other parking aids.

(4)   An aircraft stand identification (letter and/or number) should be included in the lead-in line a short distance after the beginning of the lead-in line. The height of the identification should be adequate to be readable from the cockpit of aircraft using the stand.

(5)   Where two sets of aircraft stand markings are superimposed on each other in order to permit more flexible use of the apron and it is difficult to identify which stand marking should be followed, or safety would be impaired if the wrong marking was followed, then identification of the aircraft for which each set of markings is intended should be added to the stand identification.

(6)   Lead-in, turning and lead-out lines should normally be continuous in length and have a width of not less than 15 cm. Where one or more sets of stand markings are superimposed on a stand marking, the lines should be continuous for the most demanding aircraft and broken for other aircraft.

(7) The curved portions of lead-in, turning and lead-out lines should have radii appropriate to the most demanding aircraft type for which the markings are intended.

(8) Where it is intended that an aircraft proceed in one direction only, arrows pointing in the direction to be followed should be added as part of the lead-in and lead-out lines.

(9)   A turn bar should be located at right angles to the lead-in line, abeam the left pilot position at the point of initiation of any intended turn. It should have a length and width of not less than 6 m and 15 cm, respectively, and include an arrowhead to indicate the direction of turn.

Note: The distances to be maintained between the turn bar and the lead-in line may vary according to different aircraft types, taking into account the pilot’s field of view.

(10) If more than one turn bar and/or stop line is required, they should be coded.

(11) An alignment bar should be placed so as to be coincident with the extended centre line of the aircraft in the specified parking position and visible to the pilot during the final part of the parking manoeuvre. It should have a width of not less than 15 cm.

(12) A stop line should be located at right angles to the alignment bar, abeam the left pilot position at the intended point of stop. It should have a length and width of not less than 6 m and 15 cm, respectively.

Note: The distances to be maintained between the stop line and the lead-in line may vary according to different aircraft types, taking into account the pilot’s field of view.

(n)  Apron safety lines:

Note: Guidance on apron safety lines is contained in EAC 139-12.

(1)   Application: Apron safety lines should be provided on a paved apron as required by the parking configurations and ground facilities.

(2)   Location: Apron safety lines shall be located so as to define the areas intended for use by ground vehicles and other aircraft servicing equipment, etc., to provide safe separation from aircraft.

(3)   Characteristics: Apron safety lines should include such elements as wing tip clearance lines and service road boundary lines as required by the parking configurations and ground facilities.

(4)   An apron safety line should be continuous in length and at least 10 cm in width.

(o) Road-holding position marking:

(1)   Application: A road-holding position marking shall be provided at all road entrances to a runway.

(2)   Location: The road-holding position marking shall be located across the road at the holding position.

(3)   Characteristics: The road-holding position marking shall be in accordance with the local road traffic regulations.

(p) Mandatory instruction marking:

Note: Guidance on mandatory instruction marking is given in EAC 139-12.

Figure 5-9: Mandatory instruction marking

(1)   Application: Where it is impracticable to install a mandatory instruction sign in accordance with .325(b)(1), a mandatory instruction marking shall be provided on the surface of the pavement.

(2)   Where operationally required, such as on taxiways exceeding 60 m in width or to assist in the prevention of a runway incursion, a mandatory instruction sign should be supplemented by a mandatory instruction marking.

(3)   Location: The mandatory instruction marking on taxiways, where the code letter is A, B, C, or D, shall be located across the taxiway equally placed about the taxiway centerline and on the holding side off the runway-holding position marking as shown in Figure 5-9 (a). The distance between the nearest edge of the marking and the runway holding position marking or the taxiway centre line marking shall be not less than 1 m.

 (4)  The mandatory instruction marking on taxiways, where the code letter is E or F, shall be located on. both sides of the taxiway centre line marking and on the holding side of the runway-holding position marking as shown in Figure 5-9(b). The distance between the nearest edge of the marking and the runway-holding position marking or the taxiway centre line marking shall be not less than 1 m.

 (5)  Characteristics: A mandatory instruction marking shall consist of an inscription in white on a red background. Except for a NO ENTRY marking, the inscription shall provide information identical to that of the associated mandatory instruction sign.

(6)   A NO ENTRY marking shall consist of an inscription in white reading NO ENTRY on a red background.

(7)   Where there is insufficient contrast between the marking and the pavement surface, the mandatory instruction marking shall include an appropriate border, preferably white or black.

(8) Where there is insufficient contrast between the marking and the pavement surface, the mandatory instruction marking shall include an appropriate border, preferably white or black.

(9)   The character height should be 4 m for inscriptions where the code letter is C, D, E or F, and 2 m  where the code letter is A or B. The inscriptions should be in the form and proportions  shown in Appendix 3.

(10) The background should be rectangular and extend a minimum of 0.5 m laterally and vertically beyond the extremities of the inscription.

 

 

 

 

 

 

 

 

 

 

 

Editorial Note.— Replace Figure 5-9 with new Figure 5-9 as follows:

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 


 (q) Information marking:

Note: Guidance on information marking is contained in EAC 139-12.

(1)   Application: Where an information sign would normally be installed and is impractical to install,  as determined by the appropriate authority, an information marking shall be displayed on the surface of the pavement.

(2)   Where operationally required an information sign should be supplemented by an information marking.

(3)   An information (location/direction) marking should be displayed prior to and following complex taxiway intersections and where operational experience has indicated the addition of a taxiway location marking could assist flight crew ground navigation.

(4)   An information (location) marking should be displayed on the pavement surface at regular intervals along taxiways of great length.

(5)   Location: The information marking should be displayed across the surface of the taxiway or apron where necessary and positioned so as to be legible from the cockpit of an approaching aircraft.

(6)   Characteristics: An information marking shall consist of:

(i)    An inscription in yellow upon a black background, when it replaces or supplements a location sign; and

(ii)   An inscription in black upon a yellow background, when it replaces or supplements a direction or destination sign.

(7)   Where there is insufficient contrast between the marking background and the pavement surface, the marking shall include:

(i)    A black border where the inscriptions are in black; and

(ii)   A yellow border where the inscriptions are in yellow.

(8)   The character height should be 4 m. The inscriptions should be in the form and proportions shown in Appendix 3.

139.323  Lights

(a)  General:

(1)   Lights which may endanger the safety of aircraft: A non-aeronautical ground light near an aerodrome which might endanger the safety of aircraft shall be extinguished, screened or otherwise modified so as to eliminate the source of danger.

(2)   Laser emissions which may endanger the safety of aircraft: To protect the safety of aircraft against the hazardous effects of laser emitters, the following protected zones should be established around aerodromes:

(i)    A laser-beam free flight zone (LFFZ).

(ii)   A laser-beam critical flight zone (LCFZ)

(iii)  A laser-beam sensitive flight zone (LSFZ).

Note 1: Figures 5-10, 5-11 and 5-12 may be used to determine the exposure levels and distances that adequately protect flight operations.

Note 2: The restrictions on the use of laser beams in the three protected flight zones, LFFZ, LCFZ and LSFZ, refer to visible laser beams only. Laser emitters operated by the authorities in a manner compatible with flight safety are excluded. In all navigable air space, the irradiance level of any laser beam, visible or invisible, is expected to be less than or equal to the maximum permissible exposure (MPE) unless such emission has been notified to the authority and permission obtained.

Note 3: The protected flight zones are established in order to mitigate the risk of  perating laser emitters in the vicinity of aerodromes.

Note 4: Further guidance on how to protect flight operations from the hazardous effects of laser emitters is contained in the Manual on Laser Emitters and Flight Safety (EAC 139-32).

Note 5: See also ECAR Part 172: Air Traffic Services.

(3)   Lights which may cause confusion: A non-aeronautical ground light which, by reason of its intensity, configuration or colour, might prevent, or cause confusion in, the clear interpretation of aeronautical ground lights should be extinguished, screened or otherwise modified so as to eliminate such a possibility. In particular, attention should be directed to a non-aeronautical ground light visible from the air within the areas described hereunder:

(i)    Instrument runway-code number 4: within the areas before the threshold and beyond the end of the runway extending at least 4 500 m in length from the threshold and runway end and 750 m either side of the extended runway centre line in width.

(ii)   Instrument runway-code number 2 or 3: as in (i), except that the length should be at least 3 000 m.

(iii)  Instrument runway-code number 1; and non-instrument runway: within the approach area.

Note 1: Aeronautical ground lights which may cause confusion to mariners; In the case of aeronautical ground lights near navigable waters, consideration needs to be given to ensuring that the lights do not cause confusion to mariners.

