Attachment 13.= FAA JO 6850.2C Visual Guidance Lighting system.pdf

ORDER

JO 6850.2C

Air Traffic Organization Policy

Effective Date:

08/30/2022

SUBJ: Visual Guidance Lighting Systems

This order contains installation criteria for all visual guidance lighting systems. This order was revised to Revision C.

Digitally signed by ANGELAANGELA RENEE RENEE MCCULLOUGH Date: 2022.08.30 06:54:55MCCULLOUGH -04'00'

Acting Chief Operating Officer, AJO-0 Air Traffic Organization

Distribution: A-WXYZ-1; A-FFS-0 (SUPV); A-FIA-0 (SUPV); Initiated By: AJM-322

A-FAS-1 (SUPV); A-FAT-2 (SUPV); A-FAF-0 (LTD)

https://2022.08.30

08/30/2022 JO 6850.2C

Table of Contents Paragraph .................................................................................................................................. Page Chapter 1 . General Information and Requirements ................................................................... 1-1

Section 1. General................................................................................................................... 1-1

1. Purpose of this order ....................................................................................................... 1-1

2. Audience. ........................................................................................................................ 1-1

3. Where can I find this order ............................................................................................. 1-1

4. Cancellation .................................................................................................................... 1-1

5. Explanation of policy changes ........................................................................................ 1-1

6. Application ...................................................................................................................... 1-3

7. Deviation from standards................................................................................................ 1-3

8. Directive verbs. ............................................................................................................... 1-4

9. Flight inspection.............................................................................................................. 1-4

10. Visibility requirements.................................................................................................. 1-4

11. Corrections to installation criteria................................................................................. 1-4

Section 2. Visual Guidance Lighting System .......................................................................... 1-4

12. Introduction................................................................................................................... 1-4

13. Development of visual facilities ................................................................................... 1-4

14. Definitions..................................................................................................................... 1-4

15. Approach Lighting System (ALS) ................................................................................ 1-6

16. Visual Approach Slope Indicator (VASI)..................................................................... 1-7

17. Runway End Identifier Lights (REIL) .......................................................................... 1-7

18. Lead-In Lighting System (LDIN) ................................................................................. 1-7

19. Precision Approach Path Indicator (PAPI). .................................................................. 1-8

20. Land requirements for Approach Lighting Systems..................................................... 1-8

21. Remote radio control..................................................................................................... 1-8

22. Distribution ................................................................................................................... 1-8 23-199. Reserved. ............................................................................................................... 1-9

Chapter 2 . Installation Criteria - Approach Lighting Systems (ALS) ....................................... 2-1

200. System configuration .................................................................................................. 2-1

201. Typical installation...................................................................................................... 2-9

202. Siting and Installation Tolerances............................................................................. 2-11

203. Use of various types of lights.................................................................................... 2-17

204. Lighting fixtures and Isolation Transformers ........................................................... 2-17

205. Control and monitoring requirements....................................................................... 2-18

206. Vertical alignment..................................................................................................... 2-19

207. Horizontal alignment ................................................................................................ 2-19

208. Penetration of approach surface................................................................................ 2-19

209. Miscellaneous provisions.......................................................................................... 2-22

210. Brightness steps ........................................................................................................ 2-22

211. Displaced threshold lighting ..................................................................................... 2-22

212. Floodplain Low-Impact Resistant (LIR) installation................................................ 2-22

Chapter 3 . Reserved ................................................................................................................... 3-1 Chapter 4 . Installation Criteria - Runway End Identifier Lights (REIL)................................... 4-1 ii

400. Description.................................................................................................................. 4-1

401. Location of light units................................................................................................. 4-1

402. Orientation of light units............................................................................................. 4-1

404. Power source............................................................................................................... 4-3

405. Control ........................................................................................................................ 4-3

406. Power and Control Assembly (PCA).......................................................................... 4-3

407. Monitoring .................................................................................................................. 4-3

Chapter 5 . Installation Criteria – Precision Approach Path Indicator (PAPI) System .............. 5-1

500. Description.................................................................................................................. 5-1

501. General siting considerations...................................................................................... 5-1

502. Siting PAPI on a runway with a published Instrument Approach Procedures with a GPA/VDA............................................................................................................................ 5-1

503. Siting PAPI on a runway without a published GPA/VDA ......................................... 5-5

504. The PAPI Obstacle Clearance Surface ....................................................................... 5-6

505. Aiming ........................................................................................................................ 5-9

506. Other siting dimensions and tolerances .................................................................... 5-10

507. PAPI assemblies........................................................................................................ 5-13

508. Remote control.......................................................................................................... 5-13

509. Monitoring ................................................................................................................ 5-13

Appendix A . Reserved .............................................................................................................. A-1 Appendix B . Remote Radio Control for Visual Guidance Lighting Systems .......................... B-1

1. Purpose............................................................................................................................B-1

2. Background .....................................................................................................................B-1

3. Definitions.......................................................................................................................B-1

4. Remote Radio control system operation .........................................................................B-2

5. Equipment requirements .................................................................................................B-2

6. Coordination requirements..............................................................................................B-3

