CHAPTER 9 VISUAL AIDS PROVIDED BY AERODROME LIGHTING
Division 1 Lighting requirements
9.01 Minimum lighting system requirements
(1) If an aerodrome is available for night operations, lighting systems must be provided for:
(a) all runways, taxiways and aprons intended for night use; and
(b) at least 1 wind direction indicator; and
(c) if an obstacle within the applicable obstacle limitation surface (OLS) area of the aerodrome is determined by CASA as requiring obstacle lighting — that obstacle; and
(d) all unserviceable areas.
(2) Despite paragraph (1) (a), if appropriate lighting is provided to at least 1 code A or code B taxiway, a retroreflective marker may be used instead of lighting on the other code A or code B taxiways that are not provided with lighting.
(3) A visual approach slope indicator system (VASIS), in accordance with section 9.44, must be provided to serve the approach to a runway if:
(a) the runway is used at least once a week in air transport operations by non-propeller driven turbine-engine aeroplanes; or
(b) CASA, in the interests of aviation safety, directs in writing that a runway be provided with a VASIS.
(4) An approach lighting system must be provided for a runway intended to serve CAT II or CAT III precision approach operations. However, the system may be truncated, if CASA agrees in writing with an aerodrome operator that it is physically impossible to comply with Divisions 6, 7 and 8 of this Chapter.
Note An approach lighting system is required for a runway intended to serve CAT I operations with a visibility of less than 1 500 m. See section 9.41.
(5) An approach lighting system, other than one referred to in subsection (4), is not required, or may be truncated, if CASA agrees in writing with an aerodrome operator that it is physically impossible to comply with Divisions 6, 7 and 8 of this Chapter.
Note However, note that the omission or truncation of an approach lighting system could result in an increase to the landing minima, which could adversely affect the efficiency, or the regularity, of operations, or both the efficiency and regularity. See Chapter 9, Division 6.
(6) Movement area guidance signs (MAGS) must be illuminated in accordance with the standards set out in section 8.85.
9.02 Electrical circuitry
(1) Electrical equipment and wiring (other than a light or a light fitting):
(a) subject to subsection 15.05 (6), must not be installed above ground level on a manoeuvring area; and
(b) must be kept clear of aircraft on an apron.
<table cellspacing="0" cellpadding="0" style="width:449.55pt; margin-left:auto; margin-bottom:0pt; border:0.75pt solid #000000; border-collapse:collapse"><tbody><tr><td style="width:248.4pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="page-break-after:avoid"><span style="font-weight:bold">Pilot-eye-level-to-wheel height of aeroplane in the approach configuration</span><span style="line-height:108%; font-size:8pt; font-weight:bold; vertical-align:super">a</span></p></td><td style="width:81.35pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="page-break-after:avoid"><span style="font-weight:bold">Standard wheel clearance</span><br><span style="font-weight:bold">(metres)</span><span style="line-height:108%; font-size:8pt; font-weight:bold; vertical-align:super">b</span></p></td><td style="width:86.65pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="page-break-after:avoid"><span style="font-weight:bold">Minimum wheel clearance</span><br><span style="font-weight:bold">(metres)</span><span style="line-height:108%; font-size:8pt; font-weight:bold; vertical-align:super">c, d</span></p></td></tr><tr><td style="width:248.4pt; border-top:1.5pt double #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="margin-top:3pt; margin-bottom:3pt; page-break-after:avoid"><span>Up to but not including 3 m</span></p></td><td style="width:81.35pt; border-top:1.5pt double #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="margin-top:3pt; margin-bottom:3pt; page-break-after:avoid"><span>6</span></p></td><td style="width:86.65pt; border-top:1.5pt double #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="margin-top:3pt; margin-bottom:3pt; page-break-after:avoid"><span>3</span></p></td></tr><tr><td style="width:248.4pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="margin-top:3pt; margin-bottom:3pt"><span>3 m up to but not including 5 m</span></p></td><td style="width:81.35pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="margin-top:3pt; margin-bottom:3pt"><span>9</span></p></td><td style="width:86.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="margin-top:3pt; margin-bottom:3pt"><span>4</span></p></td></tr><tr><td style="width:248.4pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="margin-top:3pt; margin-bottom:3pt"><span>5 m up to but not including 8 m</span></p></td><td style="width:81.35pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="margin-top:3pt; margin-bottom:3pt"><span>9</span></p></td><td style="width:86.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="margin-top:3pt; margin-bottom:3pt"><span>5</span></p></td></tr><tr><td style="width:248.4pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="margin-top:3pt; margin-bottom:3pt"><span>8 m up to but not including 14 m</span></p></td><td style="width:81.35pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="margin-top:3pt; margin-bottom:3pt"><span>9</span></p></td><td style="width:86.65pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p style="margin-top:3pt; margin-bottom:3pt"><span>6</span></p></td></tr><tr><td colspan="3" style="width:438pt; border-top:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top"><p class="LDNote" style="margin-left:0pt; line-height:normal"><span>The superscript letters in the Table, have the following effect.</span></p><p style="margin-top:3pt; margin-bottom:3pt; line-height:108%; font-size:10pt"><span style="line-height:108%; font-size:6.67pt; vertical-align:super">a</span><span style="width:6.06pt; line-height:108%; font-size:6.67pt; vertical-align:super; display:inline-block"> </span><span>In selecting the pilot-eye-to-wheel height group, only aeroplanes meant to use the system on a regular basis are to be considered. The most demanding of such aeroplanes must determine the pilot-eye-to-wheel height group.</span></p><p style="margin-top:3pt; margin-bottom:3pt; line-height:108%; font-size:10pt"><span style="line-height:108%; font-size:6.67pt; vertical-align:super">b</span><span style="width:5.5pt; line-height:108%; font-size:6.67pt; vertical-align:super; display:inline-block"> </span><span>If possible, the standard wheel clearance shown in column 2 must be provided.</span></p><p style="margin-top:3pt; margin-bottom:3pt"><span style="line-height:108%; font-size:6.67pt; vertical-align:super">c</span><span style="width:6.06pt; display:inline-block"> </span><span style="line-height:108%; font-size:10pt">The wheel clearance may be reduced to not less than those in column 3 with specific written agreement of CASA, where an aeronautical study indicates that such reduced wheel clearances are acceptable.</span></p><p style="margin-top:3pt; margin-bottom:3pt; line-height:108%; font-size:10pt"><span style="line-height:108%; font-size:6.67pt; vertical-align:super">d</span><span style="width:5.5pt; line-height:108%; font-size:6.67pt; vertical-align:super; display:inline-block"> </span><span>If the minimum wheel clearance is provided at a displaced threshold, the corresponding standard wheel clearance specified in column (2) must be available when an aeroplane at the top end of the pilot-eye-to-wheel height group chosen overflies the extremity of the runway.</span></p></td></tr></tbody></table>
```
Note Above ground wiring for temporary lighting may be permissible when certain works are being carried out — see subsection 15.05 (6).
(2) For a runway intended for operations in runway visibility, or RVR, of less than 550 m, aerodrome ground lighting, including lighting for the runway, taxiway, approach, visual approach slope indicator, and aerodrome MAGS lighting circuits, must be designed so that a lighting equipment failure does not leave the pilot of an aircraft using the manoeuvring area with inadequate visual guidance or misleading information.
Note Interleaf circuitry is recommended for aerodromes intended for precision approach operations. Guidance on this may be found in ICAO Document 9157, Aerodrome Design Manual – Part 5, Electrical. For ICAO documents, see section 1.07.
9.03 Primary electrical power supply
An aerodrome lighting system must have a primary electrical power supply (primary power supply) which ensures the continued and full operation of the system in accordance with this MOS.
9.04 Secondary electrical power supply
(1) A secondary electrical power supply (secondary power supply) must enable continued and complete operation of each of the following lighting systems (if installed) in the event of a failure of the primary power supply:
(a) approach;
(b) visual approach slope indicator;
(c) runway edge;
(d) runway threshold;
(e) runway end;
(f) runway centreline;
(g) touchdown zone;
(h) taxiway;
(i) runway guard lights;
(j) no entry bars and stop bars;
(k) apron;
(l) illuminated wind direction indicators;
(m) mandatory movement area guidance signs (if provided);
(n) other movement area guidance signs essential for the safety of air navigation;
(o) such aerodrome obstacle lighting as is determined by CASA, in writing, to be essential for the safety of aircraft operations.
Note 1 Paragraph 9.04 (1) (o) is not applicable to off-aerodrome obstacle lighting.
Note 2 CASA recommends that a secondary electrical power supply be provided for aids that are essential for the safety of air navigation, for example automatic weather information broadcasts and automatic aerodrome frequency response units.
(2) If an aerodrome has 1 or more runways intended for precision approach CAT I operations, the lighting for at least 1 of the CAT I runways must have a secondary power supply.
(3) If an aerodrome has 1 or more runways intended for precision approach CAT II or CAT III operations, the lighting for at least 1 of the CAT II or CAT III runways (the relevant runway) must have a secondary power supply.
(4) Each runway from which aircraft are intended to take off in RVR conditions less than 800 m must have a secondary power supply to enable the operation of each of the following lighting systems (if installed):
(a) runway edge;
(b) runway end;
(c) runway centreline;
(d) stop bars;
(e) runway guard lights, when stop bars are not being used;
(f) essential taxiway lights, including no entry bars;
Note CASA considers taxiway routes for operations in conditions less than 800 m to be essential.
(g) essential obstacle lights.
Note For essential obstacle lights, see paragraph 9.04 (1) (o).
9.05 Switch-over time for secondary power supply
(1) The time interval between failure of the primary power supply and the complete restoration of power following switch-over to a secondary power supply must not exceed:
(a) for precision approach CAT I visual aids — 15 seconds;
(b) for precision approach CAT II and CAT III visual aids that are:
(i) essential obstacle lights — 15 seconds; and
(ii) essential taxiway lights — 15 seconds; and
(iii) all other visual aids — 1 second;
(c) for runways meant for take-off in RVR conditions less than 800 m:
(i) for essential obstacle lights — 15 seconds; and
(ii) for essential taxiway lights including no entry bars — 15 seconds; and
(iii) for runway edge lights, if runway centreline lights are provided — 15 seconds; and
(iv) for runway edge lights, if runway centreline lights are not provided — 1 second; and
(v) for runway end lights — 1 second; and
(vi) for runway centreline lights — 1 second; and
(vii) for all stop bars — 1 second.
Note For subsection 9.05 (1), alerting of the generators is an acceptable method of achieving the required switch-over times.
(2) If alerting the generators is the method used to switch over to secondary power within the time frames specified in subsection (1), then the method must:
(a) ensure that each generator is started and can meet the required power demand:
(i) before commencement of low visibility; or
(ii) as soon as weather conditions indicate that electrical power from the primary power supply may reasonably be susceptible to interruption; and
(b) if the primary power supply fails — ensure that the electrical system automatically reconnects the load to the secondary power supply.
(3) If alerting of the generators is the method used to switch over to secondary power within the timeframes specified in subsection (1) for:
(a) CAT II or CAT III precision approaches; or
(b) take-offs in RVR conditions less than 800 m;
then the aerodrome operator must supply real-time information to ATC on the operating status of:
(c) each generator set; and
(d) the primary power supply.
9.06 Stand-by power supply
Note There is an operational benefit in a runway lighting system being notified in the AIP-ERSA as having stand-by power or portable lighting available. Stand-by power is normally for non-instrument or non-precision runway lighting systems.
(1) The AIP-ERSA must record whether an aerodrome lighting system has a stand-by power supply and, if so, whether the stand-by power supply is:
(a) automatic; or
(b) manually-activated.
(2) If the stand-by power is manually-activated:
(a) the aerodrome manual must contain procedures to ensure that the power is activated by a responsible person:
(i) as soon as possible after the need for activation arises; and
(ii) as far as possible, never later than 15 minutes after the need arises; and
(b) the aerodrome operator must ensure that the expected activation time is notified in the AIP‑ERSA.
Note Stand-by power is distinct from secondary power.
9.07 Portable runway lights
(1) Portable runway lights may only be used to support:
(a) a visual operation where the permanent lighting system is temporarily unserviceable; or
(b) a temporary emergency where a permanent lighting system is not required to be installed.
Note For example, portable lights may be used at an aerodrome for landings and take-offs as follows:
Note: (a) if the aerodrome is intended for regular night operations and, therefore, has a permanent lighting system installed — to replace unserviceable lights until the permanent lights are urgently repaired;
Note: (b) if the aerodrome is not intended for regular night operations and, therefore, does not have a permanent lighting system installed — for temporary emergencies such as medical emergencies or emergency landings.
(2) Portable runway lights must:
(a) where practicable, have an omnidirectional light output; and
(b) be visible from a distance of not less than 3 NM despite any weather conditions likely to be prevailing at the expected time of their use; and
(c) subject to paragraph (d), be of the same colour as the permanent lights; and
(d) if the provision of coloured lights at the threshold and the runway end is not possible, all portable runway lights may be variable white or as close to variable white as possible; and
(e) be spaced in the same way as the permanent lights; and
(f) be level so that the vertical axis is true; and
(g) be deployed in such a way that an aircraft guided by the lights can land into the wind.
(3) If an aerodrome is notified in the AIP-ERSA as having portable runway lights, the following requirements apply:
(a) the portable runway lights must always be:
(i) serviceable; and
(ii) ready to operate;
(b) appropriate persons must be trained to do the following as soon as possible when the need arises:
(i) deploy the portable runway lights;
(ii) put them into operation.
Note An appropriate person must respond as soon as possible. However, a pilot must take into account the possibility that some travel time may be required before the appropriate person can respond to the aerodrome. A pilot who may be planning to an aerodrome without standby power or who has to hold for emergency lighting to be placed or activated at the aerodrome, should either plan an alternate, carry additional holding fuel or not plan for that aerodrome.
(4) The AIP-ERSA entry must include a notation that prior notice of operations is required.
(5) For an aircraft arrival, the portable lights must be lit or switched on (activated) at least 30 minutes before the estimated time of arrival.
(6) For an aircraft departure, the portable lights must:
(a) be activated at least 10 minutes before the scheduled time of departure; and
(b) remain activated after take-off:
(i) for at least 30 minutes; or
(ii) if no air-ground communication exists with the aircraft — for at least 1 hour.
Note 1 Retention of the portable lights is required for the contingency that an aircraft may need to return to the aerodrome.
Note 2 Portable runway lights are distinct from secondary power.
9.08 Portable lights on taxiways and apron edges
(1) If a lighting outage, including from aerodrome works or aerodrome maintenance, requires the temporary removal from service of the permanent taxiway lights or apron edge lights, portable taxiway edge lights may be used as a temporary replacement for the duration of the outage.
(2) If used, the portable taxiway edge lights must:
(a) be steady blue lights; and
(b) when located on a taxiway — be placed on each side of the taxiway aligned with the installed centreline lights or co-located with the taxiway edge lighting, except where the taxiway intersects another taxiway or runway in which case the lights may be placed on only one side of the taxiway edge; and
(c) when located on an apron edge — be co-located with the installed apron edge lighting; and
(d) as far as possible, have the same photometric characteristics as permanently installed taxiway lighting intended for operations with visibility greater than 350 m; and
Note See also section 9.93.
(e) if used with a section of taxiway centreline lights which are out of service — overlap with the serviceable taxiway centreline lights for 2 light spacings within each end of the unserviceable area (to ensure a graduated transition).
9.09 Light fixtures and supporting structures
(1) All aerodrome light fixtures and, subject to subsection (2), supporting structures must be:
(a) independently certified (that is by a person independent from the manufacturer) for frangibility in accordance with the standards on frangibility under:
(i) ICAO Document 9157, Aerodrome Design Manual Part 4 – Visual Aids, Chapter 15, Frangibility of Visual Aids; and
(ii) ICAO Document 9157, Aerodrome Design Manual Part 6 – Frangibility; and
(b) of the minimum weight that is consistent with the fixture or structure being fit for its function.
(2) In the portion of the approach lighting system that is more than 300 m from the runway threshold:
(a) if the height of the structure exceeds 12 m — the frangibility requirement mentioned in subsection (1) applies only to the top 12 m of the supporting structure; and
(b) if the supporting structure is surrounded by non-frangible objects — only that part of the structure that extends above the surrounding objects must be frangible.
(3) If an approach lighting fixture, or its supporting structure, is not in itself clearly conspicuous to the pilot of an approaching aircraft, it must be marked in accordance with Chapter 8, Division 10.