Note 2: Light fixtures and supporting structures, See 139.335(i) for information regarding siting of equipment and installations on operational areas, and EAC 139-14 ( in preparation)for guidance on frangibility of light fixtures and supporting structures

(4)   Elevated approach lights: Elevated approach lights and their supporting structures shall be frangible except that, in that portion of the approach lighting system beyond 300 m from the threshold:

(i)    Where the height of a supporting structure exceeds 12 m, the frangibility requirement shall apply to the top 12 m only; and

(ii)   Where a supporting structure is surrounded by non-frangible objects, only that part of the structure that extends above the surrounding objects shall be frangible.

(5)   The provisions of .323(a)(4) shall not require the replacement of existing installations before 1 January 2005.

(6)   When an approach light fixture or supporting structure is not in itself sufficiently conspicuous, it shall be suitably marked.

(7)   Elevated lights: Elevated runway, stopway and taxiway lights shall be frangible. Their height shall be sufficiently low to preserve clearance for propellers and for the engine pods of jet aircraft.

(8)   Surface lights: Light fixtures inset in the surface of runways, stopways, taxiways and aprons shall be so designed and fitted as to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the lights themselves.

(9)   The temperature produced by conduction or radiation at the interface between an installed inset light and an aircraft tire should not exceed 160°C during a 10-minute period of exposure.

Note: Guidance on measuring the temperature of inset lights is given in EAC 139-12.

(10) Light intensity and control: The intensity of runway lighting shall be adequate for the minimum conditions of visibility and ambient light in which use of the runway is intended, and compatible with that of the nearest section of the approach lighting system when provided.

Note 1: In dusk or poor visibility conditions by day, lighting can be more effective than marking. For lights to be effective in such conditions or in poor visibility by night, they must be of adequate intensity. To obtain the required intensity, it will usually be necessary to make the light directional, in which case the arcs over which the light shows will have to be adequate and so orientated as to meet the operational requirements. The runway lighting system will have to be considered as a whole, to ensure that the relative light intensities are suitably matched to the same end. (See EAC 139-54, and EAC 139-12).

Note 2: While the lights of an approach lighting system may be of higher intensity than the runway lighting, it is good practice to avoid abrupt changes in intensity as these could give a pilot a false impression that the visibility is changing during approach.

(11) Where a high-intensity lighting system is provided, a suitable intensity control shall be incorporated to allow for adjustment of the light intensity to meet the prevailing conditions. Separate intensity controls or other suitable methods shall be provided to ensure that the following systems, when installed, can be operated at compatible intensities:

(i)    Approach lighting system;

(ii)   Runway edge lights;

(iii)  Runway threshold lights;

(iv)  Runway end lights;

(v)   Runway centre line lights;

(vi)  Runway touchdown zone lights; and

(vii) Taxiway centre line lights.

(12) On the perimeter of and within the ellipse defining the main beam in Appendix 2, Figures A2.1 to A2.10, the maximum light intensity value shall not be greater than three times the minimum light intensity value measured in accordance with Appendix 2, collective notes for Figures A2.1 to A2.11, Note 2.

(13) On the perimeter of and within the rectangle defining the main beam in Appendix 2, Figures A2.12 to A2.20, the maximum light intensity value shall not be greater than three times the minimum light intensity value measured in accordance with Appendix 2, collective notes for Figures A2.12 to A2.21, Note 2.

(b) Emergency lighting:

(1)   Application: At an aerodrome provided with runway lighting and without a secondary power supply, sufficient emergency lights should be conveniently available for installation on at least the primary runway in the event of failure of the normal lighting system

Note: Emergency lighting may also be useful to mark obstacles or delineate taxiways and apron areas.

(2)   Location: When installed on a runway the emergency lights should, as a minimum, conform to the configuration required for a non-instrument runway.

(3)   Characteristics: The colour of the emergency lights should conform to the colour requirements for runway lighting, except that, where the provision of coloured lights at the threshold and the runway end is not practicable, all lights may be variable white or as close to variable white as practicable.

(c)  Aeronautical beacons:

(1)   Application: Where operationally necessary an aerodrome beacon or an identification beacon shall be provided at each aerodrome intended for use at night.

(2)   The operational requirement shall be determined having regard to the requirements of the air traffic using the aerodrome, the conspicuity of the aerodrome features in relation to its surroundings and the installation of other visual and non-visual aids useful in locating the aerodrome.

(3)   Aerodrome beacon: An aerodrome beacon shall be provided at an aerodrome intended for use at night if one or more of the following conditions exist:

(i)    Aircraft navigate predominantly by visual means;

(ii)   Reduced visibilities are frequent; or

(iii)  It is difficult to locate the aerodrome from the air due to surrounding lights or terrain.

(4)   Location: The aerodrome beacon shall be located on or adjacent to the aerodrome in an area of low ambient background lighting.

(5)   The location of the beacon should be such that the beacon is not shielded by objects in significant directions and does not dazzle a pilot approaching to land.

(6)   Characteristics: The aerodrome beacon shall show either coloured flashes alternating with white flashes, or white flashes only. The frequency of total flashes shall be from 20 to 30 per minute. Where used, the coloured flashes emitted by beacons at land aerodromes shall be green and coloured flashes emitted by beacons at water aerodromes shall be yellow. In the case of a combined water and land aerodrome, coloured flashes, if used, shall have the colour characteristics of whichever section of the aerodrome is designated as the principal facility.

(7)   The light from the beacon shall show at all angles of azimuth. The vertical light distribution shall extend upwards from an elevation of not more than 1° to an elevation determined by the appropriate authority to be sufficient to provide guidance at the maximum elevation at which the beacon is intended to be used and the effective intensity of the flash shall be not less than 2 000 cd.

Note: At locations where a high ambient background lighting level cannot be avoided, the effective intensity of the flash may be required to be increased by a factor up to a value of 10.

(8)   Application of Identification beacon: An identification beacon shall be provided at an aerodrome which is intended for use at night and cannot be easily identified from the air by other means.

(9)   Location: The identification beacon shall be located on the aerodrome in an area of low ambient background lighting.

(10) The location of the beacon should be such that the beacon is not shielded by objects in significant directions and does not dazzle a pilot approaching to land.

(11) Characteristics: An identification beacon at a land aerodrome shall show at all angles of azimuth. The vertical light distribution shall extend upwards from an elevation of not more than 1° to an elevation determined by the appropriate authority to be sufficient to provide guidance at the maximum elevation at which the beacon is intended to be used and the effective intensity of the flash shall be not less than 2 000 cd.

Note: At locations where a high ambient background lighting level cannot be avoided, the effective intensity of the flash may be required to be increased by a factor up to a value of 10.

(12) An identification beacon shall show flashing green at a land aerodrome and flashing yellow at a water aerodrome.

(13) The identification characters shall be transmitted in the International Morse Code.

(14) The speed of transmission should be between six and eight words per minute, the corresponding range of duration of the Morse dots being from 0.15 to 0.2 seconds per dot.

(d) Approach lighting systems:

Note: It is intended that existing lighting systems not conforming to the specifications in .323(d)(21) and .323(d)(39), .323(i)(10), .323(j)(10) and .323(j)(11), .323(k)(5), .323(l)(8), .323(m)(6) and .323(o)(8) be replaced not later than 1 January 2005.

 (1)  Application:

(i)    Non-instrument runway: Where physically practicable, a simple approach lighting system as specified in .323(d)(2) to .323(d)(9) should be provided to serve a non-instrument runway where the code number is 3 or 4 and intended for use at night, except when the runway is used only in conditions of good visibility, and sufficient guidance is provided by other visual aids.

Note: A simple approach lighting system can also provide visual guidance by day.

(ii)   Non-precision approach runway: Where physically practicable, a simple approach lighting system as specified in .323(d)(2) to .323(d)(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.

(iii)  Precision approach runway category I: Where physically practicable, a precision approach category I lighting system as specified in .323(d)(10) to .323(d)(21) shall be provided to serve a precision approach runway category I.

(iv)  Precision approach runway categories II and III: A precision approach category II and III lighting system as specified in .323(d)(22) to .323(d)(39) shall be provided to serve a precision approach runway category II or III.

(2)   Simple approach lighting system: 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.

(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 EAC 139-51 for guidance on installation tolerances.

(4)   The lights forming the centre line shall be placed at longitudinal intervals of 60m, except that, when it is desired to improve the guidance, an interval of 30m 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)   If it is not physically possible 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.

(6)   The system shall lie as nearly as practicable in the horizontal plane passing through the threshold, provided that:

(i)    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

(ii)   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.