Appendix C . Remote Radio Control Background .................................................................... C-1 Appendix D . Floodplain Low-Impact Resistant (LIR) Structures Installation......................... D-1

...................................................................................................................................................... E-1 Appendix E . Visual Approach Slope Indicator (VASI) System Configurations and Installation

Section 1. Visual Approach Slope Indicator (VASI) system configurations..........................E-1

1. Visual Approach Slope Indicator system........................................................................E-1

Section 2. Visual Approach Slope Indicator (VASI) systems installation criteria .................E-2

2. Description ......................................................................................................................E-2

3. Determining obstruction clearance .................................................................................E-3

4. Visual Glide Path Angle .................................................................................................E-3

5. Two-Bar VASI Light Bar Locations.............................................................................E-11

6. Three-Bar VASI Light Bar Locations...........................................................................E-11

7. Aiming VASI Light Bars ..............................................................................................E-12

8. Installation of light units ..............................................................................................E-12

9. Remote Control Requirements.....................................................................................E-13

10. Miscellaneous requirements.........................................................................................E-13

Appendix F . Memorandum: Amendment to Engineering Clarification for Navigational Aids Runway Safety Area Improvements ............................................................................................F-1 iii

List of Figures

Figure 2-1. ALSF-2 Configuration ............................................................................................. 2-2 Figure 2-2. SSALR Configuration.............................................................................................. 2-4 Figure 2-3. MALS and MALSF Configuration .......................................................................... 2-5 Figure 2-4. MALSR Configuration............................................................................................. 2-7 Figure 2-5. ODALS Configuration............................................................................................. 2-8 Figure 2-6. Ideal RAIL Obstruction Clearance......................................................................... 2-10 Figure 2-7. RAIL Obstruction Clearance for +2.0% Slope ...................................................... 2-13 Figure 2-8. RAIL Obstruction Clearance for -2.5% Slope ....................................................... 2-14 Figure 2-9. Typical RAIL Obstruction Clearance for Two Sloping Segments ........................ 2-15 Figure 2-10. Correction for Elevation-Setting Angle for Approach Lights Displaced from the Horizontal Plane Passing Through the Threshold ..................................................................... 2-21 Figure 4-1. REIL Configuration ................................................................................................. 4-2 Figure 5-1. PAPI System Configuration..................................................................................... 5-2 Figure 5-2. PAPI Visual Cues..................................................................................................... 5-3 Figure 5-3. PAPI Approach Path (Side View)............................................................................ 5-4 Figure 5-4. PAPI Obstacle Clearance Surface............................................................................ 5-7 Figure 5-5. Correction for Runway Longitudinal Gradient ...................................................... 5-12

List of Tables

Table 2-1. Elevation-Setting Angles for Q20A/PAR56 Approach Light Lamps (ALSF-2) .... 2-20 Table 2-2. Elevation-Setting Angles for 150PAR38/SP Approach Light Lamps (MALS)...... 2-20 Table 2-3. Brightness Steps ...................................................................................................... 2-23 Table 5-1. Visual Threshold Crossing Heights........................................................................... 5-5 Table 5-2. Aiming PAPI Relative to a Preselected Glide Path................................................. 5-10 iv

Chapter 1. General Information and Requirements

Section 1. General

1. Purpose of this order. This order contains installation criteria for all visual guidance lighting systems.

2. Audience. This order is intended for use by the Air Traffic Organization (ATO) Service Centers, Technical Operations engineers and all other personnel responsible for the planning and implementation of Visual Guidance Lighting Systems in the National Airspace System (NAS).

3. Where can I find this order? This order can be found on the main Federal Aviation Administration (FAA) website, select “Regulations and Policies” then select “Orders and Notices”.

4. Cancellation. This order cancels FAA Order 6850.2B, Visual Guidance Lighting System, dated August 20, 2010.

5. Explanation of policy changes. This revision provides clarification and includes additional definitions for specific requirements. Editorial changes were incorporated to comply with the U.S.

Government Printing Office Style Guide. Several paragraphs in this order were modified as a result of comments received from Must Evaluators during the Clearance Record review process. The principal changes include:

a. Paragraph 14, Definitions. Added definitions for Utility Runway, Baffles, and Runway Safety Area (RSA).

b. Paragraph 15, Approach Lighting Systems (ALS). Updated description of ALS types and added reference to FAA Order 8400.13, Procedures for the Evaluation and Approval of Facilities for Special Authorization Category I Operations and All Category II and III Operations, for guidance on approach category requirements and prescribed lighting and ancillary equipment. Referencing FAA Order 8400.13 removes the need to link each ALS to the associated approach category throughout the document.

c. Paragraph 204, Light fixtures and isolation transformers. Incorporated references to specifications for the respective isolation transformers. Included alternative incandescent PAR-38 lamp as available option for medium intensity systems.

d. Paragraph 205 (a), Control requirements. Verbiage added pertaining to ALS providing clarity on when the sequenced flashers must be on.

e. Paragraphs 205 (b) and (c), Control and monitoring requirements. Incorporated new Remote Control System capabilities.

f. Paragraph 209 (b), Access. Incorporated access road requirement to the power and control equipment station.