9.10 Standardisation of aerodrome lighting
(1) Lights with different design types must not be mixed in a lighting system unless their photometric characteristics:
(a) are matched as closely as possible; and
(b) are not visually distracting or confusing to pilots; and
(c) otherwise meet the requirements of this MOS.
(2) Solid state lights and incandescent lights must not be mixed:
(a) within any individual lighting system on a runway, including the following:
(i) threshold lighting;
(ii) edge lighting;
(iii) centreline lighting;
(iv) end lighting;
(v) approach lighting;
(vi) touchdown zone lighting;
(vii) visual approach slope indicator system lighting; or
(b) in the lighting within a taxiway section.
9.11 Elevated and inset lights
(1) Elevated lights must:
(a) be frangible; and
(b) have yellow casings; and
Note See subsection 8.03 (2) for the standard colour for “yellow”.
(c) on taxiways — be sited clear of aircraft propellers and jet engine pods for the aircraft code letter for which the taxiway is designed; and
(d) not extend more than 360 mm above ground level; and
(e) not be used when inset lights must be used in accordance with this MOS.
Note Elevated lights are not recommended on pavements which aircraft or vehicles travel over, or in movement areas subject to significant jet blast.
(2) Despite paragraph (1) (d), Configuration A runway guard lights may extend up to 500 mm above ground level.
Note Configuration A runway guard lights are described in section 9.99.
(3) If an inset light is not installed within a pavement, the inset light must be protected from vegetation growth for a minimum radius of 1 m around the light by being installed:
(a) on a sealed surface; or
(b) on a surface with a protective cover; or
(c) on a surface that is treated, and maintained, in accordance with procedures in the aerodrome manual.
(4) Inset lights must:
(a) ensure that runway and taxiway sight distance requirements are met; and
Note See sections 6.07 and 6.42.
(b) not have any sharp edges; and
(c) where the lights will not normally come into contact with aircraft wheels — not project more than 25 mm above or below the surrounding surface at each light’s location; and
Note For example, threshold lights, runway end lights and runway edge lights.
(d) not project more than 13 mm above the surrounding surface at any location which will normally come into contact with aircraft wheels.
Note For example, runway centreline lights, touchdown zone lights and taxiway centreline lights.
(5) The design of an inset light fixture must be such that the surface temperature of the light does not exceed 160°C when it is:
(a) operating at its maximum intensity; and
(b) covered by the wheel of a ground vehicle or aircraft continuously for 10 minutes.
(6) The design of an inset light fixture must be such that it will not distort or otherwise fail when subjected to the wheel loads of the intended aircraft over its expected operational life.
Note Refer to FAA Advisory Circular 150/5345-46, as in force or existing from time to time, and freely available from the FAA website, www.faa.gov, for an acceptable means of compliance.
(7) Maintenance must be conducted to ensure that surface contaminants on or around an elevated light or an inset light fitting do not obscure or cover the light beam.
9.12 Lighting intensity and control
(1) Lighting intensity must be controlled so that, in conditions of minimum visibility, a pilot is not subjected to a light output that may have an adverse effect on aviation safety (a hazardous light output).
(2) Data on the operating current and the corresponding intensity selection must be documented in the aerodrome manual.
(3) At an aerodrome with an ATS provider, each of the following lighting systems, if provided, must be equipped with an intensity control so that the ATS provider can select light output to suit ambient conditions and avoid dazzling pilots:
(a) approach lighting system;
(b) visual approach slope indicator system (VASIS);
(c) runway edge, threshold and end lights;
(d) runway centreline lights;
(e) runway touchdown zone lights;
(f) taxiway lights;
(g) stop bars and no entry bars;
(h) apron centreline and apron edge lights.
(4) Subject to subsection (3), aerodrome lighting intensity for medium-intensity lighting systems, if provided, may be controlled by any of the following:
(a) a certified air/ground radio operator (CA/GRO);
(b) a UNICOM operator;
(c) a responsible person with 2-way radio communications with aircraft;
(d) an aircraft using an aerodrome system that can be remotely controlled by the pilot.
(5) The following high-intensity lighting systems or lights must be capable of at least 5 intensity stages:
(a) approach lighting systems;
(b) VASIS;
(c) high-intensity runway edge;
(d) runway threshold and end lights;
(e) runway centreline lights;
(f) runway touchdown zone lights.
(6) At least 2 intensity stages must be provided for taxiway lights used in RVR conditions less than 800 m.
(7) All aerodrome lighting intensity control, where required in accordance with this Chapter, must be reducible from maximum to minimum intensity, through successive reductions of between 25% to 35% in each intensity stage.
Note Each stage of light intensity, from minimum to maximum, should nominally achieve about a 3:1 increase in light output at each stage of higher intensity.
(8) At an aerodrome where:
(a) the lighting is provided with variable intensity settings but the ATS provider, CA/GRO, UNICOM operator or responsible person does not provide 24 hour coverage; and
(i) the operator leaves the lights turned on all night; or
(ii) the lights are controlled by a PAL out of hours;
the default light intensity must be such as is clearly visible to pilots.
(9) If a lighting system is operated by an ATS provider or a person mentioned in subsection (4) (the lighting system operator), an automatic monitoring system must:
(a) generate the following information:
(i) that a lighting system is, or is not, switched on;
(ii) the intensity of each lighting system that is switched on;
(iii) any fault in a lighting system used to control aircraft movement; and
(b) relay the information to the lighting system operator:
(i) for a stop bar at a runway holding position — within 2 seconds of generating the information mentioned in paragraph (a); and
(ii) for all other types of visual aid — within 5 seconds of generating the information mentioned in paragraph (a).
Note CASA recommends that a runway meant for use in runway visibility, or RVR, less than 550 m should have a suitable monitoring system for informing ATC and the operator’s maintenance crew when the serviceability level of any of the following lighting systems falls below the minimum level for the system:
(a) approach lighting;
(b) runway centreline;
(c) runway threshold;
(d) runway edge;
(e) touchdown zone;
(f) runway end;
(g) stop bars and no entry bars;
(h) essential taxiways.
9.13 Colours for aeronautical ground lights
(1) Light fittings using different filter technologies must not be mixed in a way that creates inconsistency in light colour or intensity when the light is viewed by the pilot of an aircraft moving on a runway or taxiway.
Note Different filter technologies include dichroic filters, other absorption filters, and light emitting diodes (LEDs).
(2) The colour of aeronautical ground lights must be verified by the manufacturer or supplier as being within the boundaries specified in Figures 9.14 and 9.15, by measurement at 5 points within the area limited by the innermost isocandela curve with operation at rated current or voltage.
(3) For elliptical or circular isocandela curves, the colour measurements must be taken at the centre and at the horizontal and vertical limits.
(4) For rectangular isocandela curves, the colour measurements must be taken at the centre and the limits of the diagonals (that is, the corners).
(5) The colour of aeronautical ground lights must be checked at the outermost isocandela curve to ensure that there is no colour shift that might cause signal confusion to a pilot.
(6) In the case of a VASI or other light unit having a colour transition sector, the colour must be measured at points in accordance with subsections (3) and (4), except that:
(a) the colour areas must be treated separately; and
(b) no point may be within 0.5 degrees of the transition sector.
9.14 Chromaticity for incandescent lights
Aerodrome incandescent lighting must comply with the chromaticity boundaries as shown in Table 9.14 and Figure 9.14.
Note The chromaticities are expressed in terms of the standard observer and coordinate system adopted by the International Commission on Illumination (CIE).
Table 9.14 Chromaticity for incandescent lights
Red
Purple boundary y = 0.980 – x
(visual approach light
indicator systems only) y = 0.320
(all other lights) y = 0.335
Yellow
Red boundary y = 0.382
White boundary y = 0.790 – 0.667x
Green boundary y = x – 0.120
Green
Yellow boundary y = 0.726 – 0.726x
White boundary x = 0.650y
(except for visual
docking guidance systems)
(for visual docking
guidance systems)
Blue boundary y = 0.390 – 0.171x
Blue
Green boundary y = 0.805x + 0.065
White boundary y = 0.400 – x
Purple boundary x = 0.600y + 0.133
White
Yellow boundary x = 0.500
Blue boundary x = 0.285
Green boundary y = 0.440 and y = 0.150 + 0.640x
Purple boundary y = 0.050 + 0.750x and y = 0.382
Variable White
Yellow boundary x = 0.255 + 0.750y and x = 1.185 – 1.500y
Blue boundary x = 0.285
Green boundary y = 0.440 and y = 0.150 + 0.640x
Purple boundary y = 0.050 + 0.750x and y = 0.382
Shows Chromaticity diagram for Colours for incandescent aeronautical ground lights.
Figure 9.14 Colours for incandescent aeronautical ground lights
9.15 Chromaticity for solid state (LED) lights
(1) Subject to subsection (2), the chromaticity of aeronautical ground lights with solid state (LED) light sources must be within the boundaries as shown in Table 9.15 and Figure 9.15.
Table 9.15 Chromaticity for solid state (LED) lights
Red
Purple boundary y = 0.980 – x
(for VASI) y = 0.320
(other than VASI) y = 0.335
Yellow
Red boundary y = 0.387
White boundary y = 0.980 – x
Green boundary y = 0.727x + 0.054
Green
Including:
Yellow boundary x = 0.310
Blue boundary y = 0.400
White (including variable white)
Yellow boundary x = 0.440
Blue boundary x = 0.320
Green boundary y = 0.150 + 0.643x
Purple boundary y = 0.050 + 0.757x
Blue
Green boundary y = 1.141x – 0.037
White boundary y = 0.400 – x
Purple boundary x = 0.134 + 0.590y
(2) For the colour green, signals within a lighting system must be within one but not both of the following sets of boundaries:
(a) either these:
Yellow boundary y = 0.726 – 0.726x
Blue boundary y = 0.400; or
Note The presentation of green within this boundary is recommended where observers with defective colour vision are required to determine the green colour of the light signal as opposed to other colours.
(b) these:
Yellow boundary x = 0.310
Blue boundary y = 0.726 – 0.726x
Note The specifications under paragraphs (a) and (b) must not be used together within the same lighting system.
Shows Chromaticity diagram for Colours for solid state (LED) aeronautical ground lights.
Figure 9.15 Colours for solid state (LED) aeronautical ground lights
9.16 Discrimination between incandescent coloured lights
(1) If there is a requirement to discriminate yellow and white from each other, they must each be displayed in close proximity in time or space, for example, by being flashed successively from the same beacon.
(2) If there is a requirement to discriminate yellow from green or white, for example, with exit taxiway centreline lights, the value of the “y” coordinate of the yellow light must be less than 0.40.
Note The limits of white are based on the assumption that they are used in situations in which the characteristics of the light source, for example, colour and temperature, are substantially constant.
(3) The colour variable white is intended to be used only for lights that must be varied in intensity to avoid dazzling. If these lights must be distinguished from yellow lights, they must be designed and operated so that:
(a) the “x” coordinate of the yellow is at least 0.050 greater than the “x” coordinate of the white; and
(b) the disposition of the lights is such that the yellow lights are displayed simultaneously and in close proximity to the white lights.
Division 2 Commissioning
9.17 Commissioning of lighting systems — ground checks
(1) Before an aerodrome lighting system is first used, including after an upgrade or a replacement:
(a) the system must be commissioned through:
(i) a ground check in accordance with this section; and
(ii) a flight check as required in accordance with section 9.18; and
(b) written evidence, verifying the commissioning process, must be provided to CASA in the form of:
(i) the ground check determination; and
(ii) the flight check report.
(2) A ground check must be conducted by a qualified person who:
(a) has demonstrable relevant aerodrome lighting knowledge and experience; and
(b) is either:
(i) an electrical engineer; or
(ii) a licensed electrician.
(3) A ground check of a VASIS must be conducted by a person who:
(a) has demonstrable knowledge of how to site, set up and protect a VASIS; and
(b) is either:
(i) technically qualified or experienced in surveying; or
(ii) a civil engineer with survey experience.
(4) A ground check of a VASIS must include the following:
(a) verification of vertical and horizontal angles of light signal changes;
(b) a survey of the VASIS at its installed location;
(c) a survey of the obstacle assessment surface.
(5) If satisfied that the lighting system is both of the following:
(a) correctly installed;
(b) compliant with the standards specified in this MOS for photometrics, frangibility, supply and other relevant characteristics;
then the qualified person must make a ground check determination, in writing, that the aerodrome lighting system complies with this MOS for a ground check.
(6) For a ground check, the aerodrome operator must provide the qualified person with evidence that light fitting types, models and versions comply with the standards for photometric and other relevant characteristics specified in this MOS.
(7) For subsection (6), the evidence must be in the form of:
(a) an independent compliance statement from each of the manufacturers, and the supplier, of the aerodrome lighting system; or
(b) a test report from an accredited laboratory.
(8) For paragraph (7) (a), the compliance statement must be formally endorsed by a verifying body that is independent from both the manufacturer and the supplier of the lighting system, and that is either:
(a) an aviation safety regulator with which Australia has a bilateral agreement to recognise a compliance statement provided for aerodrome lighting systems; or
(b) another person or body approved in writing by CASA to provide a compliance statement for aerodrome lighting systems.
(9) For subsection (8), the endorsement must be documented and authorised by a responsible person of the verifying body.
(10) For paragraph (7) (b), evidence in the form of a test report from an accredited laboratory must be:
(a) from a laboratory that is accredited by the National Association of Testing Authorities (NATA); or
(b) from an overseas accrediting authority which has a mutual recognition agreement with NATA, under which NATA confirms that the overseas accrediting authority has the competence to carry out the type of measurement involved; or
(c) from a laboratory that is accredited and has a mutual recognition arrangement administered by the International Laboratory Accreditation Corporation in accordance with ISO/IEC 17011, as in force or existing from time to time.
Note ISO/IEC 17011 is available at https://www.iso.org/standards.html. This is the joint International Organization for Standardization/International Electrotechnical Commission standard for the competence, consistent operation and impartiality of accreditation bodies assessing and accrediting conformity assessment bodies.
9.18 Commissioning of lighting systems — flight checks
(1) For subparagraph 9.17 (1) (a) (ii), commissioning of a lighting system must include flight checks by a qualified flight checker, supported by a written flight check report, confirming that the following are in accordance with the requirements of this MOS:
(a) the approach lighting system;
(b) the runway lighting system for instrument runways;
(c) unless CASA approves otherwise, the VASIS;
(d) for aerodromes with scheduled air transport operations — the PAL;
(e) for aerodromes without scheduled air transport operations — the PAL, at the time a new PAL is installed.
(2) For paragraph (1) (c), CASA may only approve otherwise if:
(a) the VASIS is provided for temporary use only; and
(b) the approval is supported by a safety assessment; and
(c) the approval is in writing with appropriate conditions (if any).
(3) For subsection (1), a qualified flight checker means a person approved in writing by CASA to conduct, and report on, flight checks of aerodrome lighting systems.
(4) The aerodrome operator must not request a NOTAM, or update their AIP‑ERSA information, to reflect a commissioned lighting system, unless and until the operator has obtained:
(a) a qualified person’s ground check determination that the lighting system complies with this MOS as required under section 9.17; and
(b) subject to subsection (2), a qualified fight checker’s flight check report in accordance with subsection (1).
(5) Following receipt of the determination and report mentioned in subsection (4), the aerodrome operator must supply the applicable information mentioned in section 5.05 and paragraph 5.09 (4) (c) to the NOTAM Office and the AIS provider for inclusion in the AIP‑ERSA.
(6) For a lighting system not mentioned in subsection (1), the aerodrome operator must use a ground check report as evidence of compliance with the standards in this MOS to initiate a NOTAM.
(7) At any time after commissioning of a lighting system, CASA may direct a ground check, a flight check or both such checks, for an aerodrome lighting system referred to in subsection 9.17 (1) or a system mentioned in subsection (1), if:
(a) CASA considers that a substantial change has been made to the system since it was commissioned; or
(b) CASA receives, from a pilot or an aircraft operator, any adverse report on the performance of the system.
Note Changes which CASA may consider would constitute a substantial change include any of the following:
Note: (a) removal and replacement, at the same time, of 50% or more of the light fittings, or type of light source within an approach or runway lighting system;
Note: (b) removal and replacement of 1 or more light units of a PAPI;
Note: (c) removal and replacement, at the same time, of 2 or more light units of an AT-VASIS;
Note: (d) replacement of the transceiver installation from a PAL.