(7)   Characteristics: 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:

(i)    A single source; or

(ii)   A barrette at least 3 m in length.

Note 1: When the barrette as in (ii) 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.

(8)   Where provided for a non-instrument runway, the lights should show at all angles in azimuth necessary to a pilot on base leg and final approach. The intensity of the lights should be adequate for all conditions of visibility and ambient light for which the system has been provided.

(9)   Where provided for a non-precision approach runway, the lights should 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 should be designed to provide guidance during both day and night in the most adverse conditions of visibility and ambient light for which it is intended that the system should remain usable.

(10) Precision approach category I lighting system: A precision approach category I lighting system shall consist of a row of lights on the extended centre line of the runway extending, wherever possible, over a distance of 900 m from the runway threshold with a row of lights forming a crossbar 30 m in length at a distance of 300 m from the runway threshold.

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. See EAC 139-51.

(11) 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 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 EAC 139-51 for guidance on installation tolerances.

(12) The lights forming the centre line shall be placed at longitudinal intervals of 30m with the innermost light located 30 m from the threshold.

(13) The system shall lie as nearly as practicable in the horizontal plane passing through the threshold, provided that:

(i)    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

(ii)   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.

(14) Characteristics: The centre line and crossbar lights of a precision approach category I lighting system shall be fixed lights showing variable white. Each centre line light position shall consist of either:

(i)    A single light source in the innermost 300 m of the centre line, two light sources in the central 300 m of the centre line and three light sources in the outer 300 m of the centre line to provide distance information; or

(ii)   A barrette.

(15) Where the serviceability level of the approach lights specified as a maintenance objective in  139.349(d)(10) can be demonstrated, each centre line light position may consist of either:

(i)    A single light source; or

(ii)  A barrette.

(16) The barrettes shall be at least 4 m in length. When barrettes are composed of lights approximating to point sources, the lights shall be uniformly spaced at intervals of not more than 1.5 m.

(17) If the centre line consists of barrettes as described in .323(d)(14)(ii) or .323(d)(15)(ii), each barrette should be supplemented by a capacitor discharge light, except where such lighting is considered unnecessary taking into account the characteristics of the system and the nature of the meteorological conditions.

(18) Each capacitor discharge light as described in .323(d)(17) shall be flashed twice a second in sequence, beginning with the outermost light and progressing toward the threshold to the innermost light of the system. The design of the electrical circuit shall be such that these lights can be operated independently of the other lights of the approach lighting system.

(19) If the centre line consists of lights as described in .323(d)(14)(i) or .323(d)(15)(i), additional crossbars of lights to the crossbar provided at 300 m from the threshold shall be provided at 150 m, 450 m, 600 m and 750 m from the threshold. The lights forming each 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 shall be spaced so as to produce a linear effect, except that 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: See EAC 139-51 for detailed configuration.

(20) Where the additional crossbars described in .323(d)(19) are incorporated in the system, the outer ends of the crossbars shall lie on two straight lines that either are parallel to the line of the centre line lights or converge to meet the runway centre line 300 m from threshold.

(21) The lights shall be in accordance with the specifications of Appendix 2, Figure A2.1.

Note: The flight path envelopes used in the design of these lights are given in EAC 139-51, Figure A-4.

(22) Precision approach category II and III lighting system: The approach lighting system shall consist of a row of lights on the extended centre line of the runway, extending, wherever possible, over a distance of 900m from the runway threshold. In addition, the system shall have two side rows of lights, extending 270 m from the threshold, and two crossbars, one at 150 m and one at 300 m from the threshold, all as shown in Figure 5-13. Where the serviceability level of the approach lights specified as maintenance objectives in 139.349(d)(7) can be demonstrated, the system may have two side rows of lights, extending 240 m from the threshold, and two crossbars, one at 150 m and one at 300 m from the threshold, all as shown in Figure 5-14.

Note: The length of 900 m is based on providing guidance for operations under category I, II and III conditions. Reduced lengths may support category II and III operations but may impose limitations on category I operations. See EAC 139-51.

(23) The lights forming the centre line shall be placed at longitudinal intervals of 30 m with the innermost lights located 30 m from the threshold.

(24) The lights forming the side rows shall be placed on each side of the centre line, at a longitudinal spacing equal to that of the centre line lights and with the first light located 30 m from the threshold. Where the serviceability level of the approach lights specified as maintenance objectives in 139.349(d)(7) can be demonstrated, lights forming the side rows may be placed on each side of the centre line, at a longitudinal spacing of 60 m with the first light located 60 m from the threshold. The lateral spacing (or gauge) between the innermost lights of the side rows shall be not less than 18 m nor more than 22.5m, and preferably 18 m, but in any event shall be equal to that of the touchdown zone lights.

(25) The crossbar provided at 150 m from the threshold shall fill in the gaps between the centre line and side row lights.

(26) The crossbar provided at 300 m from the threshold shall extend on both sides of the centre line lights to a distance of 15 m from the centre line.

(27) If the centre line beyond a distance of 300 m from the threshold consists of lights as described in .323(d)(31)(ii) or .323(d)(32)(ii), additional crossbars of lights shall be provided at 450 m, 600 m and 750 m from the threshold.

(28) Where the additional crossbars described in .323(d)(27) are incorporated in the system, the outer ends of these crossbars shall lie on two straight lines that either are parallel to the centre line or converge to meet the runway centre line 300 m from the threshold.

(29) The system shall lie as nearly as practicable in the horizontal plane passing through the threshold, provided that:

(i)    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

(ii)   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.

(30) Characteristics: The centre line of a precision approach category II and III lighting system for the first 300 m from the threshold shall consist of barrettes showing variable white, except that, where the threshold is displaced 300 m or more, the centre line may consist of single light sources showing variable white. Where the serviceability level of the approach lights specified as maintenance objectives in  139.349(d)(7) can be demonstrated, the centre line of a precision approach category II and III lighting system for the first 300 m from the threshold may consist of either:

(i)    Barrettes, where the centre line beyond 300 m from the threshold consists of barrettes as described in .323(d)(32)(i); or

(ii)   Alternate single light sources and barrettes, where the centre line beyond 300 m from the threshold consists of single light sources as described in .323(d)(32)(ii), with the innermost single light source located 30 m and the innermost barrette located 60 m from the threshold; or

(iii)  Single light sources where the threshold is displaced 300 m or more;

All of which shall show variable white.

(31) Beyond 300 m from the threshold each centre line light position shall consist of either:

(i)    A barrette as used on the inner 300 m; or

(ii)   Two light sources in the central 300 m of the centre line and three light sources in the outer 300 m of the centre line;

All of which shall show variable white.

(32) Where the serviceability level of the approach lights specified as maintenance objectives in 139.349(d)(7) can be demonstrated, beyond 300 m from the threshold each centre line light position may consist of either:

(i)    A barrette; or

(ii)   A single light source;

All of which shall show variable white.

(33) The barrettes shall be at least 4 m in length. When barrettes are composed of lights approximating to point sources, the lights shall be uniformly spaced at intervals of not more than 1.5 m.

(34) If the centre line beyond 300 m from the threshold consists of barrettes as described in .323(d)(31)(i) or .323(d)(32)(i), each barrette beyond 300 m should be supplemented by a capacitor discharge light, except where such lighting is considered unnecessary taking into account the characteristics of the system and the nature of the meteorological conditions.

(35) Each capacitor discharge light shall be flashed twice a second in sequence, beginning with the outermost light and progressing toward the threshold to the innermost light of the system. The design of the electrical circuit shall be such that these lights can be operated independently of the other lights of the approach lighting system.

(36) The side row shall consist of barrettes showing red. The length of a side row barrette and the spacing of its lights shall be equal to those of the touchdown zone light barrettes.

(37) The lights forming the crossbars shall be fixed lights showing variable white. The lights shall be uniformly spaced at intervals of not more than 2.7 m.

(38) The intensity of the red lights shall be compatible with the intensity of the white lights.

(39) The lights shall be in accordance with the specifications of Appendix 2, Figures A2.1 and A2.2.

Note: The flight path envelopes used in the design of these lights are given in EAC 139-51, Figure A-4.