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g. Paragraph 209 (c), Pier and other rigid structure installation. Revised threshold criteria for the distance between the light plane and rigid structure installations.

h. Paragraph 405 (b), Control from remote location. Removed listed conditions under which remote control equipment may be installed. Appendix B outlines the requirements for radio control.

i. Chapter 5, Precision Approach Path Indicator (PAPI) System. Removed Paragraph 509 (Deviations), and incorporated requirements in appropriate paragraphs throughout this chapter.

j. Paragraphs 500 (a) and (b), Description. Updated Precision Approach Path Indicator (PAPI) description by stating the added benefit on instrument approaches when transitioning from the instrument to the visual segment. Included identified obstructions to the list of conditions that may hinder the PAPI from being located on the left side of the runway.

k. Paragraph 501, General siting considerations. Removed all references to an electronic glide slope and replaced it with a “published glide path angle (GPA)/vertical descent angle (VDA)”.

l. Paragraph 502, Siting PAPI on a runway with published Instrument Approach Procedures with a GPA/VDA. Removed all references to an electronic glide slope and replaced it with a “published glide path angle/vertical descent angle”. Updated verbiage to state that where the glide path angle/vertical descent angle is not standard, the PAPI must be coincident with that non-standard glide path.

m. Paragraph 503 (a), Table 5-1, Visual Threshold Crossing Heights. Removed and replaced outdated aircraft in each height group.

n. Paragraph 503 (b), Glide Path Angle. Changed the maximum GPA limit for utility runway without jet aircraft operations from 4 degrees to 4.2 degrees.

o. Paragraph 504, PAPI Obstacle Clearance Surface (OCS). Updated to include baffling as an option if a site survey or if flight inspection determines that there is an obstacle penetrating the OCS that cannot be removed. Included procedural verbiage to address obstacle penetrations in areas outside the 10 degree lateral limits of the OCS.

p. Paragraph 506 (a), Distance from runway edge. Re-written to include correct tolerance notations for locating the inboard Lamp Housing Assembly (LHA) as a result of any deviations from the standard.

q. Paragraph 506 (g) (3), Other siting considerations. Clearly stated siting criteria as it applies to the LHA.

r. Paragraph 507 (a), Power and Control Assembly (PCA). Updated paragraph title and text to reflect PCA instead of Power and Control Unit (PCU). Included PAPI frangibility requirements in relation to the Runway Safety Area (RSA) and Runway Object Free Area

(ROFA).

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s. Paragraph 507 (b), Lamp Housing Assembly (LHA). Removed verbiage pertaining to the angle at which the LHA tilt switch is activated. Removed verbiage describing the maximum weight of the LHA.

t. Paragraph 508, Remote control. Removed requirement for PAPIs in the National Airspace System (NAS) to use a remote control system (landline or radio control).

u. Figures 2-2 through 2-4. Updated spacing between lights and corrected dimensions.

v. Figures 2-6 through 2-8. Added ratio sign for applicable slopes.

w. Figure 5-4. Updated to show correct tolerance for the LHA spacing. Note (1) (b) verbiage updated to reflect “chart supplement” instead of “Airport Facility Directory”.

x. Appendix A. Joint Use Agreement between the FAA and Air National Guard. Removed.

y. Appendix B (2) (c), Air to ground criteria. Updated reference document for criteria.

z. Appendix B (6) (a), Radio control selection. Removed this section and remote radio configuration selection chart (figure 1).

aa. Appendix B (6) (b), Radio Control Address Selection. Removed section.

bb. Appendix B (6) (a), Coordination Requirements (currently the section B (6)). Included current coordination protocols with FAA Spectrum Engineering Services.

cc. Appendix E (3) (b), Determining obstruction clearance. Provided mitigation actions in cases where obstructions penetrate the VASI obstruction clear plane and cannot be removed.

Included baffling as an option and verbiage to address areas outside the 10 degree lateral limits of the obstruction clear plane.

dd. Appendix E (4) (c) Visual Glide Path Angle. Removed outdated aircraft from list.

6. Application. The requirements of this order apply to all new establishment projects for visual guidance lighting systems, for previously commissioned systems that are to be relocated, and for systems to be modified to conform to the configuration of another system. These criteria are also applicable when environmental changes, airport improvements, operational changes, etc., cause an existing facility to no longer meet the required standards. Modification of existing systems for the sole purpose of conforming to new requirements is not required.

7. Deviation from standards. All deviations from the installation criteria contained in this directive must be approved by a Configuration Control Decision (CCD). A NAS Change Proposal (NCP) must be processed in accordance with the latest edition of FAA Order 1800.66, Configuration Management Policy. Systems existing and installed under previous criteria do not require a CCD because the criteria herein apply only to new and relocated systems.

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8. Directive verbs. The material in this order contains FAA criteria, recommended practices, and other guidance materials, which require the use of certain directive verbs such as Must, Shall, Should, Will, and May. In this order the explicit meaning of the verbs are as follows:

a. Must/Shall. The action is mandatory.

b. Should. The action is desirable or recommended.

c. Will. The action is to be taken in the future.

d. May. The action is permissible.