(8) A separate copy of each ground check report, each flight check report, and each independent compliance statement or light fitting laboratory test report used to support the commissioning of a lighting system must be retained by the aerodrome operator for as long as the relevant lighting system remains in service, with details of each report included in the aerodrome operator’s aerodrome manual.
Division 3 Pilot-activated lighting systems
9.19 General
(1) A pilot-activated lighting system (a PAL) must turn on all the lighting facilities required for aircraft operations at night, unless the lighting facility is turned on by other means.
Note An example of other means is a photo-electric switch or timer.
(2) If a PAL is used to activate a VASIS, the following requirements apply:
(a) activation of the PAL during daytime must:
(i) turn the VASIS on to the day intensity setting; and
(ii) leave all other aerodrome lighting off;
(b) activation of the PAL during twilight must:
(i) turn the VASIS on to the twilight intensity setting; and
(ii) turn all other aerodrome lighting on to:
(A) the only other intensity available; or
(B) night intensity if multiple intensities are available;
(c) activation of the PAL during night-time must:
(i) turn the VASIS on to night intensity; and
(ii) turn all other aerodrome lighting on to:
(A) the only other intensity available; or
(B) night intensity if multiple intensities are available;
(d) if the lighting has been activated by the PAL — appropriate changes from day to twilight to night intensities must take place automatically;
(e) the appropriate changes from day to twilight to night operation must take place under the control of:
(i) a light sensitive switch or similar device; or
Note For guidance in setting up the light sensitive switch, the following values of background illuminance are suggested, though other values, or an illuminance meter, may be used if they provide a better match to local visibility conditions:
(a) day — illuminance above 500 lux;
(b) twilight — illuminance between 50 and 500 lux;
(c) night — illuminance below 50 lux.
(ii) a switching system that will ensure the correct intensity setting between day, twilight and night.
(3) If, because of local conditions, an aerodrome requires the aerodrome lights to be set at a higher intensity than night intensity, then a twilight intensity setting may be used, provided it does not produce glare hazard to pilots.
(4) The PAL must activate an aerodrome lighting system if it detects a coded carrier frequency signal from an airband VHF transmitter (a coded signal).
(5) On receipt of the coded signal:
(a) the PAL control unit must go into the operate mode for a pre-set period; and
(b) the lights must remain on:
(i) for a period of at least 30 minutes; or
(ii) for a period longer than 30 minutes — if local aerodrome operating conditions require the lights to remain on for a longer period in the interests of aviation safety.
(6) Ten minutes before the aerodrome lighting system is due to turn off, the PAL must cause the lights of at least the primary illuminated wind direction indicator (pIWDI) to flash, and continue to flash, at between 40-50 cycles per minute until either:
(a) the PAL switches off, and all aerodrome lighting, including the pIWDI lights, is extinguished; or
(b) the PAL has been reset for another “on” period.
(7) When in operate mode (including the last 10 minutes), the receipt of another transmitted activation code must reset the PAL to the beginning of the pre-set period.
9.20 VHF carrier activation code
(1) The code required to activate the PAL must be generated when the press-to-talk switch of the aircraft VHF transmitter is depressed and a radio frequency carrier signal is produced.
(2) The activation code must consist of 3 bursts of carrier signal, each between 1 and 5 seconds long, with the last 2 code bursts completed within 24 seconds of the end of the first burst.
(3) The PAL detector must be capable of tolerating a gap of 0.1 seconds between code bursts.
Note This is the minimum time it takes to depress and release the aircraft press-to-talk switch. CASA recommends that the code pilots should send is 3 bursts of approximately 3 seconds each, with at least 1 second between bursts, and the 3 bursts must be transmitted within a total of 25 seconds from first to last.
9.21 VHF carrier receiver technical requirements
(1) The VHF carrier receiver (the receiver) must accept a carrier signal over the frequency range of 118 MHz to 136 MHz.
(2) The receiver must be controlled at a single frequency within the frequency range, with a channel separation of 25 kHz.
(3) The frequency stability must be within ±0.0010% over the temperature range of -10°C to +60°C.
(4) The minimum detectable input signal of the carrier detector must:
(a) be adjustable over a range to suit operational requirements; and
(b) under normal circumstances, be set at a receiver sensitivity of not less than 15 µV to ensure timely activation of the PAL by aircraft approaching the aerodrome.
Note 1 The suitability of the receiver sensitivity from different azimuth of the aerodrome will be flight tested by a qualified flight checker (that is, a pilot approved by CASA) during the commissioning of the system.
Note 2 The upper range of the receiver sensitivity may be of the order of 50 to 65 µV, but may be adjusted downward depending on whether nuisance operation is experienced from aircraft using the same PAL frequency at other locations.
Note 3 For paragraph (4) (b), the usual activation distance is 15 NM. However, to ensure timely activation, this may vary for expected aircraft types and their approach speeds.
(5) The VHF carrier detector bandwidth must have the following characteristics:
(a) for within 3 dB of nominal — ±7.5 kHz;
(b) for greater than 60 dB below nominal — ±16 kHz;
(c) a spurious response of not less than 80 dB below nominal.
9.22 Inputs to the PAL
The PAL must be capable of:
(a) receiving the radio frequency activation signals, as described in this Division; and
(b) manual activation through an on/off switch such that:
(i) if the switch is selected to on — the lighting system is activated and remains on; and
(ii) if the switch is selected to off — the PAL goes into operate mode for the full timing cycle, including the 10 minute turn-off warning; and
Note This is intended for use by authorised ground personnel, departing pilots, and maintenance technicians.
(c) if provided at a controlled aerodrome — being electronically overridden by an air traffic controller on duty.
9.23 Fail-safe arrangements with the PAL
(1) The electronic circuitry of the PAL must be so designed that if the PAL fails then provision of aerodrome lighting will continue because:
(a) the lighting facilities will be automatically turned on in the event of the PAL failure; and
(b) a bypass switch will allow manual activation of the lights by a responsible person nominated in writing by the aerodrome operator.
(2) The PAL must be so designed that transient electrical surges have no effect on the PAL.
(3) When a PAL resumes proper operation following a PAL failure, the following must occur:
(a) the PAL must automatically commence and complete a “Light on” cycle;
(b) as soon as the power returns and the PAL has energised — the pilot must be notified, via AFRU transmission (if applicable), that the lighting is ON.
(4) During a power failure for a PAL that is fitted with stand-by power only the pilot must be notified, via AFRU transmission (if applicable), that the PAL has not energised.
9.24 Access to manual switches
If manual switches are provided for a PAL, they must be readily accessible to the responsible person at all times.
9.25 Receiving antenna
(1) The receiving antenna for a PAL must be located such that it will receive activating signals from:
(a) aircraft in the air; and
(b) aircraft, ground vehicles, and mobile personnel on the aerodrome movement area.
(2) The PAL must be so designed that it will operate when connected to an antenna that has the following specifications:
(a) unity gain with respect to a dipole;
(b) vertical polarisation;
(c) omnidirectional radiation pattern in the horizontal plane;
(d) voltage standing wave ratio, when matched to the PAL antenna input, of not greater than 1.5:1 over the frequency range of 118 to 136 MHz;
(e) a height of the mounting above local ground level of not less than 4.5 m.
9.26 PAL with audio acknowledgment
Note CASA recommends that aerodrome operators use a PAL with message acknowledgment capability.
Note: (1) PAL with audio acknowledgment capability must provide:
Note: positive response on receipt of pilot transmission; and
Note: caution if the lighting cycle is within the 10 minute switch off phase.
(2) The broadcast message (if any) must:
(a) for PAL activation, and for the commencement of the flash cycle — be such as to minimise congestion on the frequency; and
(b) for the commencement of the flash cycle — provide the remaining time for activation.
Note CASA recommends that a typical broadcast message should be of the form:
Note: Name of aerodrome [INSERT NAME] AERODROME LIGHTING ON.
Note: Name of aerodrome [INSERT NAME] LIGHTS 10 MINUTES REMAINING.
Note: Name of aerodrome [INSERT NAME] AERODROME LIGHTING NOT ACTIVATED.
Division 4 Obstacle lighting
9.27 Artificial objects and structures
(1) Subject to subsection (2), for a runway intended to be used at night, the following artificial objects or structures are hazardous obstacles and must be provided with obstacle lighting:
(a) an object or structure that extends above the take-off climb surface within 3 000 m of the inner edge of the take-off climb surface;
(b) an object or structure that extends above the approach or transitional surface within 3 000 m of the inner edge of the approach surface;
(c) an object or structure that extends above the applicable inner, conical or outer horizontal surfaces;
(d) an object or structure that extends above the obstacle assessment surface of a T-VASIS or PAPI;
(e) an object or structure in the vicinity of a taxiway, an apron taxiway or a taxilane, that is a hazard to aircraft using the taxiway, apron taxiway or taxilane, except that obstacle lights must not be installed on elevated ground lights or MAGS.
(2) For paragraph (1) (e):
in the vicinity of means in the 5% plane:
(a) originating laterally from the edge of the graded section of the taxiway strip or the edge of the graded portion of the runway strip; and
(b) whose origin is ground level at the edge of the graded portion of the runway or taxiway strip.
(3) Despite subsection (1), CASA may determine in writing, following an assessment, that a hazardous obstacle may remain unlit because it is:
(a) shielded by another object or structure that is already lit; or
(b) does not present a significant hazard to aviation safety.
(4) Despite subsection (1), CASA may determine in writing, following an assessment:
(a) that an object or structure on, or within the immediate vicinity of, the aerodrome is a hazardous obstacle; and
(b) what, if any, lighting is required for that hazardous obstacle.
Note Owners of tall buildings or structures whose summit is below the obstacle limitation surfaces, or that is less than 100 m above ground level, may, of their own volition, provide obstacle lighting to indicate the presence of such buildings or structures at night. To ensure consistency, avoid confusion to pilots, and further the interests of safety both in the air and on the ground, such obstacle lighting should conform with the standards specified in this MOS.
(5) Obstacle lighting may be used during the day instead of obstacle marking.
(6) Obstacle lighting must operate throughout the hours of darkness unless it is within the aerodrome boundary and activated by a PAL.
9.28 Natural obstacles
Note Natural obstacles such as terrain and vegetation are normally extensive. If they infringe an OLS, the need for obstacle lighting will be assessed by CASA on a case by case basis.
If CASA so directs in writing, obstacle lighting must be provided for natural obstacles that infringe an OLS as follows:
(a) if the natural obstacle is located within the approach area — the portion of the obstacle within the approach area must be lit in the same manner as artificial objects or structures;
(b) if the natural obstacle is located outside the approach area — the highest features, and the prominent features, of the natural obstacle must have obstacle lighting.
9.29 Temporary artificial obstacles
At night, or in poor visibility conditions, temporary artificial hazardous obstacles in the approach area or on the movement area must be lit:
(a) with red obstacle lights; and
(b) so that the lights clearly mark the height, extremities and extent of the obstacle.
9.30 Types of obstacle lighting and their use
(1) The following types of obstacle lights must be used, in accordance with this MOS, to light hazardous obstacles:
(a) low-intensity;
(b) medium-intensity;
(c) high-intensity;
(d) a combination of low, medium or high-intensity.
(2) Low-intensity obstacle lights:
(a) are steady red lights; and
(b) must be used on non-extensive objects or structures whose height above the surrounding ground is less than 45 m.
(3) Medium-intensity obstacle lights must be:
(a) flashing white lights; or
(b) flashing red lights; or
(c) steady red lights.
Note CASA recommends the use of flashing red medium-intensity obstacle lights.
(4) Medium-intensity obstacle lights must be used if:
(a) the object or structure is an extensive one; or
(b) the top of the object or structure is at least 45 m but not more than 150 m above the surrounding ground; or
(c) CASA determines in writing that early warning to pilots of the presence of the object or structure is desirable in the interests of aviation safety.
Note For example, a group of trees or buildings is regarded as an extensive object.
(5) For subsection (4), low-intensity and medium-intensity obstacle lights may be used in combination.
(6) High-intensity obstacle lights:
(a) must be used on objects or structures whose height exceeds 150 m; and
(b) must be flashing white lights.
(7) Despite paragraph (6) (b), a medium-intensity flashing red light may be used if necessary to avoid an adverse environmental impact on the local community.
9.31 Location of obstacle lights
(1) This section applies for any hazardous obstacle that must be provided with obstacle lighting, as illustrated in Figures 9.31 (1)-1, 9.31 (1)-2, 9.31 (1)-3 and 9.31 (1)-4.
Note For objects or structures that must be provided with obstacle lighting, see sections 9.27, 9.28 and 9.29.
(2) Obstacle lights must be located:
(a) as close as possible to the top of the object or structure; and
(b) in such numbers, and in such arrangements, as to ensure that the lights clearly indicate at least the points or edges of the object or structure that are highest above the obstacle limitation surface.
(3) Subject to subsection (4), for the following objects or structures:
(a) a structure to the top of which an appurtenance is attached, for example, a lightning rod, flag, antenna, or aerial;
(b) a structure from at or near the top of which a contaminating substance is emitted, for example, smoke, gas or fumes;
the top lights must be placed as close to the top of the structure as is consistent with minimising the likelihood of visual obstruction from:
(c) the attachment; or
(d) the emissions.
Note Normally, the lights should be located 1.5 m to 3 m from the top of the structure.
(4) If an appurtenance, for example, a lightning rod, flag, antenna, or aerial, on a tower-like structure (including an antenna):
(a) extends more than 12 m above the structure; and
(b) is such that it is impossible to attach a high-intensity obstacle light to the top of the appurtenance;
then the high-intensity obstacle light must be attached to the highest possible point of the appurtenance.
(5) For the following:
(a) an extensive object or structure;
(b) a group of closely-spaced objects or structures;
the obstacle lights must be located in such numbers, and in such arrangements, as to ensure that the lights clearly indicate at least:
(c) the points or edges of the object or structure that are highest above the obstacle limitation surface; and
(d) the general definition and extent of the object or structure; and
(e) if 2 or more edges are at the same height — the edge nearest to the runway threshold.
(6) For subsection (5):
(a) if low-intensity lights are used — the lights must be spaced at longitudinal intervals not exceeding 45 m; and
(b) if medium-intensity lights are used:
(i) the lights must be spaced at longitudinal intervals not exceeding 900 m; and
(ii) at least 3 lights must be displayed as a line of lights, horizontally on the side of an extensive object or structure that is nearest to the runway threshold.
(7) Shielding of the downward component of obstacle lighting is permitted, and if used must be such that:
(a) no more than 5% of the nominal light intensity is emitted at or below 5 degrees below horizontal; and
(b) no light is emitted at or below 10 degrees below horizontal.
(8) Subject to subsection (9), for wind turbines in a wind farm, medium-intensity obstacle lights must:
(a) mark the highest point reached by the rotating blades; and
(b) be provided on a sufficient number of individual wind turbines to indicate the general definition and extent of the wind farm, but such that intervals between lit turbines do not exceed 900 m; and
(c) all be synchronised to flash simultaneously; and
(d) be seen from every angle in azimuth.
Note This is to prevent obstacle light shielding by the rotating blades of a wind turbine and may require more than 1 obstacle light to be fitted.
(9) If it is physically impossible to light the rotating blades of a wind turbine:
(a) the obstacle lights must be placed on top of the generator housing; and
(b) a note must be published in the AIP-ERSA indicating that the obstacle lights are not at the highest position on the wind turbines.
(10) If the top of an object or structure is more than 45 m above:
(a) the surrounding ground (ground level); or
(b) the top of the tallest nearby building (building level);
then the top lights must be medium-intensity lights, and additional low-intensity lights must be:
(c) provided at lower levels to indicate the full height of the structure; and
(d) spaced as equally as possible between the top lights and the ground level or building level, but not so as to exceed 45 m between lights.
(11) If high-intensity obstacle lights are used:
(a) on an object or structure that is not a tower supporting wires or cables — the spacing between the lights must not exceed 105 m; and
(b) on an object or structure that is a tower supporting wires or cables — the lights must be located on the tower as follows:
(i) at the top of the tower;
(ii) at the point of the tower that is the lowest level of the catenary of the wires or cables;
(iii) at approximately midway between the 2 levels referred to in subparagraphs (i) and (ii).
Note In some cases, paragraph (b) may require the bottom and middle lights to be located off the tower on stand-alone supports.
(12) For subsection (11):
(a) the number and arrangement of lights at each level mentioned in subparagraphs (11) (b) (i), (ii) and (iii) must be such that the object or structure is indicated from every angle of azimuth; and
(b) if a light would be shielded in any direction by an adjacent object or structure, the light so shielded may be omitted, provided that such additional lights are used as are necessary to retain the general definition of the object or structure.