(e) Visual approach slope indicator systems:

 (1)  Application: A visual approach slope indicator system shall be provided to serve the approach to a runway whether or not the runway is served by other visual approach aids or by non-visual aids, where one or more of the following conditions exist:

(i)    The runway is used by turbojet or other aeroplanes with similar approach guidance requirements;

(ii)   The pilot of any type of aeroplane may have difficulty in judging the approach due to:

(A)  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, or

(B)  Misleading information such as is produced by deceptive surrounding terrain or runway slopes;

(iii)  The presence of objects in the approach area may involve serious hazard if an aeroplane descends below the normal approach path, particularly if there are no non-visual or other visual aids to give warning of such objects;

(iv)  Physical conditions at either end of the runway present a serious hazard in the event of an aeroplane undershooting or overrunning the runway; and

(v)   Terrain or prevalent meteorological conditions are such that the aeroplane may be subjected to unusual turbulence during approach.

Note: Guidance on the priority of installation of visual approach slope indicator systems is contained in EAC 139-52.

(2)   The standard visual approach slope indicator systems shall consist of the following:

(i)    T-VASIS and AT-VASIS conforming to the specifications contained in .323(e)(6) to .323(e)(22) inclusive;

(ii)   PAPI and APAPI systems conforming to the specifications contained in .323(e)(23) to .323(e)(40) inclusive; as shown in Figure 5-15.

(3)   PAPI, T-VASIS or AT-VASIS shall be provided where the code number is 3 or 4 when one or more of the conditions specified in .323(e)(1) exist.

(4)   PAPI or APAPI shall be provided where the code number is 1 or 2 when one or more of the conditions specified in .323(e)(1) exist.

(5)   Where a runway threshold is temporarily displaced from the normal position and one or more of the conditions specified in .323(e)(1) exist, a PAPI should be provided except that where the code number is 1 or 2 an APAPI may be provided.

(6)   T-VASIS and AT-VASIS: The T-VASIS shall consist of twenty light units symmetrically disposed about the runway centre line in the form of two wing bars of four light units each, with bisecting longitudinal lines of six lights, as shown in Figure 5-16.

(7)   The AT-VASIS shall consist of ten light units arranged on one side of the runway in the form of a single wing bar of four light units with a bisecting longitudinal line of six  lights.

Figure 5-10: Protected flight zones

 

Figure 5-11: Multiple runway laser-beam free flight zone

 

Figure 5-12: Protected flight zones with indication of maximum

irradiance levels for visible laser beams

 

Figure 5-13: Inner 300 m approach and runway lighting

for precision approach runways categories II and III

(8)   The light units shall be constructed and arranged in such a manner that the pilot of an aeroplane during an approach will:

(i)    When above the approach slope, see the wing bar(s) white, and one, two or three fly-down lights, the more fly-down lights being visible the higher the pilot is above the approach slope;

(ii)   When on the approach slope, see the wing bar(s) white; and

(iii)  When below the approach slope, see the wing bar(s) and one, two or three fly-up lights white, the more fly-up lights being visible the lower the pilot is below the approach slope; and when well below the approach slope, see the wing bar(s) and the three fly-up lights red.

When on or above the approach slope, no light shall be visible from the fly-up light units; when on or below the approach slope, no light shall be visible from the fly-down light units.

(9)   Siting: The light units shall be located as shown in Figure 5-16, subject to the installation tolerances given therein.

Note: The siting of T-VASIS will provide, for a 3° slope and a nominal eye height over the threshold of 15 m (see .323(e)(6) and .323(e)(19)), a pilot’s eye height over threshold of 13 m to 17 m when only the wing bar lights are visible. If increased eye height at the threshold is required (to provide adequate wheel clearance), then the approaches may be flown with one or more fly-down lights visible. The pilot’s eye height over the threshold is then of the following order:

Wing bar lights and one fly-down light visible

17 m to 22 m

Wing bar lights and two fly-down lights visible

22 m to 28 m

Wing bar lights and three fly-down lights visible

28 m to 54 m

(10) Characteristics of the light units: The systems shall be suitable for both day and night operations.

 

Figure 5-14: Inner 300 m approach and runway lighting for precision approach runways categories II and III where the serviceability levels of the lights specified as maintenance objectives in Subpart M can be demonstrated

 

 

Figure 5-15: Visual approach slope indicator systems

 

Figure 5-16: Siting of light units for T-VASE

 

(11) The light distribution of the beam of each light unit shall be of fan shape showing over a wide arc in azimuth in the approach direction. The wing bar light units shall produce a beam of white light from 1°54` vertical angle up to 6° vertical angle and a beam of red light from 0° to 1°54` vertical angle. The fly-down light units shall produce a white beam extending from an elevation of 6° down to approximately the approach slope, where it shall have a sharp cut-off. The fly-up light units shall produce a white beam from approximately the approach slope down to 1°54` vertical angle and a red beam below a 1°54` vertical angle. The angle of the top of the red beam in the wing bar units and fly-up units may be increased to comply with .323(e)(21).

(12) The light intensity distribution of the fly-down, wing bar and fly-up light units shall be as shown in Appendix 2, Figure A2-22.

(13) The colour transition from red to white in the vertical plane shall be such as to appear to an observer, at a distance of not less than 300 m, to occur over a vertical angle of not more than 15`

(14) At full intensity the red light shall have a Y coordinate not exceeding 0.320.

(15) A suitable intensity control shall be provided to allow adjustments to meet the prevailing conditions and to avoid dazzling the pilot during approach and landing.

(16) The light units forming the wing bars, or the light units forming a fly-down or a fly-up matched pair, shall be mounted so as to appear to the pilot of an approaching aeroplane to be substantially in a horizontal line. The light units shall be mounted as low as possible and shall be frangible.

(17) The light units shall be so designed that deposits of condensation, dirt, etc., on optically transmitting or reflecting surfaces shall interfere to the least possible extent with the light signals and shall in no way affect the elevation of the beams or the contrast between the red and white signals. The construction of the light units shall be such as to minimize the probability of the slots being wholly or partially blocked by snow or ice where these conditions are likely to be encountered.

(18) Approach slope and elevation setting of light beams: The approach slope shall be appropriate for use by the aeroplanes using the approach.

(19) When the runway on which a T-VASIS is provided is equipped with an ILS and/or MLS, the siting and elevations of the light units shall be such that the visual approach slope conforms as closely as possible with the glide path of the ILS and/or the minimum glide path of the MLS, as appropriate.

Figure 5-17: Light beams and elevation settings of T-VASE and AT-VASIS

(20) The elevation of the beams of the wing bar light units on both sides of the runway shall be the same. The elevation of the top of the beam of the fly-up light unit nearest to each wing bar, and that of the bottom of the beam of the fly-down light unit nearest to each wing bar, shall be equal and shall correspond to the approach slope. The cut-off angle of the top of the beams of successive fly-up light units shall decrease by 5` of arc in angle of elevation at each successive unit away from the wing bar. The cut-in angle of the bottom of the beam of the fly-down light units shall increase by 7`of arc at each successive unit away from the wing bar (see Figure 5-17).

(21) The elevation setting of the top of the red light beams of the wing bar and fly-up light units shall be such that, during an approach, the pilot of an aeroplane to whom the wing bar and three fly-up light units are visible would clear all objects in the approach area by a safe margin if any such light did not appear red.

(22) The azimuth spread of the light beam shall be suitably restricted where an object located outside the obstacle protection surface of the system, but within the lateral limits of its light beam, is found to extend above the plane of the obstacle protection surface and an aeronautical study indicates that the object could adversely affect the safety of operations. The extent of the restriction shall be such that the object remains outside the confines of the light beam.

Note: See .323(e)(41) to .323(e)(45) concerning the related obstacle protection surface.

(23) PAPI and APAPl: The PAP1 system shall consist of a wing bar of 4 sharp transition multi-lamp (or paired single lamp) units equally spaced. The system shall be located on the left side of the runway unless it is physically impracticable to do so.

Note: Where a runway is used by aircraft requiring visual roll guidance which is not provided by other external means, then a second wing bar may be provided on the opposite side of the runway.

(24) The APAPI system shall consist of a wing bar of 2 sharp transition multi-lamp (or paired single lamp) units. The system shall be located on the left side of the runway unless it is physically impracticable to do so.

Note: Where a runway is used by aircrafr requiring visual roll guidance which is not provided by other external means, then a second wing bar may be provided on the opposite side of the runway.

(25) The wing bar of a PAP1 shall be constructed and arranged in such a manner that a pilot making an approach will:

(i)    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;

(ii)   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; and

(iii)  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.

(26) The wing bar of an APAPI shall be constructed and arranged in such a manner that a pilot making an approach will:

(i)    When on or close to the approach slope, see the unit nearer the runway as red and the unit farther from the runway as white;

(ii)   When above the approach slope, see both the units as white; and

(iii)  When below the approach slope, see both the units as red.