9. Flight inspection. Before the commissioning of visual guidance lighting systems, refer to the latest edition of FAA Order 8200.1, U.S. Standard Flight Inspection Manual, to ensure that the lighting systems meet applicable requirements.

10. Visibility requirements. Approach visibility requirements are influenced by the availability of approach lights. These requirements can be found in the latest version of FAA Order 8260.3, United States Standard for Terminal Instrument Procedures (TERPS).

11. Corrections to installation criteria. Corrections to these installation criteria may be made by the Manager of Navigation Programs without further regional or additional interservice coordination. These may include misspellings, corrections of dimensional errors, and modification, addition or deletion of minor details.

Section 2. Visual Guidance Lighting System

12. Introduction. The term “Visual Guidance Lighting System” is used for identifying, as a type of facility, those configurations of lights located on and in the vicinity of an airfield. These facilities provide pilots with critical visual references for guidance during approach for landing.

As visual aids to the pilot, they may be used with or without electronic landing aids, such as an Instrument Landing System (ILS), etc.

13. Development of visual facilities. Visual guidance lighting systems are designed and provided to improve the operational safety of aircraft during approach and landing operations. In order to meet this objective, the configurations, colors, equipment, and materials used for the various facilities must be consistent with and suited to the operational requirements.

Consequently, these facilities are continually monitored to ensure that they satisfy the changing operational requirements.

14. Definitions. The following terms used herein are defined as follows:

a. Approach Lighting System (ALS) centerline. The ALS centerline is the extended centerline of the runway being served.

b. Landing threshold. A line perpendicular to the runway centerline marking the beginning of the runway surface that is available for aircraft landing.

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c. Approach Light Plane. An imaginary horizontal plane that passes through the beam centers of the lights in the system. The plane is rectangular in shape, centered on the ALS centerline, originating at the landing threshold, and extending 200 feet beyond the last light (at the approach end of the system). The width varies according to the lighting system.

d. Light bar. A cluster of signal lights arranged in a row perpendicular to the runway centerline.

e. Semiflush lights. Lights designed for installation in paved areas and do not extend more than 1 inch above the surrounding paved area and capable of roll-over by aircraft.

f. Frangible lights. Lights mounted on structures up to 6 feet high, which are designed to present a minimum of mass and to break at the base when impacted.

g. Low-Impact Resistant lights. Lights mounted on structures 6 to 40 feet high, which are low-impact resistant, designed to present a minimum of mass, and designed to break when impacted.

h. Semifrangible lights. Lights mounted on two-element structures: the lower element being a rigid structure and the upper element being a 20-foot, low-impact resistant structure.

i. Rigid lights. Lights installed on all rigid structures. These lights are not authorized on new construction.

j. Positive slope. A slope of the approach light plane upward and outward from the landing threshold.

k. Negative slope. A slope of the approach light plane downward and outward from the landing threshold.

l. Primary plane. A plane that defines obstruction clearance for the Runway Alignment Indicator Lights (RAIL) portion of an approach lighting system.

m. Secondary plane. Gradients adjacent to the primary plane that define obstruction clearance for the RAIL portion of an approach.

n. Visual segment method. The visual segment method for determining the alignment of approach lights is defined and completely described in Report No. FAA-RD-78-137, Approach Light Aiming Criteria, by Charles A. Douglas dated December 4, 1978 available from the National Technical Information Service; Alexandria , VA 22312.

o. Utility runway. A runway that is constructed for and intended to be used by propeller driven aircraft of 12,500 pounds maximum gross weight and less.

p. Baffles. Devices that restrict the light signal from each individual lamp inside the Lamp Housing Assembly from being visible beyond a prescribed point. When baffles are installed, the overall effect reduces the usable light signal angular coverage of the PAPI or other VGSI system.

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q. Runway Safety Area (RSA). A defined surface (typically 1,000 feet beyond both ends of the runway, 500 feet wide, centered on the runway centerline), used to reduce the risk of damage to aircraft in the event of a runway undershoot/overshoot, or excursion from the runway.

The RSA is centered on the runway centerline. The RSA must be free of objects, except for objects that need to be located in the RSA because of their function (fixed-by-function). Objects higher than 3 inches above grade must be constructed, to the extent practical, on frangible mounted structures of the lowest practical height with the frangible point no higher than 3 inches above grade.

The RSA and fixed-by-function designation for navigational aids (NAVAIDs) are described in the latest version of Advisory Circular (AC) 150/5300-13, Airport Design.

r. Runway Object Free Area (ROFA). A defined surface (typically 1,000 feet beyond both ends of the runway, 800 feet wide, centered on the runway centerline), used to provide wingtip protection in the event of an aircraft excursion from the runway. The ROFA and fixed-by-function designation for navigational aids (NAVAIDs) are described in the latest version of Advisory Circular (AC) 150/5300-13, Airport Design.