Shows Typical lighting of tall hazardous obstacles including measurements.
Shows Typical lighting of towers and large hazardous obstacles.
Figure 9.31 (1)-4 Typical lighting of towers and large hazardous obstacles (illustrates matters)
9.32 Characteristics of low-intensity obstacle lights
(1) Low-intensity obstacle lights must have the following:
(a) fixed lights showing red;
(b) a horizontal beam spread that results in 360-degree coverage around the obstacle;
(c) a minimum intensity of 100 candela (cd);
(d) a vertical beam spread (to 50% of peak intensity) of 10 degrees;
(e) a vertical distribution with 50 cd minimum at +6 degrees and +10 degrees above the horizontal;
(f) not less than 10 cd at all elevation angles between –3 degrees and +90 degrees above the horizontal.
Note The intensity requirement in paragraph (c) may be met using a double-bodied light fitting. CASA recommends that double-bodied light fittings, if used, should be orientated so that they show the maximum illuminated surface towards the predominant, or more critical, direction of aircraft approach.
(2) To indicate the following:
(a) taxiway obstacles;
(b) unserviceable areas of the movement area;
low-intensity obstacle lights must have a peak intensity of at least 10 cd.
9.33 Characteristics of medium-intensity obstacle lights
(1) Medium-intensity obstacle lights must:
(a) be visible in all directions in azimuth; and
(b) if flashing — have a flash frequency of between 20 and 60 flashes per minute.
(2) The peak effective intensity of medium-intensity obstacle lights must be 2 000 25% cd with a vertical distribution as follows:
(a) for vertical beam spread — a minimum of 3 degrees;
(b) at -1 degree elevation — a minimum of 50% of the lower tolerance value of the peak intensity;
(c) at 0 degrees elevation — a minimum of 100% of the lower tolerance value of the peak intensity.
(3) For subsection (2), vertical beam spread means the angle between 2 directions in a plane for which the intensity is equal to 50% of the lower tolerance value of the peak intensity.
(4) If, instead of obstacle marking, a flashing white light is used during the day to indicate temporary obstacles in the vicinity of an aerodrome, the peak effective intensity of the light must be increased to 20 000 25% cd when the background luminance is 50 cd/m² or greater.
9.34 Characteristics of high-intensity obstacle lights
(1) High-intensity obstacle lights are flashing white lights.
(2) The effective intensity of a high-intensity obstacle light located on an object or structure, other than a tower supporting overhead wires or cables, must vary depending on background luminance as follows:
(a) 200 000 25% cd effective intensity at a background luminance above 500 cd/m²;
(b) 20 000 25% cd effective intensity at a background luminance between 50‑500 cd/m²;
(c) 2 000 25% cd effective intensity at a background luminance below 50 cd/m².
(3) The effective intensity of a high-intensity obstacle light located on a tower supporting overhead wires or cables must vary depending on background luminance as follows:
(a) 100 000 25% cd effective intensity at a background luminance above 500 cd/m²;
(b) 20 000 25% cd effective intensity at a background luminance between 50‑500 cd/m²;
(c) 2 000 25% cd effective intensity at a background luminance below 50 cd/m².
(4) High-intensity obstacle lights located on an object or structure, other than a tower supporting overhead wires or cables, must flash simultaneously at a rate between 40‑60 flashes per minute.
(5) High-intensity obstacle lights located on a tower supporting overhead wires or cables must flash:
(a) sequentially in a cycle as follows: first the middle light, next the top light, and last the bottom light; and
(b) with a cycle frequency of 40‑60 flashes per minute; and
(c) within a cycle — so that the interval between the flashes of each of the lights mentioned in a row of column 1 of Table 9.34 (5) is as close as possible to the proportion of the cycle time mentioned in the same row in column 2.
(6) Unless otherwise directed in writing by CASA, the installation setting angles for high‑intensity obstacle lights must be in accordance with Table 9.34 (6) so that for an obstacle light at a height mentioned in a row of column 1, the angle of the peak of the light beam above the horizontal is the value mentioned in the same row in column 2.
Angle of the peak of the beam above the horizontal
greater than 151 m
0°
122 m to 151 m
1°
92 m to 122 m
2°
less than 92 m
3°
9.35 Floodlighting of hazardous obstacles
Note Where the installation of obstacle lights in accordance with this MOS is not possible, or is undesirable for aesthetic or other reasons, floodlighting of obstacles may be an appropriate alternative. However, floodlighting may cause a hazard to pilots and a review and acknowledgment process is required (see subsection 9.35 (1)). In general, floodlighting is not suitable if:
Note: (a) the structure is skeletal, as a substantially solid surface or cladding with satisfactory reflectance properties is required; or
Note: (b) there is high-level background lighting.
(1) Floodlighting may be used for a hazardous obstacle instead of obstacle lights, but only if CASA approves in writing receipt of an aerodrome operator’s explanation of why the installation of obstacle lights is not possible, or is undesirable for aesthetic or other reasons.
(2) If floodlighting is used:
(a) the colour must be white; and
(b) illumination of the object or structure must:
(i) cover all directions of azimuth over the full height portion of the object or structure which needs to be illuminated; and
(ii) be uniform around the circumferences of the object or structure.
(3) For subsection (2), the minimum level of luminance must be 5 cd/m² at all points.
Note Based on a reflectance factor of 50% for white paint, this would require illuminance of at least 10 lux. For concrete with a typical reflectance factor of 40%, the required illuminance would be at least 12.5 lux. Materials with reflectance factors less than 30% are unlikely to be suitable for floodlighting.
(4) For subsection (2):
(a) each floodlight fitting must be located evenly around the object or structure, at not more than 120 degrees from any adjacent floodlight fitting; and
(b) at each location:
(i) there must be at least 2 floodlight fittings; and
(ii) each fitting must be on a separate circuit and capable of continuing to operate following the malfunction of another light.
9.36 Serviceability of obstacle lights
(1) For obstacle lights located within the OLS of an aerodrome, the aerodrome operator must establish an obstacle lights serviceability monitoring program that includes the following elements:
(a) for aerodromes with scheduled international air transport operations during the hours of night — observation of the obstacle lights at least once in every 24 hour period, or such longer period as CASA approves in writing on the basis of the aerodrome operator’s written safety assessment;
(b) for aerodromes with scheduled domestic air transport operations during the hours of night — observation of the obstacle lights at least once in every 48 hour period, or such longer period as CASA approves in writing on the basis of the aerodrome operator’s written safety assessment;
(c) for aerodromes other than those mentioned in paragraphs (a) and (b) — observation of the obstacle lights at least once in every 7 day period;
(d) if a medium-intensity or high-intensity obstacle light is not readily observable for paragraph (a), (b) or (c):
(i) a procedure to ensure that the light is monitored in accordance with the relevant monitoring period specified in paragraph (a), (b) or (c), or such longer period as CASA approves in writing on the basis of the aerodrome operator’s written safety assessment; or
(ii) at an aerodrome occupied by aerodrome personnel — the installation of an automatic light-failure indicator to be monitored by the personnel.
(2) For a hazardous obstacle located within the OLS of the aerodrome, if there is an obstacle light outage then the aerodrome operator must:
(a) immediately request the NOTAM Office to advise pilots of the details of the outage; and
(b) as soon as possible, liaise with the owner of the obstacle light so that the outage is repaired as quickly as possible; and
(c) if the obstacle light is determined by CASA, in writing, as essential for aviation safety:
(i) immediately report the outage to any aircraft that are manoeuvring, or are about to manoeuvre, on an affected runway; and
(ii) immediately close the runway or close the aerodrome, as the case requires, until the outage is repaired; and
(iii) notify CASA as soon as possible of the outage.
Note For CASA determining that an obstacle light is essential for aviation safety, see subsection 7.19 (1).
(3) The aerodrome operator’s aerodrome manual must include the following:
(a) details of, and procedures for, the obstacle lights serviceability monitoring program;
(b) the procedures to be followed when an obstacle light outage occurs;
(c) details of the following:
(i) any CASA approval under paragraph (1) (a), (1) (b) or (1) (d);
(ii) any CASA determination mentioned in paragraph (2) (c).
Division 5 Aerodrome lighting systems
9.37 Aerodrome beacons
(1) An aerodrome operator may provide an aerodrome beacon.
(2) If an aerodrome beacon is provided, it must be located as follows:
(a) on the surface of, or adjacent to, the aerodrome;
(b) in an area of low ambient background lighting;
(c) such that it is not shielded by obstacles;
(d) such that it is not dazzling to a pilot making an approach to land.
(3) Subject to subsection (4), an aerodrome beacon at an aerodrome must show white flashes only.
(4) An aerodrome beacon at:
(a) an international aerodrome; or
(b) an aerodrome in a built-up area;
must give 2 alternating flashes, 1 white and the other coloured green.
(5) For subsection (4), the effective intensity of the green flashes must not be less than 0.15 times the intensity of the white flashes at the corresponding angle of elevation.
(6) Subject to subsection (7), for any aerodrome beacon, the frequency of flashes must be from 20 to 30 flashes per minute.
(7) The light from an aerodrome beacon must be visible from all angles of azimuth.
(8) The light intensity distribution of an aerodrome beacon must be such that for an elevation angle mentioned in a row in column 1 of Table 9.37 (8), the minimum effective intensity of white flashes must be that shown in the same row in column 2.
Table 9.37 (8) Aerodrome beacon light intensity distribution
Elevation angle (in degrees)
Minimum effective intensity of white flashes (in candelas)
1 to 2
25 000
2 to 8
50 000
8 to 10
25 000
10 to 15
5 000
15 to 20
1 000
9.38 Illuminated wind direction indicators
(1) Without affecting subsection (2), at an aerodrome intended for night use, at least 1 wind direction indicator (WDI) must be lit in accordance with this section.
(2) If an additional WDI is provided in the vicinity of the threshold of an instrument runway, the WDI must be lit at night as an illuminated WDI (IWDI) unless:
(a) surface wind information is available through a broadcast aerodrome weather information service (an AWIS) or a person mentioned in regulation 120 of CAR; or
(b) the instrument approach procedure for the runway is restricted to daytime operations only.
Note CASA recommends that an IWDI should be provided at the threshold of all runways that are available for use at night.
(3) For an IWDI, floodlighting must be used:
(a) to illuminate the IWDI from above; and
(b) to illuminate the IWDI sleeve from all directions of azimuth simultaneously.
(4) For subsection (3), the IWDI sleeve must be illuminated by at least 4 separated lamp units that together provide at least 100 lux illumination to all points of the horizontal plane passing through the top of the IWDI sleeve at the supporting pole end for the 360‑degree area swept by the fully-extended sleeve.
Note An acceptable method of verification for illumination is to measure illumination levels on the horizontal plane passing through the top of the sleeve at the pole end. CASA recommends that measurements should be taken at 1 m intervals starting at the pole and working outwards on a radial to the pole to a range equal to the length of the fully-extended sleeve. The outermost interval on each radial may be less than 1 m to correspond with the actual length of the sleeve. The radials should be at 30-degree intervals. Each reading must be at least 100 lux.
(5) For an IWDI, the lighting must:
(a) ensure accurate colour rendering; and
(b) have no perceptible warm-up or re-strike delay.
(6) If there is only one IWDI then control of its lighting must be incorporated in each runway’s lighting control, so that activating any runway lighting system automatically activates the IWDI lighting.
(7) If there is more than one IWDI, control of the lighting of each IWDI must be incorporated into the runway lighting control for the runway that the IWDI serves.
(8) If the power supply to an IWDI is from a runway lighting circuit with intensity control, the IWDI light intensity must be in accordance with subsection (4) irrespective of the intensity setting of the runway lighting.
(9) If a PAL is installed then the IWDI lighting must be programmed in such a way that 10 minutes before the end of the aerodrome lighting “on” period, the lights of at least 1 IWDI will:
(a) start to flash, at between 40 to 50 flashes per minute; and
(b) continue to flash until the PAL:
(i) switches off, and all other aerodrome lighting is extinguished; or
(ii) has been reset for another “on” period.
(10) If the PAL is reset for another “on” period, the lights of any flashing IWDI mentioned in subsection (9) must return from flashing to steady lighting.
Division 6 Simple approach lighting
9.39 Simple approach lighting system
(1) An aerodrome operator may provide a simple approach lighting system (SALS) to serve a non-precision approach, or non-instrument, runway.
Note 1 Depending on the runway’s length, a SALS can provide an operational benefit by reducing the minimum visibility or RVR requirements for an instrument approach conducted to the runway.
Note 2 A SALS can enhance visual guidance for a non-instrument runway.
(2) A SALS must:
(a) consist of a row of lights on the extended centreline of a runway, as illustrated in Figure 9.39 (2), within a tolerance of ± 15'; and
(b) subject to subsection 9.40 (3), as far as possible have a length of at least 420 m.
As the length of a SALS increases from 210 m to 719 m, there can be a corresponding reduction in the minimum visibility or RVR requirements for an instrument approach conducted to that runway.
While a SALS shorter than 210 m may enhance visual guidance, it provides no benefit in operating minima over a runway that is not equipped with an approach lighting system.
There is no additional operational benefit achievable with a SALS equal to or longer than 720 m.
CASA recommends that aerodrome operators should consult an instrument flight procedure designer for specific information about the impact of approach lighting on operating minima.
(3) If the length of the SALS is 300 m or more, a row of lights forming a crossbar must be provided at a Point B as shown in Figure 9.39 (2).
(4) For subsection (3), the crossbar must be:
(a) 18 m in length for runways less than 30 m wide; and
(b) 30 m in length for runways with a width of 30 m or more.
(5) An additional crossbar may be provided at a Point A as shown in Figure 9.39 (2) if:
(a) the SALS uses a centreline with single light sources; and
(b) there is a crossbar at Point B.
(6) The lights forming a crossbar in a SALS must be:
(a) as nearly as possible in a horizontal straight line at right angles to, and bisected by, the line of the centreline lights; and
(b) spaced so as to produce a linear effect, except that gaps may be left on each side of the centreline, provided:
(i) the spacing of gaps each side of the centreline is kept to a minimum necessary to meet local requirements; and
(ii) no gap exceeds 6 m.
(7) Subject to paragraph (6) (b), all spaces between crossbar lights must be:
(a) at least 1 m, but not more than 4 m; and
(b) equal to each other.
Note Gaps on each side of the centreline may improve directional guidance when approaches are made with a lateral error, and may facilitate the movement of rescue and firefighting vehicles. See ICAO Annex 14, Aerodromes, Volume 1, Aerodrome Design and Operations, Attachment A, Section 11, for guidance on installation tolerances. For ICAO documents, see section 1.07.
(8) As shown in Figure 9.39 (2), in a SALS, the lights forming the centreline must be positioned with longitudinal intervals of 60 m, within a tolerance of ± 2 m, with the innermost light located 60 m from the threshold, except that:
(a) if it is desired to improve the guidance provided by the lights, an interval of 30 m, within a tolerance of ± 2 m, may be used with the innermost light located 30 m from the threshold; and
(b) the spacing between the centreline lights or barrettes may be adjusted to ensure even spacing between crossbars or between crossbar and threshold.
Note Centreline lights installed at 30 m intervals would maximise the probability of pilots acquiring sufficient visual reference to complete an instrument approach to landing.
(9) The SALS must lie as nearly as possible in the horizontal plane passing through the threshold, and be such that:
(a) no object or structure, other than an ILS azimuth antenna, protrudes through the plane of the approach lights within a distance of 60 m from the centreline of the system; and
(b) no light, other than a light located within the central part of a crossbar or a centreline barrette (not their extremities), is screened from an approaching aircraft.
(10) An ILS azimuth antenna protruding through the plane of the SALS must be treated as an obstacle and marked and lighted as an obstacle.
Shows Simple approach lighting system.
Figure 9.39 (2) Simple approach lighting system (shows matters)
9.40 Simple approach lighting system — additional requirements
(1) The lights of a SALS must be:
(a) for a SALS installed in conjunction with high-intensity runway lighting:
(i) fixed lights showing variable white; and
(ii) in accordance with the specifications in Figure 9.43 (1)-1; and
(b) for a SALS installed in conjunction with low or medium-intensity runway lighting:
(i) omnidirectional fixed lights showing variable white; and
(ii) of an intensity and light distribution compatible with the respective standards for the installed low or medium-intensity runway lighting.