(27) Siting: The light units shall be located as in the basic configuration illustrated in Figure 5-18, subject to the installation tolerances given therein. The units forming a wing bar shall be mounted so as to appear to the pilot of an approaching aeroplane to be substantially in a horizontal line. The light units shall be mounted as low as possible and shall be frangible.

(28) Characteristics of the light units: The system shall be suitable for both day and night operations.

(29) The colour transition from red to white in the vertical plane shall be such 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΄.

(30) At full intensity the red light shall have a Y coordinate not exceeding 0.320.

(31) The light intensity distribution of the light units shall be as shown in Appendix 2, Figure A2.23.

Note: See EAC 139-12 for additional guidance on the characteristics of light units.

(32) Suitable intensity control shall be provided so as to allow adjustment to meet the prevailing conditions and to avoid dazzling the pilot during approach and landing.

(33) Each light unit shall 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 l`30`` and at least 4`30`` above the horizontal.

(34) The light units shall be so designed that deposits of condensation, snow, ice, dirt, etc., on optically transmitting or reflecting surfaces shall interfere to the least possible extent with the light signals and shall not affect the contrast between the red and white signals and the elevation of the transition sector.

(35) Approach slope and elevation setting of light units: The approach slope as defined in Figure 5-19 shall be appropriate for use by the aeroplanes using the approach.

(36) When the runway is equipped with an ILS and/or MLS, the siting and the angle of elevation of the light units shall be such that the visual approach slope conforms as closely as possible with the glide path of the ILS and/or the minimum glide path of the MLS, as appropriate.

(37) The angle of elevation settings of the light units in a PAP1 wing bar shall 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.

(38) The angle of elevation settings of the light units in an APAPI wing bar shall be such that, during an approach, the pilot of an aeroplane observing the lowest onslope signal, i.e. one white and one red, will clear all objects in the approach area by a safe margin.

(39) The azimuth spread of the light beam shall be suitably restricted where an object located outside the obstacle protection surface of the PAP1 or APAPI system, but within the lateral limits of its light beam, is found to extend above the plane of the obstacle protection surface and an aeronautical study indicates that the object could adversely affect the safety of operations. The extent of the restriction shall be such that the object remains outside the confines of the light beam.

Note: See .323(e)(41) to .323(e)(45) concerning the related obstacle protection surface.

(40) Where wing bars are installed on each side of the runway to provide roll guidance, corresponding units shall be set at the same angle so that the signals of each wing bar change symmetrically at the same time.

Note: The following specifications of obstacle protection surface apply to T-VASIS, AT-VASIS, PAPI and APAPI.

(41) An obstacle protection surface shall be established when it is intended to provide a visual approach slope indicator system.

(42) The characteristics of the obstacle protection surface, i.e. origin, divergence, length and slope shall correspond to those specified in the relevant column of Table 5-3 and in Figure 5-20.

(43) New objects or extensions of existing objects shall not be permitted above an obstacle protection surface except when, in the opinion of the ECAA, the new object or extension would be shielded by an existing immovable object.

Note: Circumstances in which the shielding principle may reasonably be applied are described in EAC 139-23.

(44) Existing objects above an obstacle protection surface shall be removed except when, in the opinion of the ECAA, the object is shielded by an existing immovable object, or after aeronautical study it is determined that the object would not adversely affect the safety of operations of aeroplanes.

 

Installation Tolerances

(a) Where a PAPI or APAPI is installed on a runway not equipped with an ILS or MLS, the distance D1 shall be calculated to ensure that the lowest height at which a pilot will see a correct approach path indication (Figure 5-19, angle B for a PAPI and angle A for an APAPI) provides the wheel clearance over the threshold specified in Table 5-2 for the most demanding amongst aero planes regularly using the runway.

(b) Where a PAPI or APAPI is installed on a runway equipped with an ILS and/or MLS, the distance D1 shall be calculated to provide the optimum compatibility between the visual and non- visual aids for the range of eye-to-antenna heights of the aero planes regularly using the runway. The distance shall be equal to that between the threshold and the effective origin of the ILS glide path or MLS minimum glide path, as appropriate, plus a correction factor for the variation of eye-to-antenna heights of the aero planes concerned. The correction factor is obtained by multiplying the average eye-to-antenna height of those aero planes by the cotangent of the approach angle. However, the distance shall be such that in no case will the wheel clearance over the threshold be lower than that specified in column (3) of Table 5-2.

Note: See Section .321(e) for specifications on aiming point marking. Guidance on the harmonization of PAPI, ILS and/or MLS signals is contained in EAC 139-12.

(c) If a wheel clearance, greater than that specified in a) above is required for specific aircraft, this can be achieved by increasing D1.

(d) Distance D1 shall be adjusted to compensate for differences in elevation between the lens centers of the light units and the threshold.

(e) To ensure that units are mounted as low as possible and to allow for any transverse slope, small height adjustments of up to 5 cm between units are acceptable. A lateral gradient not greater that 1.25 per cent can be accepted provided it is uniformly applied across the units.

(f) A spacing of 6 m (± 1 m) between PAPI units should be used on code numbers 1 and 2. In such an event, the inner PAPI unit shall be located not less than 10 m (± 1 m) from the runway edge.

Note: Reducing the spacing between light units results in a reduction in usable range of the system.

(g) The lateral spacing between APAPI units may be increased to 9 m (± 1 m) if greater range is required or later conversion to a full PAPI is anticipated. In the latter case, the inner APAPI unit shall be located 15 m (± 1 m) from the runway edge.

Figure 5-18: Siting of PAP1 and APAPI

(45) Where an aeronautical study indicates that an existing object extending above an obstacle protection surface could adversely affect the safety of operations of aero planes one or more of the following measures shall be taken:

(i)    Suitably raise the approach slope of the system;

(ii)   Reduce the azimuth spread of the system so that the object is outside the confines of the beam;

(iii)  Displace the axis of the system and its associated obstacle protection surface by no more than 5°.

(iv)  Suitably displace the threshold; and

(v)   Where (iv) is found to be impracticable, suitably displace the system upwind of the threshold to provide an increase in threshold crossing height equal to the height of the object penetration.

Note: Guidance on this issue is contained in EAC 139-12.

 

Figure 5-19: Light beams and angle of elevation setting of PAP1 and APAPI

 

Table 5-2: Wheel clearance over threshold for PAPI and APAPI

 

a.  In selecting the eye-to-wheel height group, only aero planes meant to use the system on a regular basis shall be considered. The most demanding amongst such aero planes shall determine the eye-to-wheel height group.

b.  Where practicable the desired wheel clearances shown in column (2) shall be provided.

c.  The wheel clearances in column (2) may be reduced to no less than those in column (3) where an aeronautical study indicates that such reduced wheel clearances are acceptable.

d.  When a reduced wheel clearance is provided at a displaced threshold it shall be ensured that the corresponding desired wheel clearance specified in column (2) will be available when an aero plane at the top end of the eye-to-wheel height group chosen overlies the extremity of the runway.

e. This wheel clearance may be reduced to 1.5 m on runways used mainly by light-weight non-turbo-jet aero planes.

Table 5-3: Dimensions and slopes of the obstacle protection surface

a.  This length is to be increased to 150 m for a T-VASIS or AT-VASIS.

b.  This length is to be increased to 15 000 m for a T-VASIS or AT-VASIS.

c.  No slope has been specified if a system is unlikely to be used on runway type/code number indicated.

d.  Angles as indicated in Figure 5-19.

 

Figure 5-20: Obstacle protection surface for visual approach slope indicator systems

(f)  Circling guidance lights:

(1)   Application: Circling guidance lights should be provided when existing approach and runway lighting systems do not satisfactorily permit identification of the runway and/or approach area to a circling aircraft in the conditions for which it is intended the runway be used for circling approaches.

(2)   Location: The location and number of circling guidance lights should be adequate to enable a pilot, as appropriate, to:

(i)    Join the downwind leg or align and adjust the aircraft’s track to the runway at a required distance from it and to distinguish the threshold in passing; and

(ii)   Keep in sight the runway threshold and/or other features which will make it possible to judge the turn on to base leg and final approach, taking into account the guidance provided by other visual aids.

(3)   Circling guidance lights should consist of:

(i)    Lights indicating the extended centre line of the runway and/or parts of any approach lighting system; or

(ii)   Lights indicating the position of the runway threshold; or

(iii)  Lights indicating the direction or location of the runway;

Or a combination of such lights as is appropriate to the runway under consideration.

Note: Guidance on installation of circling guidance lights is given in EAC 139-12.

(4)   Characteristics: Circling guidance lights should be fixed or flashing lights of an intensity and beam spread adequate for the conditions of visibility and ambient light in which it is intended to make visual circling approaches. The flashing lights should be white, and the steady lights either white or gaseous discharge lights.