15. Approach Lighting System (ALS). An approach lighting system is a configuration of signal lights arranged symmetrically about the extended runway centerline, starting at the landing threshold and extending outward into the approach zone. This system provides visual information on runway alignment, height perception, roll guidance, and horizon references. The system used for precision approaches (in conjunction with an electronic aid such as an ILS) is normally 2,400 feet in length when the glide slope is 2.75 degrees or greater, and 3,000 feet in length when the glide slope is less than 2.75 degrees. When installation of a 2,400 foot system is not possible, a system 1,400 feet in length may be installed on nonprecision runways. An approach lighting system is classified as high intensity or medium intensity, depending on the type of lamps and equipment used. A complete description of each system configuration is provided in chapter 2. The selection criteria to determine the appropriate ALS are contained in the latest edition of FAA Order 7031.2, Airway Planning Standard Number One - Terminal Air Navigation Facilities and Air Traffic Services. Refer to the latest version of FAA Order 8400.13, Procedures for the Evaluation and Approval of Facilities for Special Authorization Category I Operations and All Category II and III Operations, for guidance on approach category requirements and prescribed lighting and ancillary equipment. The following is a list of approach lighting systems and their intended use.

a. Medium Intensity Approach Lighting System (MALS). An economy type system for nonprecision approaches. The MALS is no longer installed by the FAA as a new facility.

b. Medium Intensity Approach Lighting System with Sequenced Flashers (MALSF).

Same as MALS, but equipped with three sequenced flashers at locations where approach area identification problems exist. The strobes flash in sequence toward the threshold at the rate of twice per second.

c. Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR). An economy type system that consists of 18 green lamps at the runway threshold (23 green lamps on a 200 foot wide runway), seven light bars with five lamps on each, and five sequenced flashers. The strobes flash in sequence toward the threshold at the rate of

1-6 twice per second. The system starts at the runway threshold and extends outward into the approach area.

d. High Intensity Approach Lighting System with Sequenced Flashing Lights (ALSF- 2). The ALSF-2 typically consists of 247 steady burning lights: including green threshold lights (49 lights), red side row-bar lamps (nine rows, 54 lamps), high intensity steady burning white lights (144), plus an additional 15 flashing lights referred to as strobes. The strobes flash in sequence starting with the strobe farthest from the runway and ending with the strobe closest to the runway threshold. FAA Headquarters (Navigation Programs) approval is required before installing a new ALSF-2.

e. Simplified Short Approach Lighting System with Runway Alignment Indicator Lights (SSALR). The SSALR is not installed as a standalone system, but is a subsystem selection of the ALSF-2/SSALSR system, and is generally used in a similar manner as a standalone MALSR.

f. Omnidirectional Approach Lighting System (ODALS). The ODALS is no longer installed by the FAA as a new facility. The ODALS is a configuration of seven omnidirectional sequenced flashing lights located in the runway approach area. The ODALS provides circling, offset, and straight-in visual guidance for nonprecision approach runways.

16. Visual Approach Slope Indicator (VASI). The VASI system is no longer installed by the FAA as a new facility. Specific details and installation criteria have been moved to Appendix E to provide technical support for existing VASI equipment and facilities.

17. Runway End Identifier Lights (REIL). The primary function of the REIL is to provide rapid and positive identification of the approach end of a runway. The system consists of two synchronized flashing lights, unidirectional or omnidirectional, one on each side of the runway landing threshold, facing the approach area. The flashing feature of the lights provides an attracting characteristic, making the REIL effective for identification of the approach end of a runway. The REIL is especially effective when the runway is surrounded by a preponderance of other lighting or lacking contrast with surrounding terrain.

18. Lead-In Lighting System (LDIN). The LDIN provides positive visual guidance along an approach path, either curving or straight, where special problems exist with hazardous terrain, obstructions, or noise abatement procedures. Each LDIN is site specific and installation is based on the local airport environment. A LDIN consists of one or more series of flashing lights installed along the approach path at or near ground level. The series or groups of lights are positioned and aimed so as to be conveniently sighted and followed from the approaching aircraft under conditions at or above approach minimums. Each light group must contain at least three flashing lights in a linear or cluster configuration and may be augmented by steady-burning lights if required. Where practical, the lights comprising a given group must flash in sequence toward the runway. The light groups must be spaced close enough together (approximately 1 mile) to provide continuous lead-in guidance along each segment of the approach course.

Sequencing of successive light groups is recommended. The LDIN may be terminated at any approved approach lighting system, or it may be terminated at a distance from the threshold compatible with authorized visibility minimums permitting visual reference to the runway

1-7 environment. The design of all LDINs must be compatible with the requirements of FAA Order 8260.3, United States Standard for Terminal Instrument Procedures (TERPS) where such procedures are applied for established instrument minimums.

19. Precision Approach Path Indicator (PAPI). The PAPI system provides visual approach slope information. The system provides a definite white and red light projection pattern along the desired descent path to the touchdown point. The PAPI system consists of two parts: (1) a single horizontal bar with four sharp transition multi-lamp units, referred to as Lamp Housing Assemblies (LHAs), equally spaced, and (2) a Power and Control Assembly (PCA). The LHAs are located on a line perpendicular to the runway centerline, at a distance from the threshold chosen to provide the proper threshold crossing height and obstacle clearance. Each LHA projects a split beam of light, the upper segment being white and the lower segment being red.