(2) Subject to subsection (3), each centreline light of a SALS must consist of either:
(a) a single source; or
(b) a barrette at least 3 m in length.
Note If it is anticipated that the SALS will be developed into a precision approach lighting system, it is recommended that the centreline lights are represented by barrettes of 4 m in length rather than a single source centreline.
(3) If it is not physically practicable to provide a centreline extending for a distance of 420 m from the threshold:
(a) the SALS must be at least 300 m in length as to include the crossbar; and
(b) each centreline light must consist of a barrette at least 3 m in length.
Note Subject to the approach system having a crossbar at 300 m from the threshold, an additional crossbar at 150 m from the threshold is recommended.
(4) If identification of a SALS is difficult at night because of light pollution from surrounding lights, sequenced flashing lights, conforming to the requirements of subsection 9.41 (10), may be installed but only in the outer portion of the SALS associated with a barrette centreline.
Division 7 Precision approach CAT I, II and III lighting systems
9.41 Precision approach CAT I lighting system
(1) A precision approach CAT I lighting system must be provided to serve a precision approach CAT I runway supporting instrument approach operations with a visibility less than 1 500 m.
(2) As shown in Figure 9.41 (2), a precision approach CAT I lighting system must consist of a row of lights on the extended centreline of the runway extending, within a tolerance of ± 15', at least to Point B, with a row of lights forming a crossbar 30 m in length at Point B.
Note 1 The design objective for a precision approach CAT I lighting system that utilises a distance-coded centreline should be a system length of 900 m (adjustable for the tolerances shown in Figure 9.41 (2). This length enables full design layout of this form of approach lighting system.
Note 2 CASA recommends that for a precision approach CAT I lighting system using a barrette centreline to be considered a full approach lighting system, the design objective should be a system length of at least 720 m.
Note 3 Any precision approach CAT I lighting system that has a length of less than 720 m will likely require compensating increases by the terminal instrument flight procedure designer to the minimum visibility or RVR requirements for any instrument approach conducted to that runway.
Note 4 CASA recommends that aerodrome operators should consult aircraft operators and an instrument flight procedure designer for specific information about the limitations or impact on operating minima of the length and type of approach lighting.
(3) The lights forming the crossbar must be:
(a) as nearly as possible in a horizontal straight line at right angles to, and bisected by, the line of the centreline lights; and
(b) spaced so as to produce a linear effect, except that gaps may be left on each side of the centreline provided:
(i) the spacing of the gaps either side of the centreline is kept to a minimum necessary to meet local requirements; and
(ii) no gap exceeds 6 m.
(4) Subject to paragraph (3) (b), all spaces between crossbar lights must be:
(a) at least 1 m, but not more than 4 m; and
(b) equal to each other.
Note Gaps on each side of the centreline may improve directional guidance when approaches are made with a lateral error, and may facilitate the movement of rescue and firefighting vehicles. See ICAO Annex 14, Aerodromes, Volume 1, Aerodrome Design and Operations, Volume I, Attachment A, Section 11 for guidance on installation tolerances. For ICAO documents, see section 1.07.
(5) As shown in Figure 9.41 (2), the lights forming the centreline must be placed:
(a) at equal longitudinal intervals between the crossbars, or between a crossbar and the threshold, the intervals being, or being as close as possible to, 30 m and not exceeding ± 2 m, with the innermost light located 30 m from the threshold; or
Note Due to the location of existing fences, access roads and navigational arrays, it might not be possible to space the centreline lights at 30 m in a section of the approach lighting array. Consistent spacings, as close as possible to 30 m, will ensure the correct perception of the visual aid by flight crews. Aerodrome operators are recommended to consult with relevant aircraft operators when designing approach lighting arrays.
(b) if crossbars are placed with the application of allowable spacing tolerances shown in Figure 9.41 (2) — such that they are at equidistant intervals between:
(i) the runway threshold and the first crossbar; and
(ii) any other crossbars.
(6) The lighting system must lie as nearly as possible in the horizontal plane passing through the threshold, and be such that:
(a) no object, obstacle or structure, other than an ILS localiser antenna or a far field monitor antenna, protrudes through the plane of the approach lights within a distance of 60 m from the centreline of the system; and
(b) no light, other than a light located within the central part of a crossbar or a centreline barrette (not their extremities), is screened from an approaching aircraft.
Note All roads and highways are considered as obstacles extending 4.8 m above the crown of the road, except aerodrome service roads where all vehicular traffic is under control of the aerodrome authorities and coordinated with the aerodrome traffic control tower. Railroads, regardless of the amount of traffic, are considered as obstacles extending 5.4 m above the top of the rails.
(7) An ILS localiser antenna or a far field monitor antenna protruding through the plane of the lights must be treated as an obstacle, and marked and lighted as an obstacle.
(8) The centreline and crossbar lights of a precision approach CAT I lighting system must:
(a) be fixed lights showing variable white; and
(b) for each centreline light position — consist of:
(i) 1 light source from the runway threshold to Point B, 2 light sources from Point B to Point D and 3 light sources beyond Point D, to provide distance information; or
(ii) a barrette.
(9) A barrette must be:
(a) at least 4 m in length; and
(b) if composed of lights approximating to point sources — composed of such lights uniformly spaced at intervals of not more than 1.5 m.
(10) If the centreline consists of barrettes, each barrette that is at or beyond Point B (in the direction towards the end of the array of barrettes) must be supplemented by a sequenced flashing light, which must:
(a) be flashed twice a second in sequence, beginning with the outermost light of the system, and progressing toward the threshold to the innermost light; and
(b) be of such electrical circuit design that it can be operated independently of the other lights of the approach lighting system; and
(c) have a minimum effective intensity of 15 000 cd ± 50%.
Note See FAA Advisory Circular 150/5345-51, as in force or existing from time to time and freely available from the FAA website, www.faa.gov, for further information.
(11) If the centreline consists of lights as described in subsections (8), (9) and (10):
(a) additional crossbars of lights (that is, additional to the crossbar of lights at Point B) must be provided at Points A, C, D and E (where these locations are covered within the overall length of the system); and
(b) the lights forming each crossbar must be:
(i) as nearly as possible in a horizontal straight line at right angles to, and bisected by, the line of the centreline lights; and
(ii) spaced so as to produce a linear effect, except that gaps may be left on each side of the centreline provided:
(A) the number of gaps is kept to a minimum to meet local requirements; and
(B) no gap exceeds 6 m.
(12) If the additional crossbars described in subsection (11) are incorporated in the system, the outer ends of the crossbars must lie on 2 straight lines that converge to meet the runway centreline 300 m from the threshold.
Note Figure 9.41 (2) shows both kinds of precision approach CAT I lighting configuration mentioned in this section.
(13) For this section, the light intensities must be in accordance with the specifications of Figure 9.43 (1)-1.
Note ICAO Annex 14, Aerodromes, Volume I, Aerodrome Design and Operations, Attachment A, Section 11, provides information on the flight path envelopes used in the design of these lights. For ICAO documents, see section 1.07.
Shows Precision approach CAT I lighting system.
Figure 9.41 (2) Precision approach CAT I lighting system (shows matters)
9.42 Precision approach CAT II and CAT III lighting system
(1) A precision approach CAT II and CAT III lighting system must be provided to serve a precision approach CAT II or CAT III runway.
(2) Where a precision approach CAT II and CAT III lighting system is provided, touchdown zone lights must also be provided.
Approach lighting system
(3) As shown in Figure 9.42 (3) and subject to subsection (4), the approach lighting system must consist of a row of lights on the extended centreline of the runway extending at least to Point B, with:
(a) 2 side rows of lights, extending between the threshold and Point B; and
(b) 2 crossbars, 1 at 150 m and 1 at 300 m from the threshold, at Points A and B.
(4) A precision approach CAT II or CAT III lighting system that has a total length of less than 420 m may be provided to support instrument approach operations type B (CAT II) only if a safety and operational assessment has established that the selected length of approach lighting is suitable for the operations.
Note 1 The design objective for a precision approach CAT II or CAT III lighting system that utilises a distance-coded centreline should be a system length of 900 m. This length enables full design layout of this form of approach lighting system and enables, in addition to CAT II or III operations, lowest visibility or RVR minima for other instrument approach operations.
Note 2 The design objective for a precision approach CAT II or CAT III lighting system that utilises a barrette centreline should be a system length of between 720 m and 900 m. This length enables, in addition to CAT II or CAT III operations, lowest visibility or RVR minima for other instrument approach operations.
Note 3 A precision approach CAT II or CAT III lighting system that has a length of less than 720 m will require compensating increases in the visibility or RVR minima for other instrument approach operations conducted to that runway.
(5) As shown in Figure 9.42 (3), the centreline lights must be:
(a) at equal longitudinal intervals between the crossbars, or between a crossbar and the threshold, as close as possible to 30 m and not exceeding ± 2 m; or
(b) if crossbars are placed with the application of the allowable plus or minus tolerances shown in Figure 9.42 (3) — such that they are at equidistant intervals between the runway threshold and the first crossbar and between any other crossbars.
Note Due to the location of existing fences, access roads and navigational arrays, it might not be possible to space the centreline lights at 30 m in a section of the approach lighting array. Consistent spacings, as close as possible to 30 m, will ensure the correct perception of the visual aid by flight crew. Aerodrome operators are recommended to consult with their aircraft operators when designing approach lighting arrays.
Side row lights
(6) The side row lights must be placed:
(a) on each side of the centreline; and
(b) at a longitudinal spacing equal to that of the centreline lights; and
(c) aligned with the centreline lights; and
(d) so that the lateral spacing between the innermost lights of the side rows is:
(i) not less than 18 m nor more than 22.5 m; and
(ii) within the limits specified in subparagraph (i) — as close as possible to the spacing between the runway touchdown zone lights.
Crossbar lights
(7) The crossbar provided at Point A must fill in the gaps between the centreline and side row lights.
(8) The crossbar provided at Point B must extend on both sides of the centreline lights to a distance of 15 m from the centreline.
(9) If the centreline beyond Point B consists of lights as described in subsection (14), additional crossbars of lights must be provided at Points C, D and E (where these locations are included within the overall length of the system).
(10) If the additional crossbars described in subsection (9) are incorporated in the system, the outer ends of these crossbars must lie on 2 straight lines that converge to meet the runway centreline 300 m from the threshold.
(11) The lighting system must lie as nearly as possible in the horizontal plane passing through the threshold, and be such that:
(a) no object, obstacle or structure, other than an ILS localiser antenna or a far field monitor antenna, may protrude through the plane of the approach lights within a distance of 60 m from the centreline of the system; and
Note All roads and highways are considered as obstacles extending 4.8 m above the crown of the road, except aerodrome service roads where all vehicular traffic is under control of the aerodrome authorities and coordinated with the aerodrome traffic control tower. Railroads, regardless of the amount of traffic, are considered as obstacles extending 5.4 m above the top of the rails.
(b) no light, other than a light located within the central part of a crossbar or a centreline barrette (not their extremities), may be screened from an approaching aircraft.
(12) An ILS localiser antenna or a far field monitor antenna protruding through the plane of the lights must be treated as an obstacle and marked and lighted as an obstacle.
Centreline lights
(13) The centreline of a precision approach CAT II or CAT III lighting system from the threshold to Point B must consist of barrettes showing variable white. However, if the threshold is displaced 300 m or more, the centreline may consist of single light sources showing variable white.
(14) Beyond Point B, each centreline light position must consist of 1 of the following, each of which must show variable white light:
(a) 1 barrette used between the threshold and Point B;
(b) 2 light sources from Point B to Point D; and
(c) 3 light sources beyond Point D.
(15) A barrette must be:
(a) at least 4 m in length; and
(b) if composed of lights approximating to point sources — composed of such lights uniformly spaced at intervals of not more than 1.5 m.
(16) If the centreline beyond Point B consists of barrettes as described in subsection (14), each barrette must be supplemented by a sequenced flashing light which must:
(a) be flashed twice every second in sequence, beginning with the outermost light of the system and progressing toward the threshold to the innermost light; and
(b) be of such electrical circuit design that it can be operated independently of the other lights of the approach lighting system; and
(c) have a minimum effective intensity of 15 000 cd ± 50%.
Note See FAA Advisory Circular 150/5345-51, as in force or existing from time to time and freely available from the FAA website, www.faa.gov, for further information.
(17) Each side row of lights must consist of a barrette:
(a) whose lights show red; and
(b) whose length and light spacing must be equal to the length and light spacing of the barrettes in the touchdown zone.
(18) The lights forming the crossbars must be:
(a) fixed lights showing variable white light; and
(b) uniformly spaced at intervals of not more than 2.7 m.
(19) For subsections (17) and (18), the intensity of the red lights must be consistent with the intensity of the white lights.
(20) The light intensities must be in accordance with Figures 9.43 (1)-1 and 9.43 (1)-2.
Note For information on the flight path envelopes used in the design of these lights, see ICAO Annex 14, Aerodromes, Volume 1, Aerodrome Design and Operations, Attachment A, Section 11. For ICAO documents, see section 1.07.
Shows Precision approach CAT II and CAT III lighting systems.
Figure 9.42 (3) Precision approach CAT II and CAT III lighting systems (shows matters)
Division 8 Isocandela diagrams of approach lighting
9.43 Isocandela diagrams of approach lighting
(1) The ratio between the average light intensities of the following:
(a) the ellipse defining the main beam of a typical, newly installed approach light;
(b) the main beam of a typical newly installed runway edge light:
must be as follows:
(c) for approach centreline and crossbar lights for a precision approach lighting system ― 1.5 to 2.0 (white light), as shown in Figure 9.43 (1)-1;
(d) for approach side row lights for a precision approach lighting system ― 0.5 to 1.0 (red light) as illustrated in Figure 9.43 (1)‑2.
(2) The average light intensity of the ellipse defining the main beam of a simple approach lighting system (SALS) not associated with a precision approach runway must be at least the same as the corresponding runway edge light.
Shows Isocandela diagram for approach centreline and crossbar lights (white light).
| a | 10 | 14 | 15 |
| b | 5.5 | 6.5 | 8.5 |
Curves calculated on formula:
Shows Formula used for calculation of curves for the lighting ellipse.
Figure 9.43 (1)-1 Isocandela diagram for approach centreline and crossbar lights (white light) (shows matters)
(3) Vertical setting angles of the approach centreline and crossbar lights must be such that for a distance from the threshold mentioned in a row of column 1 of Table 9.43 (3) the vertical main beam coverage must be the value mentioned in the same row in column 2.
2.5º – 13.5º (as illustrated above in Figure 9.43 (1)-1)
(4) Subject to subsections (5) and (7), all lights must be aligned parallel to the centreline of the runway.
(5) Lights in crossbars beyond 22.5 m from the centreline must be toed-in 2 degrees.
Shows Isocandela diagram for approach side row light (red light).
a
7.0
11.5
16.5
b
5.0
6.0
8.0
Curves calculated on formula:
Shows Formula used for calculation of curves for the lighting ellipse.
Figure 9.43 (1)-2 Isocandela diagram for approach side row light (red light)
(6) Vertical setting angles of the approach side row lights must be such that for a distance from the threshold mentioned in a row of column 1 of Table 9.43 (6), the vertical main beam coverage is the value mentioned in the same row in column 2.
1.5º – 11.5º (as illustrated above in Figure 9.43 (1)-2)
(7) Approach side row lights must be toed-in 2 degrees.
Division 9 Visual approach slope indicator systems
9.44 Visual approach slope indicator systems (VASISs)
(1) This Division applies to the following types of VASIS:
(a) a T visual approach slope indicator system (T-VASIS);
(b) an abbreviated T visual approach slope indicator system (AT-VASIS);
(c) a precision approach path indicator system (PAPI);
(d) a double-sided PAPI.
(2) The following VASIS must be installed:
(a) at an aerodrome with scheduled international air transport operations — a T-VASIS or a double-sided PAPI;
(b) at an aerodrome without scheduled international air transport operations — an AT‑VASIS or a PAPI, unless CASA has determined, in writing, that additional roll guidance is required;
(c) at an aerodrome where CASA has determined that additional roll guidance is required under paragraph (b) — a T-VASIS or a double-sided PAPI;
(d) if CASA determines, in writing, that high system integrity is required at an aerodrome — a T-VASIS or a double-sided PAPI.
(3) If an existing taxiway or physical obstruction makes it impossible to install a T-VASIS or a double-sided PAPI on both sides of the runway, an AT-VASIS or a single-sided PAPI must be installed at the applicable runway threshold.