(5)   The lights should be designed and be installed in such a manner that they will not dazzle or confuse a pilot when approaching to land, taking off or taxiing.

(g)   Runway lead-in lighting systems:

(1)   Application: A runway lead-in lighting system should be provided where it is desired to provide visual guidance along a specific approach path, for reasons such as avoiding hazardous terrain or for purposes of noise abatement.

Note: Guidance on providing lead-in lighting systems is given in EAC 139-12.

(2)   Location: A runway lead-in lighting system should consist of groups of lights positioned so as to define the desired approach path and so that one group may be sighted from the preceding group. The interval between adjacent groups should not exceed approximately 1600 m.

Note: Runway lead-in lighting systems may be curved, straight or a combination thereof.

(3)   A runway lead-in lighting system should extend from a point as determined by the ECAA, up to a point where the approach lighting system, if provided, or the runway or the runway lighting system is in view.

 (4)  Characteristics: Each group of lights of a runway lead-in lighting system should consist of at least three flashing lights in a linear or cluster configuration. The system may be augmented by steady burning lights where such lights would assist in identifying the system.

(5)   The flashing lights should be white, and the steady burning lights gaseous discharge lights.

(6)   Where practicable, the flashing lights in each group should flash in sequence towards the runway.

(h)   Runway threshold identification lights:

(1)   Application: Runway threshold identification lights should be installed:

(i)    At the threshold of a non-precision approach runway when additional threshold conspicuity is necessary or where it is not practicable to provide other approach lighting aids; and

(ii)   Where a runway threshold is permanently displaced from the runway extremity or temporarily displaced from the normal position and additional threshold conspicuity is necessary.

(2)   Location: 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.

(3)   Characteristics: Runway threshold identification lights should be flashing white lights with a flash frequency between 60 and 120 per minute.

(4)   The lights shall be visible only in the direction of approach to the runway.

(i)    Runway edge lights:

(1)   Application: Runway edge lights shall be provided for a runway intended for use at night or for a precision approach runway intended for use by day or night.

(2)   Runway edge lights should be provided on a runway intended for take-off with an operating minimum below an RVR of the order of 800 m by day.

(3) Location: Runway edge lights shall be placed along the full length of the runway and shall be in two parallel rows equidistant from the centre line.

(4)   Runway edge lights shall 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 3m.

(5)   Where the width of the area which could be declared as runway exceeds 60 m, the distance between the rows of lights should be determined taking into account the nature of the operations, the light distribution characteristics of the runway edge lights, and other visual aids serving the runway.

(6)   The lights shall be uniformly spaced in rows at intervals of not more than 60 m for an instrument runway, and at intervals of not more than 100 m for a non-instrument runway. The lights on opposite sides of the runway axis shall be on lines at right angles to that axis. At intersections of runways, lights may be spaced irregularly or omitted, provided that adequate guidance remains available to the pilot.

(7)   Characteristics: Runway edge lights shall be fixed lights showing variable white, except that:

(i)    In the case of a displaced threshold, the lights between the beginning of the runway and the displaced threshold shall show red in the approach direction; and

(ii)   A section of the lights 600 m or one-third of the runway length, whichever is the less, at the remote end of the runway from the end at which the take-off run is started, may show yellow.

(8)   The runway edge lights shall show at all angles in azimuth necessary to provide guidance to a pilot landing or taking off in either direction. When the runway edge lights are intended to provide circling guidance, they shall show at all angles in azimuth (see .323(f)(1)).

(9)   In all angles of azimuth required in .323(i)(8), runway edge lights shall show at angles up to 15º above the horizontal with an intensity adequate for the conditions of visibility and ambient light in which use of the runway for take-off or landing is intended. In any case, the intensity shall be at least 50 cd except that at an aerodrome without extraneous lighting the intensity of the lights may be reduced to not less than 25 cd to avoid dazzling the pilot.

(10) Runway edge lights on a precision approach runway shall be in accordance with the specifications of Appendix 2, Figure A2-9 or A2-10.

(j)    Runway threshold and wing bar lights:

 (See Figure 5-21)

 (1)  Application of runway threshold lights: Runway threshold lights shall be provided for a runway equipped with runway edge lights except on a non-instrument or non-precision approach runway where the threshold is displaced and wing bar lights are provided

(2)   Location of runway threshold lights: When a threshold is at the extremity of a runway, the threshold lights shall be placed in a row at right angles to the runway axis as near to the extremity of the runway as possible and, in any case, not more than 3 m outside the extremity.

(3)   When a threshold is displaced from the extremity of a runway, threshold lights shall be placed in a row at right angles to the runway axis at the displaced threshold.

(4)   Threshold lighting shall consist of:

(i)    On a non-instrument or non-precision approach runway, at least six lights;

(ii)   On a precision approach runway category I, at least the number of lights that would be required if the lights were uniformly spaced at intervals of 3 m between the rows of runway edge lights; and

(iii)  On a precision approach runway category II or III, lights uniformly spaced between the rows of runway edge lights at intervals of not more than 3 m.

(5)   The lights prescribed in .323(j)(4)(i) and (ii) should be either:

(i)    Equally spaced between the rows of runway edge lights, or

(ii)   Symmetrically disposed about the runway centre line in two groups, with the lights uniformly spaced in each group and with a gap between the groups equal to the gauge of the touchdown zone marking or lighting, where such is provided, or otherwise not more than half the distance between the rows of runway edge lights.

(6)   Application of wing bar lights: Wing bar lights should be provided on a precision approach runway when additional conspicuity is considered desirable.

(7)   Wing bar lights shall be provided on a non-instrument or non-precision approach runway where the threshold is displaced and runway threshold lights are required, but are not provided.

(8)   Location of wing bar lights: Wing bar lights shall be symmetrically disposed about the runway centre line at the threshold in two groups, i.e. wing bars. Each wing bar shall be formed by at least five lights extending at least 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.

(9)   Characteristics of runway threshold and wing bar lights: Runway threshold and wing bar lights shall be fixed unidirectional lights showing green in the direction of approach to the runway. The intensity and beam spread of the lights shall be adequate for the conditions of visibility and ambient light in which use of the runway is intended.

(10) Runway threshold lights on a precision approach runway shall be in accordance with the specifications of Appendix 2, Figure A2.3.

(11) Threshold wing bar lights on a precision approach runway shall be in accordance with the specifications of Appendix 2, Figure A2.4.

(k)   Runway end lights:

(See Figure 5-21)

(1)     Application: Runway end lights shall be provided for a runway equipped with runway edge lights.

Note: When the threshold is at the runway extremity, fittings serving as threshold lights may be used as runway end lights.

(2)     Location: Runway end lights shall be placed on a line at right angles to the runway axis as near to the end of the runway as possible and, in any case, not more than 3 m outside the end.

(3)     Runway end lighting should consist of at least six lights. The lights should be either:

(i)    Equally spaced between the rows of runway edge lights, or

(ii)   Symmetrically disposed about the runway centre line in two groups with the lights uniformly spaced in each group and with a gap between the groups of not more than half the distance between the rows of runway edge lights.

For a precision approach runway category III, the spacing between runway end lights, except between the two innermost lights if a gap is used, should not exceed 6 m.

(4)     Characteristics: Runway end lights shall be fixed unidirectional lights showing red in the direction of the runway. The intensity and beam spread of the lights shall be adequate for the conditions of visibility and ambient light in which use of the runway is intended.

(5)     Runway end lights on a precision approach runway shall be in accordance with the specifications of Appendix 2, Figure A2-8.

(l)    Runway centre line lights:

(1)   Application: Runway centre line lights shall be provided on a precision approach runway category II or III.

(2)   Runway centre line lights should be provided on a precision approach runway category I, particularly when the runway is used by aircraft with high landing speeds or where the width between the runway edge lights is greater than 50 m.

(3)   Runway centre line lights shall 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.

(4)   Runway centre line lights should be provided on a runway intended to be used for take-off with an operating minimum of an RVR of the order of 400 m or higher when used by aero planes with a very high take-off speed, particularly where the width between the runway edge lights is greater than 50 m.

(5)   Location: Runway centre line lights shall be located along the centre line of the runway, except that the lights may be uniformly offset to the same side of the runway centre line by not more than 60 cm where it is not practicable to locate them along the centre line. The lights shall be located from the threshold to the end at longitudinal spacing of  approximately 15 m. Where the serviceability level of the runway centre line lights specified as maintenance objectives in 139.349(d)(7) or 139.349(d)(11), as appropriate, can be demonstrated and the runway is intended for use in runway visual range conditions of 350 m or greater, the longitudinal spacing may be approximately 30 m.