The transition from white to red, or vice versa, occurs within a vertical angle of 3 minutes of arc at the beam center and results in a well-defined corridor of light consisting of white (top) and red (bottom).

20. Land requirements for Approach Lighting Systems. The minimum land requirements for full-length approach lighting systems are as follows:

a. ALSF-2. 2,600 feet long by 400 feet wide.

b. MALS and MALSF. 1,600 feet long by 400 feet wide.

c. MALSR. The MALSR requires land that is 1,600 feet long by 400 feet wide for the MALS portion, plus an additional 1,000 feet in length by 25 feet in width for the RAIL portion.

The minimum width of 25 feet for the RAIL portion is considered adequate for relatively clear and level terrain. However, where required to meet visibility, obstruction clearances, and/or access requirements, the width may be increased to a maximum of 100 feet to meet the requirements of Paragraph 201e. In some cases, the visibility or obstruction clearance requirement may be met by raising the RAIL structures. In such cases, an analysis should be made of the comparative cost of raising the structures versus acquiring additional land or removing obstructions, with the less expensive method being followed.

d. ODALS. The standard omnidirectional approach lighting system requires a rectangular surface 1,700 feet in length by a minimum width of 400 feet, beginning at the runway threshold and extending outward along the extended runway centerline.

21. Remote radio control. The remote radio control service requirements for the FAA were established by a letter dated July 25, 1975, to all regional directors and signed by the Director of Air Traffic Services, Airway Facilities Service, Flight Standards Service, and Airports Service;

and a letter dated November 28, 1975, to all regions from the Airports Engineering Division.

The letter dated July 25, 1975 is contained in Appendix C and is to be used only for reference.

The specific application of the policy stated in these letters is applied within this directive. This directive states the applicable criteria as applied to specific facilities.

22. Distribution. This order is distributed in headquarters to the director level in the System Operations, Mission Support Services, Office of Airport Safety and Standards, and Flight Standards; to group level in the Safety and Operations Support, Aircraft Operations Group, 1-8

Navigation Programs, and Acquisition Policy and Contracting directorates; to the director level at the FAA Academy and the FAA Logistics Center; to group level in the Technical Operations Service Area and the Service Centers; to the regional Airport and Flight Standards divisions; and to all Technical Operations field offices with a standard distribution.

23-199. Reserved.

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Chapter 2. Installation Criteria - Approach Lighting Systems (ALS)

200. System configuration. Approach Lighting Systems (ALS) can be broken into two different types of approach lighting systems: High intensity and Medium intensity. The ALSF-2 is a high intensity system used to support Category II and III approaches, while the SSALR/MALS/MALSF/MALSR are medium intensity systems used to support Category I approaches. The SSALR is a mode of operation for the ALSF-2/SSALR system that will provide a medium intensity option for this system.

a. ALSF-2. The ALSF-2 system has steady burning and flashing signal lights that provide the aircraft pilot with visual information on runway alignment, height perception, roll guidance, and horizontal reference for precision approaches. The ALSF-2 has five light intensity settings that allow tailoring for different aircraft pilot and/or weather requirements. The ALSF-2 consists of light bars, with five equally spaced lights at 100-foot intervals starting 100 feet from the runway threshold and continuing out to 2,400 feet. All light bars are installed perpendicular to the extended runway centerline and all lights are aimed away from the runway threshold. The centerline light bar at 1,000 feet from the threshold is supplemented with eight additional lights on either side forming a 100 foot wide light bar containing 21 lights. This bar is called the 1,000-foot distance marker crossbar (or simply 1,000-foot bar). There is also a light bar (four white lights each) on each side of the centerline bar 500 feet from the threshold. These lights form a crossbar referred to as the 500 foot bar. All of the aforementioned lights are white. In addition, there are light bars (three red filtered lights each) on each side of the centerline bars at each light station in the inner 900 feet. These are called side row bars. A row of green filtered lights on 5 foot centers is located within 10 feet of the threshold and extends across the runway threshold and outwards a distance of approximately 45 feet from the runway edge on each side of the runway. These lights are called the threshold bar. All lights are aimed into the approach to the runway and away from the runway threshold. The ALSF-2 configuration is shown in Figure 2-1.

b. Sequenced flashers for ALSF-2. In addition to the steady-burning lights, the ALSF-2 consists of sequence flashing lights installed at each centerline bar starting 1,000 feet from the threshold out to the end of the system. These flashing lights emit a bluish-white light and flash in sequence toward the threshold at a rate of twice per second. The flashing lights appear as a ball of light traveling (pointing) toward the runway threshold. The flashing lights have three intensities coordinated with the intensity of the steady-burning lights in the approach lighting system. All lights are aimed into the approach to the runway and away from the runway threshold.