(4) If an existing taxiway or physical obstruction makes it impossible to install a T-VASIS or a double-sided PAPI on the left-hand side of the runway to achieve the required threshold clearance based on the nominated approach slope, an AT-VASIS or a single-sided PAPI must be installed on the right-hand side at the applicable runway threshold.
(5) An AT-VASIS or PAPI must be installed on the left-hand side of the runway (as viewed by a pilot approaching to land on the runway) unless it is physically impossible to so locate it, in which case the location may be on the right-hand side of the runway.
(6) If more than one type of VASIS is used at an aerodrome, the same type of VASIS must be used at each threshold of a runway to avoid confusion.
(7) If there is more than one runway, the same type of VASIS must be used on all runways with the same runway code number.
(8) Subsection (6) does not apply if a VASIS type is provided for temporary use only.
9.45 Obstacle assessment surfaces
(1) For each threshold of a runway where a VASIS is provided, an obstacle assessment surface (OAS) must:
(a) be identified from an obstacle survey and assessment; and
(b) meet the following standards as illustrated in Figure 9.45 (1):
(i) the baseline must be 150 m wide and coincident with the existing baseline for the approach surface;
(ii) the slope must be 1.9º;
(iii) the splay must be 7.5º outwards, commencing from the ends of the baseline;
(iv) the length must be 9 km measured from the baseline.
Shows Obstacle assessment surface for 3° approach slope.
(2) If an object or structure, for example a radio mast, a building or high terrain, infringes the OAS, the aerodrome operator must apply to CASA for a written determination as to whether the object or structure would adversely affect the safety of aircraft operations.
(3) Unless CASA determines that the object or structure would not adversely affect the safety of aircraft operations, the operator must take all reasonable steps to:
(a) remove the object or structure; or
(b) have the entity responsible for the object or structure remove it.
(4) If it is not possible to remove the object or structure, then the aerodrome operator must:
(a) raise the approach slope of the VASIS:
(i) for a runway used by jet engine aeroplanes — to a maximum of 3.3°, and also raise the OAS slope by the same amount; or
(ii) for a runway used by other aeroplanes — to a maximum of 3.5°, and also raise the OAS slope by the same amount; or
(b) reduce the azimuth spread so that the object or structure is outside the confines of the T-VASIS or PAPI beam; or
(c) displace the axis of the VASIS and its associated OAS by up to 5°; or
(d) displace the threshold; or
(e) if action under paragraph (d) is not possible, displace the VASIS upwind of the threshold to provide an increase in threshold crossing height equal to the height of the obstacle penetration.
9.46 T-VASIS and AT-VASIS
Note A T-VASIS is a set of lights so arranged that the pattern seen by the pilot varies according to his or her position (up or down, left or right) relative to the desired approach path. When installed in the runway strip, a T‑VASIS provides pilots with visual cues indicating their actual descent path relative to the desired descent path.
Shows T-VASIS layout.
Figure 9.46 (1) T-VASIS layout (shows matters)
(1) A T-VASIS must consist of 20 light units symmetrically disposed about a runway centreline as shown in Figure 9.46 (1), and comprising:
(a) 2 rows (wing bars) of 4 light units each; and
(b) 2 longitudinal lines of 6 lights each, bisecting each of the wing bars.
(2) An AT-VASIS must consist of 10 light units arranged on one side of a runway and comprising:
(a) a single wing bar of 4 light units; and
(b) one longitudinal line of 6 lights, bisecting the wing bar.
(3) In a T-VASIS and an AT-VASIS, the light units must be constructed and arranged in such a manner that, during an approach, the pilot of an aeroplane will:
(a) when above the correct approach slope — see an inverted white “T” pattern comprising the white wing bar lights, and 1, 2 or 3 white “fly-down” lights, the more fly-down lights being visible, the higher the pilot is above the correct approach slope; and
(b) when on the correct approach slope — see the line of white wing bar lights; and
(c) when below the correct approach slope — see a white “T” pattern comprising the white wing bar lights and 1, 2 or 3 white “fly-up” lights, the more fly-up lights being visible the lower the pilot is below the correct approach slope; and
(d) when well below the correct approach slope — see a red “T” pattern with the wing bar lights and the 3 fly-up lights showing red.
(4) A T-VASIS and an AT-VASIS must be:
(a) located so that the light units are as shown in Figure 9.46 (1), subject to the tolerances given in Table 9.47 (5); and
Note The Figure shows the light unit locations for a T-VASIS; for an AT-VASIS only one side of the mirrored arrangement is present.
(b) installed so that the light units forming the wing bars, and the light units forming a fly‑down or a fly-up matched pair, appear to the pilot of an approaching aeroplane to be substantially in a horizontal line; and
(c) mounted so that the light units are as low as possible; and
(d) frangible.
9.47 Characteristics of T-VASIS light units
(1) A T-VASIS light unit must comply with the following requirements:
(a) be suitable for both day and night operations;
(b) have a suitable intensity control which allows adjustments to be made:
(i) to meet the prevailing conditions; and
(ii) to avoid dazzling pilots during approach and landing;
(c) be such that the light distribution of the beam of each light unit is fan-shaped, showing light over a wide arc in azimuth in the approach direction;
(d) for the wing bar light units — produce:
(i) a beam of white light from 1° 54' vertical angle up to 6° vertical angle; and
(ii) a beam of red light from 0° to 1° 54' vertical angle or greater, but only so much greater as to provide obstacle clearance;
(e) for the fly-down light units — produce a beam of white light extending from an elevation of 6° down to approximately the approach slope, where it must have a sharp cut-off;
(f) for the fly-up light units — produce:
(i) a beam of white light from approximately the approach slope down to 1° 54' vertical angle; and
(ii) a beam of red light below 1° 54' vertical angle, or greater, but only so much greater as to provide obstacle clearance;
(g) have colour transition from white to red such that it appears to an observer at a distance of not less than 300 m to occur over a vertical angle of not more than 15 minutes;
(h) be such that the beam of light produced by each of the VASIS light units must show:
(i) both day and night — through an angle of at least 1° 30' above and below the approach slope; and
(ii) in azimuth through:
(A) not less than 10° by day; and
(B) not less than 15° by night;
Note CASA recommends an increase in the night azimuth to 30° in line with past practice in Australia.
(i) immediately below the transition sector mentioned in paragraph (g) — have completely red beam intensity of not less than 15% of the intensity of the completely white beam immediately above the transition sector;
(j) for all light units — have effective visual range in clear weather of at least 7.4 km over the angles mentioned in paragraphs (d), (e) and (f);
(k) for all light units — be so designed and constructed that contamination from dirt or animal faeces on optically-transmitting or reflecting surfaces does not:
(i) interfere with the light signals; or
(ii) affect the elevation of the beams; or
(iii) affect the contrast between the red and white signals;
(l) for all light units — be so designed and constructed as to minimise the probability of the slots in the light housing being wholly or partially blocked by snow or ice (if the relevant climatic conditions are possible).
(2) The approach slope and elevation settings of light beams must comply with the following:
(a) an approach slope of 3º;
(b) a pilot eye-height over the threshold of 15 m;
(c) if the runway on which a T-VASIS is provided is also equipped with an ILS — the siting and elevation of the light units must be such that the T-VASIS approach slope conforms as closely as possible with the ILS glide path;
Note A T-VASIS eye-height over the threshold that is 1 m higher than the ILS glide path has been found to satisfy most aeroplanes.
(d) the light beams from the corresponding light units on opposite sides of the runway must have the same recognition angle, and the fly-up and fly-down light units of the “T” must appear with uniform steps as the approach slope changes;
(e) the elevation of the beams of the wing bar light units on both sides of the runway must be the same;
(f) the elevation of the top of the beam of the fly-up light unit nearest to each wing bar, and the bottom of the beam of the fly-down light unit nearest to each wing bar, must be equal and correspond to the approach slope;
(g) the cut-off angle of the top of the beams of successive fly-up units must decrease by 5' (±½') of arc in angle of elevation at each successive unit away from the wing bar;
(h) the cut-in angle of the bottom of the beam of the fly-down light units must increase by 7' (±½') of arc in angle of elevation at each successive unit away from the wing bar;
(i) the elevation setting of the top of the red light beams of the wing bar and fly-up light units must be such that, during an approach, the pilot of an aeroplane, to whom the wing bar and 3 fly-up units are visible, would clear all objects or structures in the approach area by a safe margin, if any such light did not appear red.
(3) Light units must be sited at least 15 m from the edge of the runway.
(4) Light units must be sited at least 15 m from the edge of a taxiway, unless CASA approves otherwise in writing.
(5) The standard and allowable tolerance mentioned in a row of columns 2 and 3 of Table 9.47 (5) apply to the design, installation and subsequent maintenance of the item mentioned in the same row in column 1.
Table 9.47 (5) T-VASIS light units — standards and tolerances for design etc.
Item
Standard
Allowable tolerance
Eye height over threshold
15 m1,2
+1 m –3 m
Approach slope3
3° (1:19 nominal)
Distance of longitudinal line of light units from runway edge4
30 m
±3 m
Leg light unit spacing
45 m90 m
±4.5 m±9 m
Clearance from pavements
15 m5
Alignment of each light unit
Parallel to runway centreline
±1°
Light units in a wing barFronts of light unitsHeight of light units
AlignedAligned
±25 mm±25 mm
Levelling of light units
Level
To the accuracy of the precision engineer’s level.6
(6) For Table 9.47 (5), an item, standard or allowable tolerance with a number attached in superscript is subject to or informed by (as the case requires) the content of whichever of the following items has the same number:
When the runway on which a T-VASIS is provided is equipped with an ILS, the siting and elevations of the T-VASIS must be such that the visual approach slope conforms as closely as possible to the glide path of the ILS.
A T-VASIS eye height over threshold 1 m higher than the ILS glide path satisfies most, but not all, aircraft.
The use of a different approach slope is permitted, but only with the prior written approval of CASA.
The edge of the runway is defined as the perpendicular distance from the runway centreline, which is half the nominal width of the runway and ignores sealed shoulders.
There is a minimum clearance between any part of a T-VASIS light unit (but not the foundation slab) and an adjacent runway or taxiway pavement.
This includes end-for-ending the level to ensure no inaccuracy of the instrument.
(7) The aerodrome operator must ensure that the immediate surround of each light unit is kept free of grass.
Note Tall grass immediately in front of the light unit could provide conflicting light signals. Grass growing near the box on any side could result in the fine settings being disturbed during power mowing operations.
9.48 Precision approach path indicator system (PAPI)
(1) The precision approach path indicator system (a PAPI) must consist of a row (a wing bar) of 4 equally-spaced sharp transition multi-lamp units or paired single-lamp units.
(2) Subject to subsection (3), the system must be located on the left-hand side of a runway, as viewed by the pilot of an aircraft approaching to land on the runway.
(3) If an existing taxiway or physical obstruction makes it impossible to locate the units on the left-hand side of the runway, the PAPI can be placed on the right-hand side of the runway.
(4) As shown in Figure 9.50 (5), a PAPI must be installed and adjusted so that a pilot making an approach:
(a) when on or close to the approach slope — sees the 2 units nearest the runway as red and the 2 units farthest from the runway as white; and
(b) when above the approach slope — sees the one unit nearest the runway as red and the 3 units farthest from the runway as white; and
(c) when further above the approach slope — sees all the units as white; and
(d) when below the approach slope — sees the 3 units nearest the runway as red and the unit farthest from the runway as white; and
(e) when further below the approach slope — sees all the units as red.
(5) A double-sided PAPI must:
(a) consist of 8 light units symmetrically disposed about the runway centreline in the form of 2 wing bars of 4 light units each; and
(b) be such that the indications seen by the pilot are symmetrical, so that when on or close to the approach slope, the 2 light units nearest the runway, in both wing bars, show red.
(6) Each PAPI light unit must:
(a) be suitable for both day and night operations; and
(b) have colour transition from red to white in the vertical plane such that it appears to an observer, at a distance of not less than 300 m, to occur within a vertical angle of not more than 3 minutes of arc; and
(c) at full intensity, have a red light “y” coordinate not exceeding 0.320; and
(d) have a light intensity distribution as shown in Figure 9.48 (6); and
(e) have a suitable light intensity control which allows adjustments to be made:
(i) to meet the prevailing conditions; and
(ii) to avoid dazzling pilots during approach and landing; and
(f) 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 1°30' and at least 4°30' above the horizontal; and
(g) be so designed and constructed that contamination from, for example, deposits of snow, ice, condensation, dirt or animal faeces, on optically-transmitting or reflecting surfaces:
(i) interferes to the least possible extent with the light signals; and
(ii) does not affect the elevation of the transition sector; and
(iii) does not affect the contrast between the red and white signals.
Shows Light intensity distribution of Precision Approach Path Indicator (PAPI).
Figure 9.48 (6) Light intensity distribution of PAPI (shows matters)
Note These curves are for minimum intensities in red light. The intensity value in the white sector of the beam is no less than 2, and may be as high as 6.5, times the corresponding intensity value in the red sector.
9.49 Approach slope and elevation setting of light units
The requirements for the approach slope and elevation setting of PAPI light units for a runway are as follows:
(a) the approach slope, as shown in Figure 9.49, must be appropriate for use by the aeroplanes using the approach;
Note The standard approach slope is 3°.
(b) if the runway is a precision approach runway — the siting and elevation of the light units must be such that the PAPI approach slope conforms as closely as possible with the precision approach glide path;
(c) for instrument runways with non-precision approaches — the approach slope must conform as closely as possible with the primary instrument approach procedure;
(d) the angle of elevation settings of the light units in a PAPI wing bar must be such that, during an approach, the pilot of an aeroplane observing a signal of one white light and 3 red lights will clear all objects or structures in the approach area by a safe margin;
Note See subsection 9.45 (4) concerning the raising of the approach slope.
(e) if:
(i) an object or structure located outside the obstacle assessment surface of the PAPI, but within the lateral limits of its light beam, is found to extend above the plane of the obstacle assessment surface; and
(ii) an aeronautical study indicates that the object or structure could adversely affect the safety of operations;
then the azimuth spread of the light beam must be restricted so that the object or structure remains outside the confines of the light beam;
(f) if a double-sided PAPI is provided, corresponding units on either side of the runway must be seen at the same angle so that the signals of each wing bar change symmetrically and simultaneously.
Shows Light beams and angle of elevation setting for Precision Approach Path Indicator (PAPI) 3⁰ approach slope.
Figure 9.49 Light beams and angle of elevation setting for PAPI 3⁰ approach slope (shows matters)
9.50 Siting a PAPI or a double-sided PAPI
(1) For a PAPI or a double-sided PAPI:
(a) the light units forming a wing bar must be frangible, and mounted:
(i) as low as possible; and
(ii) so as to appear to a pilot of an approaching aeroplane to be substantially in a horizontal line; and
(b) the light units must be located:
(i) for a PAPI — as shown in Figure 9.50 (1), and subject to the installation tolerances shown in the Figure; and
(ii) for a double-sided PAPI — as shown in Figure 9.50 (1):
(A) as if the light units A, B, C and D and related dimensions were also shown on the other side of the runway with unit D closest to the runway; and
(B) subject to the installation tolerances shown in the Figure.
Shows siting of Precision Approach Path Indicator (PAPI) units including measurements.
Figure 9.50 (1) Siting of PAPI light units (shows matters)
(2) If the row of runway edge lights is located beyond the standard 3 m specified in subsection 9.51 (10), then in accordance with subsection 9.51 (11) the PAPI may be located with the inner light unit 13 ± 1 m from the line of the edge lights, rather than 15 ± 1 m from the runway edge.
Note 1 Reducing the spacing between PAPI light units results in a reduction in the usable range of the system.
Note 2 When the runway edge lights are relocated to the standard location, CASA recommends that the PAPI should also be relocated to the standard location.
(3) Subject to subsection (4), the distance (D1) in Figure 9.50 (1), of a PAPI wing bar from the runway threshold, is to be determined by the following:
(a) the requirement to provide adequate wheel clearance over the threshold for all types of aircraft landing on the runway;
(b) the operational requirement that the PAPI is compatible with any non-visual glide path down to the minimum possible range and height;
(c) any difference in elevation between the PAPI units and the runway threshold;
(d) the remaining length of runway past the touch-down zone available for stopping the aircraft;
(e) obstacle clearance.