Note: Existing centre line lighting where lights are spaced at 7.5 m need not be replaced.

(6)   Centre line guidance for take-off from the beginning of a runway to a displaced threshold should be provided by:

(i)    An approach lighting system if its characteristics and intensity settings afford the guidance required during take-off and it does not dazzle the pilot of an aircraft taking off; or

(ii)   Runway centre line lights; or

(iii)  Barrettes of at least 3 m length and spaced at uniform intervals of 30 m, as shown in Figure 5-22, designed so that their photometric characteristics and intensity setting afford the guidance required during take-off without dazzling the pilot of an aircraft taking off.

Where necessary, provision should be made to extinguish those centre line lights specified in (ii) or reset the intensity of the approach lighting system or barrettes when the runway is being used for landing. In no case should only the single source runway centre line lights show from the beginning of the runway to a displaced threshold when the runway is being used for landing.

(7)   Characteristics: Runway centre line lights shall be fixed lights showing variable white from the threshold to the point 900 m from the runway end; alternate red and variable white from 900 m to 300 m from the runway end; and red from 300 m to the runway end, except that for runways less than 1 800 m in length, the alternate red and variable white lights shall extend from the mid-point of the runway usable for landing to 300 m from the runway end.

Note: Care is required in the design of the electrical system to ensure that failure of part of the electrical system will not result in a false indication of the runway distance remaining.

(8)   Runway centre line lights shall be in accordance with the specifications of Appendix 2, Figure A2.6 or A2.7.

 


Figure 5-22: Example of approach and runway lighting

for runway with displaced thresholds

(m) Runway touchdown zone lights:

(1)   Application: Touchdown zone lights shall be provided in the touchdown zone of a precision approach runway category II or III.

(2)   Location: Touchdown zone lights shall extend from the threshold for a longitudinal distance of 900 m, except that, on runways less than 1 800 m in length, the system shall be shortened so that it does not extend beyond the midpoint of the runway. The pattern shall be formed by pairs of barrettes symmetrically located about the runway centre line. The lateral spacing between the innermost lights of a pair of barrettes shall be equal to the lateral spacing selected for the touchdown zone marking. The longitudinal spacing between pairs of barrettes shall be either 30 m or 60 m.

Note: To allow for operations at lower visibility minima, it may be advisable to use a 30 m longitudinal spacing between barrettes.

(3)   Characteristics: A barrette shall be composed of at least three lights with a spacing between the lights of not more than 1.5 m.

(4)   A barrette should be not less than 3 m nor more than 4.5 m in length.

(5)   Touchdown zone lights shall be fixed uni-directional lights showing variable white.

(6)   Touchdown zone lights shall be in accordance with the specifications of Appendix 2, Figure A2.5.

(n)  Rapid exit taxiway indicator lights:

Note: The purpose of rapid exit taxiway indicator lights (RETILs) is to provide pilots with distance-to-go information to the nearest rapid exit taxiway on the runway, to enhance situational awareness in low visibility conditions and enable pilots to apply braking action for more efficient roll-out and runway exit speeds. It is essential that pilots operating at aerodromes with runway(s) displaying rapid exit taxiway indicator lights be familiar with the purpose of these lights.

(1)   Application: Rapid exit taxiway indicator lights should be provided on a runway intended for use in runway visual range conditions less than a value of 350 m and/or where the traffic density is heavy.

Note: See EAC 139-54.

(2)   Rapid exit taxiway indicator lights shall not be displayed in the event of any lamp failure or other failure that prevents the display of the light pattern depicted in Figure 5-23, in full.

(3) Location: A set of rapid exit taxiway indicator lights shall be located on the runway on the same side of the runway centre line as the associated rapid exit taxiway, in the configuration shown in Figure 5-23. In each set, the lights shall be located 2 m apart and the light nearest to the runway centre line shall be displaced 2 m from the runway centre line.

(4) Where more than one rapid exit taxiway exists on a runway, the set of rapid exit taxiway indicator lights for each exit shall not overlap when displayed.

(5) Characteristics: Rapid exit taxiway indicator lights shall be fixed unidirectional yellow lights, aligned so as to be visible to the pilot of a landing aero plane in the direction of approach to the runway.

(6) Rapid exit taxiway indicator lights shall be in accordance with the specifications in Appendix 2, Figure A2-6 or Figure A2-7, as appropriate.

(7) Rapid exit taxiway indicator lights should be supplied with power on a separate circuit to other runway lighting so that they may be used when other lighting is switched off.

 

Figure 5-23: Rapid exit taxiway indicator lights

(o)   Stop way lights:

(1)   Application: Stop way lights shall be provided for a stop way intended for use at night.

(2)   Location: Stop way lights shall be placed along the full length of the stop way and shall be in two parallel rows that are equidistant from the centre line and coincident with the rows of the runway edge lights. Stop way lights shall also be provided across the end of a stop way on a line at right angles to the stop way axis as near to the end of the stop way as possible and, in any case, not more than 3 m outside the end.

(3)   Characteristics: Stop way lights shall be fixed unidirectional lights showing red in the direction of the runway.

(p) Taxiway centre line lights:

(1)   Application: Taxiway centre line lights shall be provided on an exit taxiway, taxiway, and apron intended for use in runway visual range conditions less than a value of 350 m in such a manner as to provide continuous guidance between the runway centre line and aircraft stands, except that these lights need not be provided where the traffic density is light and taxiway edge lights and centre line marking provide adequate guidance.

(2)   Taxiway centre line lights should be provided on a taxiway intended for use at night in runway visual range conditions of 350 m or greater, and particularly on complex taxiway intersections and exit taxiways, except that these lights need not be provided where the traffic density is light and taxiway edge lights and centre line marking provide adequate guidance.

Note: Where there may be a need to delineate the edges of a taxiway, e.g. on a rapid exit taxiway, narrow taxiway or in snow conditions, this may be done with taxiway edge lights or markers.

(3)   Taxiway centre line lights should be provided on an exit taxiway, taxiway, and apron in all visibility conditions where specified as components of an advanced surface movement guidance and control system in such a manner as to provide continuous guidance between the runway centre line and aircraft stands.

(4)   Taxiway centre line lights shall be provided on a runway forming part of a standard taxi-route and intended for taxiing in runway visual range conditions less than a value of 350 m, except that these lights need not be provided where the traffic density is light and taxiway edge lights and centre line marking provide adequate guidance.

Note: See .333(b)(3) for provisions concerning the interlocking of runway and taxiway lighting systems.

(5)   Taxiway centre line lights should be provided in all visibility conditions on a runway forming part of a standard taxi-route where specified as components of an advanced surface movement guidance and control system.

(6)   Characteristics: Taxiway centre line lights on a taxiway other than an exit taxiway and on a runway forming part of a standard taxi-route shall be fixed lights showing green with beam dimensions such that the light is visible only from aeroplanes on or in the vicinity of the taxiway.

(7)   Taxiway centre line lights on an exit taxiway shall be fixed lights. Alternate taxiway centre line lights shall show green and yellow from their beginning near the runway centre line to the perimeter of the ILS/MLS critical/sensitive area or the lower edge of the inner transitional surface, whichever is farthest from the runway; and thereafter all lights shall show green (Figure 5-24). The light nearest to the perimeter shall always show yellow. Where aircraft may follow the same centre line in both directions, all the centre line lights shall show green to aircraft approaching the runway.

Note 1: Care is necessary to limit the light distribution of green lights on or near a runway so as to avoid possible confusion with threshold lights.

Note 2: For yellow filter characteristics see Appendix 1, 139 a1.2.(b).

Note 3: The size of the ILS/MLS critical/sensitive area depends on the characteristics of the associated ILS/MLS and other factors. Guidance is provided in ECAR Part 171.

Note 4: See .325(c) for specifications on runway vacated signs.

(8)   Taxiway centre line lights shall be in accordance with the specifications of:

(i)    Appendix 2, Figure A2-12, A2-13, or A2-14 for taxiways intended for use in runway visual range conditions of less than a value of 350 m; and

(ii)   Appendix 2, Figure A2-15 or A2-16 for other taxiways.

(9)   Where higher intensities are required, from an operational point of view, taxiway center line lights on rapid exit taxiways intended for use in runway visual range conditions less than a value of 350 m should be in accordance with the specifications of Appendix 2, Figure A2-12. The number of levels of brilliancy settings for these lights should be the same as that for the runway center line lights.