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RUNWAY CL

10' NORMALLY

RUNWAY LIGHTS

+10' 100' -0'

10' MAX 45'

STA. 1 + 00

RUNWAY THRESHOLD

TOUCHDOWN ZONE LIGHTS

45'

THRESHOLD BAR

(CONTINUOUS ROW

OF GREEN LIGHTS

WITH 5' SPACING)

24 CENTERLINE BARS

WITH 100' SPACING

(5 WHITE LIGHTS

WITH 40 12" SPACING)

1000' ±50' STA. 5 + 00

SEE NOTE 2

(4 WHITE LIGHTS

WITH 5' SPACING)

+50' 1400' -0'

9 SIDE ROW BARS -

ONE ROW EACH SIDE

OF ALS CENTERLINE

WITH 100' SPACING

(3 RED LIGHTS WITH

5' SPACING, SEE NOTE 1)

+50' 2400' -0'

15' 15'

STA. 10 + 00

35' 35'

8 WHITE LIGHTS

WITH 5' SPACING

1000' BAR

15 SEQUENCED FLASHERS

USED ON STA 10

THROUGH STA 24

SYMBOLS:

STA. 14 + 00

STEADY BURNING LIGHT, GREEN, THRESHOLD LIGHT

STEADY BURNING LIGHT, RED

(ALIGNED WITH TOUCHDOWN ZONE ON RUNWAY)

HIGH INTENSITY STEADY BURNING LIGHT, WHITE

SEQUENCED FLASHING LIGHT

NOTES:

STA. 24 + 00

RUNWAY CL

1. LOCATE SIDE ROW BARS IN LINE WITH TDZ LIGHTS.

2. LOCATE 4-LIGHT BARRETTES EQUIDISTANT BETWEEN

SIDE ROW BARS AND CENTERLINE BARS.

Figure 2-1. ALSF-2 Configuration

2-2

c. SSALR. The SSALR configuration consists of a threshold bar and seven bars (with five-lights on each bar) located on the extended runway centerline with the first bar located 200 feet from the runway threshold, and the remaining bars at 200-foot intervals out to 1,400 feet from the threshold. Two additional five-light bars are located, one on each side of the centerline bar, at 1,000 feet from the runway threshold forming a crossbar 70 feet wide. The spacing between individual lights is 40½ inches for the centerline bars and 5 feet for other bars. All lights in the system are white except for the threshold lights, which have green filters. The threshold lights are a row of lights on 10-foot centers located coincident with the runway edge lights and extends across the runway threshold. The RAIL portion of the facility consists of five sequenced flashers located on the extended runway centerline; the first being located 200 feet beyond the approach end of the last steady-burning light bar with successive flasher units at each 200-foot interval out to 2,400 feet from the threshold. These flashing lights emit a bluish-white light and flash in sequence toward the threshold at a rate of twice per second. All lights are aimed into the approach to the runway and away from the runway threshold. The SSALR configuration is shown in Figure 2-2. This configuration is a mode of operation for the ALSF-2/SSALR and not a standalone system.

d. MALS. The MALS consists of a threshold light bar and seven light bars, with five-lamps each located on the extended runway centerline. The first of the seven light bars is located 200 feet from the runway threshold, and the remaining bars at each 200-foot interval out to 1,400 feet from the threshold. Two additional light bars are located, one on each side of the centerline bar, 1,000 feet from the runway threshold forming a crossbar 66 feet wide. The spacing between individual lights in all bars is approximately 2½ feet. All lights are aimed into the approach to the runway and away from the runway threshold. All lights in the system are white, except for the threshold lights which have green filters. On 150 foot wide runways, 18 threshold lights are used, and for 200 foot wide runways, 23 threshold lights are used. The threshold lights consist of a row of lights on 10-foot centers located coincident with the runway edge lights and extend across the runway threshold. On 200 foot wide runways, the center threshold light is aligned with the runway centerline. The MALS configuration is shown in Figure 2-3.

e. MALSF. The MALSF consists of a MALS with sequenced flashers located on three light bar stations. The flashers are added to the MALS to assist pilots in acquiring the runway. The flashers are used at locations with high ambient background lighting, and assist pilots in making an earlier identification of the runway. These lights flash in sequence toward the threshold at the rate of twice per second. All lights are aimed into the approach to the runway and away from the runway threshold. The MALSF configuration is shown in Figure 2-3.

2-3

10' 10'

RUNWAY THRESHOLD

10' MAX

200' ±20'

+1' 10' -0'

1000' ±50'

1400' ±50'

20' 15' 15' 20'

13 1/2'

12 LIGHT

+50' 2400' -0'

STATIONS @

200'±20'

SPACING

RUNWAY CL

SYMBOLS:

STEADY BURNING LIGHT, GREEN

STEADY BURNING LIGHT, WHITE

FLASHING LIGHT

Figure 2-2. SSALR Configuration

2-4

10'

RUNWAY THRESHOLD

10'

10' MAX

+100' 200' -0'

7 CENTERLINE

BARS @

200'±20'

SPACING

+1' 10' -0'

28' 28'

+100' 1000' -0'

+100' 1400' -0'

10'

SYMBOLS:

STEADY BURNING LIGHT, GREEN

STEADY BURNING LIGHT, WHITE

SEQUENCED FLASHING LIGHT (FOR MALSF ONLY)

Figure 2-3. MALS and MALSF Configuration

2-5

f. MALSR. The MALSR consists of a MALS plus RAIL. The RAIL portion of the facility consists of five sequenced flashers located on the extended runway centerline. The first flasher is located 200 feet beyond the approach end of the MALS with successive units located at each 200-foot interval out to 2,400 feet from the runway threshold. These lights flash in sequence toward the threshold at the rate of twice per second. All lights are aimed into the approach to the runway and away from the runway threshold. The MALSR configuration is shown in Figure 2- 4.

g. ODALS. The ODALS consists of seven omnidirectional flashing lights located in the approach area of a nonprecision runway. Five lights are located on the runway extended centerline with the first light located 300 feet from the threshold and extending at 300 foot intervals up to 1,500 feet from the threshold. The other two lights are located, one on each side of the runway threshold, at a lateral distance of 40 feet from the runway edge, or 75 feet from runway edge when installed on a runway equipped with a VASI. The ODALS configuration is shown in Figure 2-5.