(4) In Table 9.50 (4), for the most demanding of the aircraft regularly using the runway, for each of the 4 pilot-eye-to-wheel height groups mentioned in a row of column 1:
(a) column 2 specifies the standard wheel clearance over the threshold which, subject to paragraph (b), must be used where possible; and
(b) column 3 specifies the reduced wheel clearance over the threshold which may be used if:
(i) the landing run is limited; and
(ii) adherence to the standard wheel clearance would cause a loss of landing distance; and
(iii) there are no objects or structures under the approach near the threshold, for example, approach light supporting structures, boundary fences or roads; and
(iv) a safety assessment demonstrates that the reduced clearance does not have an adverse effect on aviation safety; and
(v) CASA, in writing, approves.
Note The standard wheel clearance may be increased if a greater crossing height is considered a safer option compared with a touchdown point further down the runway (subject to adequate landing distance being available for the most demanding aircraft).
Table 9.50 (4) Wheel clearance over threshold for PAPI
(5) The location of the PAPI light units is determined by the relationship between:
(a) the approach angle; and
(b) the difference in levels between the threshold and the light units; and
(c) the minimum eye height over the threshold (MEHT), being dependent on the angle M as shown in Figure 9.50 (5) that is 2' of arc less than the setting angle of the unit which defines the lower boundary of the on-slope indication (unit B, the third unit from the runway as shown in Figure 9.50 (5)).
(6) If a PAPI is installed on a runway that is not equipped with an ILS, the distance between the threshold and the PAPI (D1, shown in Figure 9.50 (5)) must ensure that the lowest height at which a pilot will see a correct approach path indication will provide the wheel clearance over the threshold specified in Table 9.50 (4) for the most demanding of the aeroplanes regularly using the runway.
(7) If a PAPI is installed on a runway that is equipped with an ILS, the distance between the threshold and the PAPI (D1, shown in Figure 9.50 (5)) must ensure the optimum compatibility between the visual and non-visual aids for the range of eye-to-antenna heights of the aeroplanes regularly using the runway.
(8) If a wheel clearance greater than that specified in subsection 9.50 (4) is required for specific aircraft, this must be achieved by increasing the distance D1 shown in Figure 9.50 (5).
(9) The distance D1 shown in Figure 9.50 (5) must be adjusted to compensate for differences in elevation between the lens centres of the light units and the threshold.
(10) PAPI units must be no more than 0.9 m above ground level.
(11) Subject to subsection (12), all units of a wing bar must, as far as possible, lie in the same horizontal plane.
(12) However:
(a) small height differences of no more than 50 mm between light units are permitted if required to allow for any transverse slope; and
(b) a lateral gradient not greater than 1.25% is permitted if it is uniformly applied across the units.
Shows The arrangement of a Precision Approach Path Indicator (PAPI) and the resulting display.
Figure 9.50 (5) The arrangement of a PAPI and the resulting display (shows matters)
Division 10 Runway lights
9.51 Runway edge lights
(1) Runway edge lights must be provided for the following:
(a) a non-instrument or non-precision runway intended for use at night;
(b) a precision approach runway intended for use by day or night.
Note Low-intensity lighting systems will typically form a configuration under paragraph (1) (a), unless a medium-intensity system is required due to environmental factors unique to the aerodrome.
(2) A runway intended for use at night for any of the following:
(a) visual circling;
(b) circuits;
(c) both visual circling and circuits;
must have omnidirectional runway edge lights that comply with the requirements in section 9.52.
(3) A runway available for take-off operations with an RVR less than 350 m must have runway edge lights that comply with the requirements in section 9.53.
(4) Runway edge lights must be placed along both sides of a runway so that they:
(a) are in 2 parallel straight rows equidistant from the centreline with the pairs of lights opposite each other; and
(i) for a non-instrument or non-precision approach runway:
(A) commence from the threshold and continue to the opposite runway end point; or
(B) if the runway edge lights aligned with the threshold are replaced by runway threshold lights that comply with the requirements of subsection 9.55 (2) — commence 1 light space in from the threshold and continue to 1 light space from the opposite runway end point; or
Note See optional omnidirectional threshold light units (green) in Figure 9.76 (1).
(ii) for a precision approach runway — commence 1 light space in from the threshold and continue to 1 light space from the opposite runway end point.
(5) The longitudinal spacing of runway edge lights must be uniform and as follows:
(a) for an instrument runway — 60 m, but within a tolerance of + 0 m to minus 5 m;
(b) for a non-instrument runway — 90 m ± 10 m.
Note 60 m + 0 / -5 m is recommended for non-instrument runways if it is intended to upgrade the runway to an instrument runway at some time in the future.
(6) Despite subsection (5), for the following:
(a) a non-instrument runway intersected by another runway or a taxiway;
(b) a non-precision instrument runway intersected by another runway or a taxiway;
the runway edge lights at the point of intersection may be:
(c) spaced irregularly; and
(d) omitted;
provided that:
(e) no 2 consecutive lights are omitted; and
(f) any irregular spacing or omission does not significantly alter the visual guidance for a pilot using the runway.
(7) Runway edge lights must not be omitted on a precision approach runway.
(8) If a runway edge light cannot be omitted at an intersection, an inset runway edge light must be provided in place of an elevated light.
(9) Subject to subsection (6), an inset runway edge light must be aligned with the respective edge light on the opposite side of the runway.
(10) Subject to subsection (11), runway edge lights must be placed:
(a) along the edges of the area declared for use as the runway in the AIP (the declared area); or
(b) not more than 3 m outside the edges of the declared area.
(11) If an aerodrome operator declares, in the AIP, a reduction in the width of a runway, then runway edge lights, located beyond 3 m from the edge of the runway, may remain in place until they are upgraded or replaced, provided that details are recorded in the aerodrome manual and published in the AIP-ERSA.
(12) For a runway that is less than 30 m wide, the runway edge lights must be placed in accordance with subsection (10) as if the runway were 30 m wide.
(13) If a runway is provided with circling guidance lights and unidirectional high-intensity runway light units, then:
(a) the row of unidirectional high-intensity light units must be placed on the inner side, closest to the runway centreline; and
(b) the circling guidance lights must be placed on the outer side; and
(c) the 2 rows of light units must be:
(i) parallel; and
(ii) separated by a distance of at least 0.5 m but not more than 3 m.
9.52 Characteristics of runway edge lights — non-instrument or non-precision approach runway
For a non-instrument, or a non-precision, approach runway, the runway edge lights must be lights that:
(a) are fixed; and
(b) are omnidirectional; and
(c) show variable white; and
(d) if elevated — have light distribution that is uniform for the 360° horizontal projection of the light; and
(e) for a lighting system set at low intensity — have:
(i) a minimum light intensity in accordance with that shown in Figure 9.75 (1); and
(ii) a main beam which projects light between 1º and 7º above the horizontal at:
(A) a minimum average intensity of not less than 100 cd; and
(B) a maximum average intensity of not more than 200 cd; and
(f) for a lighting system set at medium intensity — have:
(i) a minimum light intensity in accordance with that shown in Figure 9.75 (2); and
(ii) a main beam which projects light between 1º and 7º above the horizontal at:
(A) a minimum average intensity of not less than 200 cd; and
(B) a maximum average intensity of not more than 600 cd.
9.53 Characteristics of runway edge lights — precision approach runway
(1) For a precision approach runway, the runway edge lights must be lights that:
(a) are fixed; and
(b) are unidirectional, with the main beam directed towards the threshold; and
(c) subject to paragraph (d), show variable white with a minimum light intensity in accordance with that shown in the following Figures in section 9.75:
(i) for 30 m to 45 m wide runways — Figure 9.75 (3);
(ii) for 60 m wide runways — Figure 9.75 (4); and
(d) if located within 600 m from the runway end — show yellow with a minimum light intensity that is 0.4 times the intensity that would be in accordance with that shown in the following Figures in section 9.75:
(i) for 30 m to 45 m wide runways — Figure 9.75 (3);
(ii) for 60 m wide runways — Figure 9.75 (4); and
(e) have a light beam coverage that is toed-in towards the runway as follows:
(i) for 30 m to 45 m wide runways — 3.5°;
(ii) for 60 m wide runways — 4.5°.
(2) If omnidirectional circling guidance lights are used in conjunction with subsection (1), they must conform to subsection 9.51 (2).
9.54 Runway threshold lights
(1) For a runway with runway edge lights, runway threshold lights must be provided.
(2) Runway threshold lights must be located:
(a) in a straight line at right angles to the centreline of the runway; and
(b) when the threshold is at the extremity of a runway — as near to the extremity as possible and not more than:
(i) 3 m outside the extremity; or
(ii) 1 m inside the extremity; and
(c) when the threshold is a displaced threshold — at the displaced threshold with a tolerance of ± 1 m.
9.55 Pattern of runway threshold lights — non-instrument or non-precision approach runway
(1) For a non-instrument, or non-precision, approach runway, runway threshold lights must consist of at least 6, equally spaced, unidirectional lights.
(2) Despite subsection (1), if increased conspicuity of the runway threshold is desired for visual circling or circuit operations, then the runway edge lights, aligned with the threshold position, may be replaced by omnidirectional runway threshold lights on each edge.
Note See Figure 9.76 (1) which illustrates the omnidirectional runway threshold lights option (green).
(3) Runway threshold lights for a non-instrument, or non-precision, approach runway must be inset lights if:
(a) the threshold is a permanently-displaced threshold; or
(b) it is not possible for elevated lights to be installed.
(4) For runways with a runway starter extension, the inset threshold lights may be aligned with the runway end light fittings in the reciprocal direction.
9.56 Pattern of runway threshold lights — precision approach runway
For a precision approach runway, runway threshold lights must be spaced at equal intervals of no more than 3 m across the width of the runway.
9.57 Characteristics of runway threshold lights — non-instrument or non‑precision approach runway
Runway threshold lights of low intensity or medium intensity must:
(c) show green in the direction of approach over not less than 38°, and not more than 180°, of azimuth; and
(d) for the green lights — have an average intensity of the main beam that is 1 to 1.5 times the intensity of the runway edge lights; and
(e) have a light distribution in the direction of approach that is as close as possible to the light distribution of the runway edge lights; and
(f) have a minimum light intensity in accordance with that shown in Table 9.75 (2) and Figures 9.75 (1) and 9.75 (2).
9.58 Characteristics of runway threshold lights — precision approach runway
For a precision approach runway, runway threshold lights must:
(a) be fixed lights; and
(b) show green in the direction of approach; and
(c) have a minimum light intensity in accordance with that shown in Figure 9.75 (5).
9.59 Additional lighting to enhance threshold location — threshold wing bars and runway threshold identification lights
Threshold wing bars
(1) On a precision approach runway, threshold wing bars may be used to increase conspicuousness of the threshold for night operations.
(2) If used, threshold wing bars must:
(a) be fixed, unidirectional lights that, subject to the requirements of any alignment under paragraph (f), are elevated; and
(b) show green in the direction of approach; and
(c) have a minimum light intensity in accordance with Figure 9.75 (6); and
(d) be symmetrically disposed on either side of the threshold; and
(e) be at right angles to the runway centreline; and
(f) for each wing bar:
(i) consist of 5 lights, 2.5 m apart; and
(ii) have the innermost light aligned with the row of runway edge lights on the corresponding side of the threshold.
Runway threshold identification lights (RTIL)
(3) For an aerodrome where it is difficult to locate a runway threshold from the air during the day, runway threshold identification lights (RTIL):
(a) must be used with temporarily displaced threshold markings under sections 8.27 and 8.30, and subsection 8.29 (3); and
(b) may be used during the day or night in other cases.
Note Examples of such difficulty include the case of a displaced threshold, and an aerodrome with a complex runway and taxiway layout in the vicinity of the threshold.
(4) RTIL:
(a) must be used by day — to mark a temporarily displaced threshold of a runway serving scheduled international air transport operations; and
(b) may be used by day or night — to mark the temporarily displaced threshold of a runway that is not serving scheduled international air transport operations; and
(c) may be used in lieu of temporarily displaced threshold Vee-bar markings required by section 8.29.
(5) RTIL must conform to the following requirements:
(a) 1 light unit must be on each side of the runway, equidistant from the runway centreline, on a line perpendicular to the runway centreline;
(b) subject to paragraph (c), the location of the light units must be 12 to 15 m outside each line of runway edge lights, and in line with the threshold;
(c) if it is not practicable to conform to the location mentioned in paragraph (b) — the light units may be located laterally up to 20 m from the line of runway edge lights and longitudinally up to 12 m before the threshold;
(d) each light unit must be a minimum of 12 m from the edge of taxiways and runways;
(e) the elevation of both light units must be within 1 m of a horizontal plane through the runway centreline, with the maximum height above ground not exceeding 1 m.
Note 1 RTIL may also assist pilot acquisition of a threshold during twilight hours and at night. During these periods, the lights need to be controlled such that an approaching pilot will not be dazzled by the flashing lights.
Note 2 RTIL are also recommended for temporarily displaced thresholds on runways not serving scheduled international air transport operations.
Note 3 If RTIL are provided, they should not be used with other strobing lead-in light systems, to avoid conflict. In such cases, CASA recommends that the strobing lead-in light systems are deactivated during the period when the temporary displacement lit with RTIL is in effect.
(6) RTIL must:
(a) be flashing white lights; and
(b) be such that the light flashes of each light unit are synchronised, with a normal flash rate of 100 to 120 flashes per minute; and
(c) have a minimum effective intensity of 15 000 cd ± 50%; and
Note See FAA Advisory Circular 150/5345-51 as in force or existing from time to time, and freely available from the FAA website, www.faa.gov, for further information.
(d) have the beam axis of each light unit aimed 15° outward from a line parallel to the runway centreline and inclined at an angle of 10° above the horizontal.
Note As a guide, runway threshold identification lights should have an acquisition of approximately 7 km in bright sunlight.
9.60 Temporarily displaced threshold lights for use at night
If the threshold of a runway is temporarily displaced, temporarily displaced threshold lights must be provided at night to identify the new threshold location.
9.61 Location of temporarily displaced threshold lights
For section 9.60, temporarily displaced threshold lights must be provided on each side of the runway:
(a) in line with the displaced threshold; and
(b) at right angles to the runway centreline; and
(c) with the innermost light on each side aligned with the runway edge lights on the corresponding side of the threshold.
9.62 Characteristics of temporarily displaced threshold lights
Temporarily displaced threshold lights must conform to the following requirements:
(a) subject to paragraph (b), an array on each side of the runway must consist of 5 lights;
(b) for a runway whose width is 30 m or less — each side array may consist of 3 lights instead of 5;
(c) the lights must be spaced 2.5 m apart;
(d) for runways with visual circling or circuit operations — the innermost light of each side array may be a fixed, omnidirectional light showing green in all angles of azimuth;
(e) the outer 4 or 2 lights, as appropriate, of each side array must be fixed, unidirectional lights showing green in the direction of approach over not less than 38°, and not more than 180°, of azimuth;
(f) the light distribution in the direction of approach must be as close as possible to that of the runway edge lights;
(g) the light intensity must be as close as possible to 1.5 times that of the runway edge lights but not be less than that of the runway edge lights.
Note Temporarily displaced threshold lights are associated only with non-instrument or non-precision instrument approach runway lighting systems. If a precision approach runway has the threshold temporarily displaced, it typically renders ILS unavailable for precision approaches, thus temporarily changing the runway to a non-precision or non-instrument runway. For runways with a GLS, operations are not likely to be affected.
9.63 Runway lighting before a displaced threshold
(1) If part of a runway located before a displaced threshold is available for aircraft use, runway edge lights in that part of the runway must:
(a) show red in the direction of approach to the displaced threshold, with a light intensity of not less than one-quarter, and not more than one-half, that of the white runway edge lights; and
(b) in the opposite direction, show:
(i) white; or
(ii) for a precision approach runway — yellow as appropriate; or
(iii) for runway edge lights, located within a runway starter extension, which otherwise do not constitute part of a declared stopway — blue.
Note Examples of when a runway located before a displaced threshold is available for aircraft use include use for take-offs using a runway starter extension, and landings from the opposite direction.
(2) For subsection (1), runway edge lights must be:
(a) bi-directional light fittings; or
(b) separate light fittings installed back to back.
(3) If the portion of runway before a displaced threshold is closed to aircraft operations, all the runway lights on the portion must be extinguished.
9.64 Runway end lights
(1) For a runway with runway edge lights, runway end lights must be provided.
Note See section 6.07 for the required sight distance for runway end lights.