(10) Where taxiway centre line lights are specified as components of an advanced surface movement guidance and control system and where, from an operational point of view, higher intensities are required to maintain ground movements at a certain speed in very low visibilities or in bright daytime conditions, taxiway centre line lights should be in accordance with the specifications of Appendix 2, Figure A2-17, A2-18 or A2-19.

Note: High-intensity centre line lights should only be used in case of an absolute necessity and following a specific study.

(11) Location: Taxiway centre line lights should normally be located on the taxiway centre line marking, except that they may be offset by not more than 30 cm where it is not practicable to locate them on the marking.

(12) Location of  Taxiway centre line lights on taxiways: Taxiway centre line lights on a straight section of a taxiway should be spaced at longitudinal intervals of not more than 30 m, except that:

(i)    Larger intervals not exceeding 60 m may be used where, because of the prevailing meteorological conditions, adequate guidance is provided by such spacing;

(ii)   Intervals less than 30 m should be provided on short straight sections; and

(iii)  On a taxiway intended for use in RVR conditions of less than a value of 350 m, the longitudinal spacing should not exceed 15 m.

(13) Taxiway centre line lights on a taxiway curve should continue from the straight portion of the taxiway at a constant distance from the outside edge of the taxiway curve. The lights should be spaced at intervals such that a clear indication of the curve is provided.

(14) On a taxiway intended for use in RVR conditions of less than a value of 350 m, the lights on a curve should not exceed a spacing of 15 m and on a curve of less than 400 m radius the lights should be spaced at intervals of not greater than 7.5 m. This spacing should extend for 60 m before and after the curve.

Note 1: Spacings on curves that have been found suitable for a taxiway intended for use in RVR conditions of 350 m or greater are:

Curve radius

Light spacing

up to 400 m

7.5 m

401 m to 899 m

15 m

900 m or greater

30 m

Note 2: See .311(a)(5) and Figure 3-1.

(15) Location of Taxiway centre line lights on rapid exit taxiways: Taxiway centre line lights on a rapid exit taxiway should commence at a point at least 60 m before the beginning of the taxiway centre line curve and continue beyond the end of the curve to a point on the centre line of the taxiway where an aero plane can be expected to reach normal taxiing speed. The lights on that portion parallel to the runway centre line should always be at least 60 cm from any row of runway centre line lights, as shown in Figure 5-25.

(16) The lights should be spaced at longitudinal intervals of not more than 15 m, except that, where runway centre line lights are not provided, a greater interval not exceeding 30 m may be used.

Figure 5-24: Taxiway lighting

 (17)     Location of Taxiway centre line lights on other exit taxiways: Taxiway centre line lights on exit taxiways other than rapid exit taxiways should commence at the point where the taxiway centre line marking begins to curve from the runway centre line, and follow the curved taxiway centre line marking at least to the point where the marking leaves the runway. The first light should be at least 60 cm from any row of runway centre line lights, as shown in Figure 5-25.

(18) The lights should be spaced at longitudinal intervals of not more than 7.5 m.

(19) Location of Taxiway centre line lights on runways: Taxiway centre line lights on a runway forming part of a standard taxi-route and intended for taxiing in runway visual range conditions less than a value of 350 m should be spaced at longitudinal intervals not exceeding 15 m.

(q) Taxiway edge lights:

(1)   Application: Taxiway edge lights shall be provided at the edges of a runway turn pad, holding bay, apron, etc. intended for use at night and on a taxiway not provided with taxiway centre line lights and intended for use at night, except that taxiway edge lights need not be provided where, considering the nature of the operations, adequate guidance can be achieved by surface illumination or other means.

Note: See .327(e) for taxiway edge markers.

(2)   Taxiway edge lights shall be provided on a runway forming part of a standard taxi-route and intended for taxiing at night where the runway is not provided with taxiway centre line lights.

Note: See .333(b)(3) for provisions concerning the inter-locking of runway and taxiway lighting systems.

(3)   Location: Taxiway edge lights on a straight section of a taxiway and on a runway forming part of a standard taxi-route should be spaced at uniform longitudinal intervals of not more than 60 m. The lights on a curve should be spaced at intervals less than 60 m so that a clear indication of the curve is provided.

Note: Guidance on the spacing of taxiway edge lights on curves is given in the EAC 139-12.

Figure 5-25: Offset runway and taxiway centre line lights

(4)   Taxiway edge lights on a holding bay, apron, etc. should be spaced at uniform longitudinal intervals of not more than 60 m.

(5)   Taxiway edge lights on a runway turn pad should be spaced at uniform longitudinal intervals of not more than 30 m.

(6)   The lights should be located as near as practicable to the edges of the taxiway, runway turn pad, holding bay, apron or runway, etc. or outside the edges at a distance of not more than 3 m.

(7)   Characteristics: Taxiway edge lights shall be fixed lights showing blue. The lights shall show up to at least 75º above the horizontal and at all angles in azimuth necessary to provide guidance to a pilot taxiing in either direction. At an intersection, exit or curve the lights shall be shielded as far as practicable so that they cannot be seen in angles of azimuth in which they may be confused with other lights.

(8)   The intensity of taxiway edge lights shall be at least 2 cd from 0° to 6° vertical, and 0.2 cd at any vertical angles between 6° and 75°.

 (r) Runway turn pad lights:

(1)   Application: Runway turn pad lights shall be provided for continuous guidance on a runway turn pad intended for use in runway visual range conditions less than a value of 350 m, to enable an aero plane to complete a 180-degree turn and align with the runway centre line.

(2)   Runway turn pad lights should be provided on a runway turn pad intended for use at night.

(3)   Location: Runway turn pad lights should normally be located on the runway turn pad marking, except that they may be offset by not more than 30 cm where it is not practicable to locate them on the marking.

(4)   Runway turn pad lights on a straight section of the runway turn pad marking should be spaced at longitudinal intervals of not more than 15 m.

(5)   Runway turn pad lights on a curved section of the runway turn pad marking should not exceed a spacing of 7.5 m.

(6)   Characteristics: Runway turn pad lights shall be unidirectional fixed lights showing green with beam dimensions such that the light is visible only from aeroplanes on or approaching the runway turn pad.

(7)   Runway turn pad lights shall be in accordance with the specifications of Appendix 2, Figure A2-13, A2-14 or A2-15, as appropriate.

(s)  Stop bars:

Note 1: The provision of stop bars requires their control either manually or automatically by air traffic services.

Note 2: Runway incursions may take place in all visibility or weather conditions. The provision of stop bars at runway holding positions and their use at night and in visibility conditions greater than 550 m runway visual range can form part of effective runway incursion prevention measures.

(1)   Application: A stop bar shall be provided at every runway-holding position serving a runway when it is intended that the runway will be used in runway visual range conditions less than a value of 350 m, except where:

(i)    Appropriate aids and procedures are available to assist in preventing inadvertent incursions of aircraft and vehicles onto the runway; or

(ii)   Operational procedures exist to limit, in runway visual range conditions less than a value of 550 m, the number of:

(A)  Aircraft on the maneuvering area to one at a time; and

(B)  Vehicles on the maneuvering area to the essential minimum.

(2)   A stop bar shall be provided at every runway-holding position, serving a runway when it is intended that the runway will be used in runway visual range conditions of values between 350 m and 550 m, except where:

(i)    Appropriate aids and procedures are available to assist in preventing inadvertent incursions of aircraft and vehicles onto the runway; or

(ii)   Operational procedures exist to limit, in runway visual range conditions less than a value of 550 m, the number of:

(A)  Aircraft on the maneuvering area to one at a time; and

(B)  Vehicles on the maneuvering area to the essential minimum.

(3)   A stop bar should be provided at an intermediate holding position when it is desired to supplement markings with lights and to provide traffic control by visual means.

(4)   Where the normal stop bar lights might be obscured (from a pilot’s view), for example, by snow or rain, or 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, then a pair of elevated lights should be added to each end of the stop bar.

(5)   Location: Stop bars shall be located across the taxiway at the point where it is desired that traffic stop. Where the additional lights specified in .323(q)(4) are provided, these lights shall be located not less than 3 m from the taxiway edge.

(6)   Characteristics: Stop bars shall consist of lights spaced at intervals of 3 m across the taxiway, showing red in the intended direction(s) of approach to the intersection or runway-holding position.

(7)   Stop bars installed at a runway-holding position shall be unidirectional and shall show red in the direction of approach to the runway.

(8)   Where the additional lights specified in .323(q)(4) are provided, these lights shall have the same characteristics as the lights in the stop bar, but shall be visible to approaching aircraft up to the stop bar position.