2-6

10' 10'

RUNWAY THRESHOLD

10' MAX

+100' 200' -0'

+1'10' -0'

+100' 1000' -0'

+100' 1400' -0'

28' 28'

10'

12 LIGHT

' 2400' +100

-0'

STATIONS @

200'±20'

SPACING

SYMBOLS:

STEADY BURNING LIGHT, GREEN

STEADY BURNING LIGHT, WHITE

FLASHING LIGHT

Figure 2-4. MALSR Configuration

2-7

RUNWAY THRESHOLD

+30'300' -0'

5 CENTERLINE

LIGHTS @

300' ±30'

SPACING

RUNWAY CL

THRESHOLD ±30'

+35'40' -0'

EACH SIDE

OF RUNWAY

SEE NOTE

+100' 1500' -0'

SYMBOLS: NOTE:

OMNIDIRECTIONAL FLASHING LIGHT INSTALL THRESHOLD FLASHER 75' FROM EDGE OF RUNWAY

WHEN VASI IS INSTALLED ON SAME RUNWAY.

Figure 2-5. ODALS Configuration

2-8

201. Typical installation. The following requirements describe a typical ALS installation:

a. Approach Light Plane. The light units in the approach light plane are in a single horizontal plane at the elevation of the runway threshold centerline. The approach light plane is 400 feet wide centered on the extended runway centerline, RAIL excepted (See Paragraph 201e for RAIL approach light plane).

b. Clearance. No object protrudes into the approach light plane. For approach light plane clearance purposes, all roads, highways, vehicle parking areas, and railroads are considered as vertical solid objects. The clearance required above interstate highways is 17 feet; for railroads, 23 feet; and for all other roads, highways, and vehicle parking areas, 15 feet. The clearance for roads and highways is measured from the crown of the road and for railroads is measured from the top of the rails. This applies to the entire width of the approach light plane. For vehicle parking areas, clearance is measured from the average grade in the vicinity of the highest point.

Airport service roads controlled in a manner that will preclude a vehicle blocking the view of the approach lights from landing aircraft or preclude vehicle protruding above the light plane, are not considered obstructions in determining the approach light plane.

c. Location and orientation. All light bars are installed perpendicular to the vertical plane containing the ALS centerline and are installed in their normal locations as shown in Figures 2-1 through 2-4. The total overall length of all systems must be as shown in Figures 2-1 through 2-5.

d. Visibility. There must be a clear line-of-sight to all lights of the system from any point on a surface, one-half degree below the precision approach (PA) or approach with vertical guidance (APV) glide path angle (GPA) and extending 250 feet each side of the centerline, up to 1,600 feet in advance of the outermost light in the system. For nonprecision approach systems (where there is no PA or APV), a 3 degree glide path, intersecting the runway 1,000 feet from the landing threshold, is assumed for determining the visibility requirement.

e. RAIL. The typical installation of an ALS RAIL is that all sequence flashing lights be in a horizontal light plane with no obstruction penetrating the primary and secondary RAIL planes.

(See Figure 2-6).

(1) Primary plane. The primary plane of the RAIL system begins at the last steady-burning light of the MALS portion and extends 200 feet beyond the last flashing light in the RAIL portion of the MALSR system. The primary plane has a total width of 100 feet, 50 feet each side of the extended runway centerline, and a surface that follows the plane of the MALSR RAIL System.

2-9

7:

M A

X P

O S

S

LO

P E

.0

1 7:

1 7:

1 7:

M A

X N

E G

S

LO

P E

-2 .5

1.

0.

0.

6.

+0

LA

S T

M A

LS

4.

B

R

0.

2.

:1

+0

0.

+0

6.

+0

+0

+0

+0

+0

+0

O B

S

TR

U C

TI

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(ID

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A L

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IZ

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TA

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R A

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+0

2.

0.

+0

8.

0.

+0

+0

4.

LA

S

T M

A

LS

B

0.

+0

0'

P R

IM

A

Y

C

O N

D A

C

O N

D A

IS

O M

E

TR

IC

V

IE

W

O F

R A

IL

O

B S

TR

U

C

TI

O N

P

LA

N

B

S

TR

U C

TI

O

N P

LA

N

T R

A

IL

S

TA

TI

O

N

Figure 2-6. Ideal RAIL Obstruction Clearance

2-10

(2) Secondary plane. Beginning at the edge of the primary plane, a secondary plane having a slope of 7:1 extends…