(2) Runway end lights must be located:
(a) in a straight line at right angles to the runway centreline; and
(b) if the runway end is at the extremity of the runway — as near as possible to the extremity, and not more than 3 m outside, or 1 m inside, the extremity; and
(c) if the runway end is not at the extremity of the runway — at the runway end, within a tolerance of ± 1 m; and
(d) for each of the following areas:
(i) a taxiway for exiting or entering a runway;
(ii) a runway turn pad;
in such a way that an aircraft using the area does not cross the row of red runway end lights unless a runway starter extension exists and a runway starter extension light pattern is used.
(3) For a runway starter extension, the runway end lights aligned with the declared end of the landing distance available must be:
(a) in a straight line at right angles to the runway centreline; and
(b) located at the declared runway end, within a tolerance of ± 1 m; and
(c) located in such a way that:
(i) an aircraft using the extension does not cross the row of red runway end lights, but passes between them when travelling along the runway centreline; and
(ii) the minimum width of the passing gap between the runway end lights must be 50% of the distance between the runway edge light rows.
(4) For a runway starter extension, the end of runway pavement beyond the declared end of the landing distance available must be lit by at least 2 blue taxiway edge lights that are as follows:
(a) visible to the pilot using the starter extension before performing a reciprocal turn;
(b) not visible to, or shielded from the view of, a pilot on approach to the runway for which the starter extension is provided;
(c) aligned with the edge lights of the applicable runway turn pad, runway bypass pad or runway starter extension as set out in section 9.67;
(d) for runway widths greater than 30 m — supplemented with 1 additional blue taxiway edge light placed along the extended runway centreline.
(5) Subject to subsection (6), the runway end lights must consist of:
(a) at least 6 lights, spaced at equal intervals between the rows of runway edge lights; or
(b) if the runway is provided with the alternative threshold light pattern mentioned in subsection 9.55 (2) — the threshold pattern that is used.
(6) For a precision approach CAT III runway, the spacing between runway end lights must not exceed 6 m.
9.65 Characteristics of non-instrument and non-precision approach runway end lights
(1) Runway end lights of low intensity or medium intensity must:
(c) show red in the direction of the runway over not less than 38°, and not more than 180°, of azimuth; and
(d) for the red light — have an intensity that is not less than one-quarter, and not more than one-half, that of the runway edge lights; and
(e) have a light distribution in the direction of the runway that is as close as possible to that of the runway edge lights; and
(f) have a minimum light intensity in accordance with Table 9.75 (2) and Figures 9.75 (1) and 9.75 (2).
(2) Low-intensity and medium-intensity runway end lights must be inset lights if:
(a) the runway is equipped with high-intensity runway end lights; or
(b) a stopway or runway starter extension is provided beyond the declared runway end; or
(c) it is not physically possible for elevated lights to be installed.
(3) If the runway end coincides with the runway threshold, the following may be used:
(a) a bi-directional light fitting;
(b) separate light fittings, installed back to back.
9.66 Characteristics of precision approach runway end lights
Runway end lights of high intensity must:
(a) be inset; and
(b) be fixed; and
(c) be unidirectional; and
(d) show red in the direction of the runway; and
(e) have a minimum light intensity in accordance with Figure 9.75 (7).
9.67 Runway turn pad, runway bypass pad and runway starter extension edge lights
(1) Where an aircraft turn pad, runway bypass pad or runway starter extension is provided on a runway that has runway edge lights, the edge of the relevant pad or starter extension must be provided with blue edge lights.
(2) For subsection (1), edge lights must be located not less than 0.6 m, and not more than 1.8 m, outside the edge of the relevant pad or starter extension.
(3) If the beginning of the splay into a relevant pad or starter extension is more than 10 m from the previous runway edge light, a blue edge light must be located where the pad or extension commences.
(4) Relevant pad edge lights must be provided to mark any change of direction along the side of the pad.
(5) If a side of the relevant pad is longer than 30 m, equally-spaced blue edge lights must be provided along that side, with spacing not exceeding 30 m.
(6) Edge lights required under subsection (1) must have the same characteristics as taxiway edge lights under section 9.93.
9.68 Stopway lights
(1) Stopway lights must be provided on a stopway that is:
(a) longer than 180 m; and;
(b) intended for night use.
(2) Stopway lights must be located along both sides of the stopway, in line with the runway edge lights, and up to the stopway end.
(3) The spacing of stopway lights must be uniform and not more than that of the runway edge lights, with the last pair of lights located at the stopway end.
(4) The stopway end must be further indicated by at least 2 stopway lights at equal intervals across the stopway end between the last pair of stopway lights.
(5) Stopway lights must:
(c) show red in the direction of the runway; and
(d) not be visible to a pilot approaching to land over the stopway; and
(e) have a light distribution in the direction of the runway as close as possible to the light distribution of the runway edge lights; and
(f) have a minimum light intensity in accordance with Table 9.75 (2) and Figures 9.75 (1) and 9.75 (2).
9.69 Hold short lights
(1) A runway intended to accommodate land and hold short operations (LAHSO) must have hold short lights.
(2) Hold short lights must:
(a) be at least 6 inset lights; and
(b) be located across the runway as near to the hold short line as possible; and
(c) not be located beyond, and not more than 3 m before, the hold short line; and
(d) be at least 75 m from the centreline of the intersecting runway.
(3) Hold short lights must be:
(a) at right angles to the runway; and
(b) located symmetrically about the runway centreline; and
(c) such that the closest lights to the runway centreline are offset on each side at 1.5 m from the centreline, with subsequent lights spaced at 3 m.
(4) Hold short lights must:
(b) show white in the direction of approach to the hold short position; and
(c) have photometric characteristics in accordance with Figure 9.75 (8).
(5) Hold short lights must:
(a) flash, in unison, at between 25 and 35 flashes per minute (a cycle); and
(b) have an illumination period that is approximately 2/3, and a light suppression period that is approximately 1/3, of the total period of each cycle.
(6) Each bar of hold short lights must be such that the ATC operator controlling a LAHSO operation may individually control, set the intensity of, and monitor the serviceability requirements for, the lights.
(7) If a secondary power supply is available, hold short lights must be connected to the secondary power supply, with changeover times not greater than for the runway lighting on the same runway.
9.70 Runway centreline lights
(1) Runway centreline lights must be provided on the following:
(a) a precision approach CAT II or CAT III runway;
(b) a runway intended for take-offs with an operating minimum below an RVR of 350 m.
Note Runway centreline lights are also recommended for the following runways if the width between the runway edge lights is greater than 50 m:
(a) precision approach CAT I runways;
(b) runways intended for take-offs with an operating minimum equal to or above an RVR of 350 m.
(2) Runway centreline lights must be located from the threshold to the runway end at longitudinal spacing of approximately:
(a) on a runway intended for use in RVR conditions less than 350 m — 15 m; and
(b) on a runway intended for use in RVR conditions of 350 m or greater — 30 m.
(3) The runway centreline lights may be offset by not more than 0.6 m from the true runway centreline.
(4) For subsection (3), the offset must, as far as possible, be:
(a) on the left-hand side of the landing aircraft; or
(b) for a runway used in both directions — on the left-hand side of the landing aircraft from the direction from which the majority of landings take place.
(5) Runway centreline lights must:
(a) be inset, fixed lights; and
(b) show white from the threshold to a point 900 m from the runway end; and
(c) from 900 m to 300 m from the runway end — have a light pattern of 2 red lights followed by 2 white lights; and
(d) for the last 300 m before the runway end — show red.
Note The double red and white alternating light arrangement is for interleaving circuitry, to ensure that failure of part of the electrical system does not result in a false indication of the runway distance remaining.
(6) For runway centreline lights, the light intensity and distribution must be in accordance with:
(a) for lights with 30 m spacing — that shown in Figure 9.75 (8); and
(b) for lights with 15 m spacing — that shown in Figure 9.75 (9).
9.71 Simple touchdown zone (TDZ) lights
Note 1 The purpose of simple TDZ lights is to provide pilots with enhanced situational awareness in all visibility conditions and to help enable pilots to decide whether to commence a go-around if the aircraft has not landed by a certain point on the runway. It is essential that pilots operating at aerodromes with simple TDZ lights be familiar with the purpose of these lights.
Note 2 There is an increased risk of an overrun event occurring at an aerodrome where the approach angle is greater than 3.5 degrees or where a limiting landing distance available combines with other risk factors. CASA recommends the provision of simple TDZ lights where touchdown lights are not otherwise available, in order to enhance situational awareness.
(1) If provided, simple TDZ lights must comprise 2 pairs of lights with a pair located on each side of the runway centreline 0.3 m beyond the upwind edge of the final TDZ marking, as shown in Figure 9.71 (1).
(2) The lateral spacing between the inner lights of each pair of lights must be equal to the lateral spacing selected for the TDZ marking.
(3) The spacing between the lights of the same pair must not be more than the greater of the following:
(a) 1.5 m;
(b) half the width of the TDZ marking (see Figure 9.71 (1)).
(4) If provided on a runway without TDZ markings, simple TDZ lights must be installed in a position that provides the equivalent TDZ information.
(5) Simple TDZ lights must be:
(a) fixed unidirectional lights, showing white or variable white; and
(b) aligned so as to be visible to the pilot of a landing aeroplane in the direction of approach to the runway.
(6) For simple TDZ lights, the light intensity and distribution must be in accordance with the specifications shown in Figure 9.75 (10).
Note As a good operating practice, CASA recommends that simple TDZ 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.
Shows Simple touchdown zone lights.
Figure 9.71 (1) Simple touchdown zone lights (shows matters)
9.72 Runway TDZ lights
(1) For a runway intended for precision approach CAT II or CAT III operations, runway TDZ lights must be provided.
Note For a precision approach CAT I lighting system, touchdown zone lights may also be provided.
(2) Runway TDZ lights must:
(a) be a series of transverse rows of lights, or barrettes, that are symmetrically located on each side of the runway centreline; and
(b) extend for whichever of the following is the lesser:
(i) from the runway threshold for a distance of 900 m;
(ii) the overall length of the TDZ markings, as described in section 8.24.
(3) For paragraph (2) (b):
(a) each barrette must consist of 3 light units, 1.5 m apart; and
(b) the innermost light of each barrette must be located 9 m from the true runway centreline; and
(c) the first pair of barrettes must be located 60 m from the threshold; and
(d) subsequent barrettes must be spaced longitudinally 60 m apart.
(5) Runway TDZ lights must be inset, fixed, unidirectional lights, showing variable white.
(6) For runway TDZ lights, the light intensity and distribution must be in accordance with Figure 9.75 (10).
9.73 Photometric characteristics of runway lights and calculation method
(1) Figure 9.75 (11) shows the method that must be followed to establish the grid points for calculating the average intensity of runway lights for non-instrument and instrument non‑precision approach runways.
(2) Figure 9.75 (12) shows the method that must be followed to establish grid points for calculating the average intensity of runway lights for precision approach runways.
(3) The average light intensity of the main beam of a runway light is calculated by:
(a) establishing the grid points; and
(b) measuring the light intensity values at all grid points within, and on, the perimeter of the rectangle or ellipse representing the main beam; and
(c) calculating the arithmetic average of the light intensity values as measured at the grid points.
(4) The maximum light intensity value measured on, or within, the perimeter of the main beam must not be more than 3 times the minimum light intensity value so measured.
9.74 Installation and aiming of light fittings
The installation and aiming of light fittings must comply with the following requirements:
(a) the lights must be installed so that there is no deviation in the main beam pattern that is greater than 0.5 degrees from the applicable standard specified in section 9.75;
(b) horizontal angles must be measured with respect to the vertical plane through the runway centreline;
(c) for the measurement of horizontal angles for lights other than runway centreline lights, the direction towards the runway centreline must be taken to be positive;
(d) vertical angles must be measured with respect to the horizontal plane.
9.75 Isocandela diagrams of runway lighting
(1) For this section:
(a) Figures 9.75 (1) to 9.75 (10) show the minimum allowable light intensities for runway lighting; and
(b) the boundaries (normally ellipses) in each Figure are symmetrical about the common vertical and horizontal axes; and
(c) the average light intensity of a runway light main beam must be calculated by:
(i) establishing the grid points as shown in Figure 9.75 (11) or 9.75 (12), as the case requires; and
(ii) using the intensity values measured at all grid points located within, and on, the boundary (normally an ellipse) representing the main beam; and
(iii) using the arithmetic average of the light intensities measured at all considered grid points as the average value.
(2) The ratio between:
(a) the average light intensity within the boundary (normally an ellipse) defining the main beam of a typical new light of a kind mentioned in a row in column 2 of Table 9.75 (2); and
(b) the average light intensity of the main beam of a new runway edge light;
must be that given in the same row in column 3, as shown in the Figure mentioned in the same row in column 1.
Table 9.75 (2) Average main beam light intensity ratios
Relevant figure for light intensity
Lights
Light intensity ratios
Figure 9.75 (1)
Low-intensity runway edge lights
1.0 (white light)
Figure 9.75 (2)
Medium-intensity runway edge lights
1.0 (white light)
Figure 9.75 (3)
High-intensity runway edge lights (if the width of runway is 30-45 m)
1.0 (white light)
Figure 9.75 (4)
High-intensity runway edge lights (if the width of runway is 60 m)
1.0 (white light)
Figure 9.75 (1)
Low and medium-intensity threshold lights
1.0 to 1.5 (green light)
Figure 9.75 (5)
High-intensity threshold lights
1.0 to 1.5 (green light)
Figure 9.75 (6)
High-intensity threshold wing bar lights
1.0 to 1.5 (green light)
Figure 9.75 (1)
Low and medium-intensity runway end lightsStopway lightsRunway starter extension pre-threshold lights (red)
0.25 to 0.5 (red light)
Figure 9.75 (7)
High-intensity runway end lights
0.25 to 0.5 (red light)
Figure 9.75 (8)
High-intensity runway centreline lights (longitudinal spacing 30 m)
0.5 to 1.0 (white light)
Figure 9.75 (9)
High-intensity runway centreline lights (longitudinal spacing 15 m)
0.5 to 1.0 for CAT III (white light)0.25 to 0.5 for CAT I, CAT II (white light)
Figure 9.75 (10)
Runway touchdown zone lights
0.5 to 1.0 (white light)
Note The beam coverages in the Figures mentioned in Table 9.75 (2) provide the necessary guidance for approaches down to an RVR of 150 m and take-off to an RVR of 100 m.
(3) For this section:
(a) horizontal angles are measured with respect to the vertical plane through the runway centreline; and
(b) for lights other than centreline lights — the direction towards the runway centreline is considered positive.
(4) Vertical angles must be measured with respect to the horizontal plane.
Note The vertical minimum values at 0 degrees in Figures 9.75 (1) to 9.75 (12) are depicted for completeness. Values at a 0 degree angle are at not intended to restrict the compliance of fittings as a pilot is not intended to see such an angle in proximity to a fitting due to his or her eye height and the cockpit cut-off angle. If a fitting would otherwise not comply with the values established at 0 degrees, a reassessment is permissible for values at 1 degree vertical and above. Values at a vertical angle of less than 1 degree are excluded from consideration.
(5) The maximum light intensity value measured on, or within, the boundary (normally an ellipse) defining the main beam must not be more than 3 times the minimum light intensity value so measured.
Shows Isocandela diagram for omnidirectional runway edge lights for a low intensity runway lighting system.
Figure 9.75 (1) Isocandela diagram for omnidirectional runway edge lights for a low‑intensity runway lighting system (shows matters)
Shows Isocandela diagram for omnidirectional runway edge lights for a medium intensity runway lighting system.Figure 9.75 (2) Isocandela diagram for omnidirectional runway edge lights for a medium‑intensity runway lighting system (shows matters)
Shows Isocandela diagram for high-intensity runway edge lights where the width of the runway is 30 to 45 m (white light).
| a | 5.5 | 7.5 | 9.0 |
Toe-in 3.5º
For red light multiply values by 0.15
For yellow light multiply values by 0.4
Figure 9.75 (3) Isocandela diagram for high-intensity runway edge lights where the width of the runway is 30 to 45 m (white light) (shows matters)
Shows Isocandela diagram for high-intensity runway edge lights where the width of the runway is 60 m (white light).
a
6.5
8.5
10.0
b
3.5
6.0
8.5
Toe-in 4.5º
For yellow light multiply values by 0.4
Figure 9.75 (4) Isocandela diagram for high-intensity runway edge lights where the width of the runway is 60 m (white light) (shows matters)
Shows Isocandela diagram for high-intensity threshold lights (green light).
Shows Isocandela diagram for high-intensity threshold wing bar lights (green light).
a
7.0
11.5
16.5
b
5.0
6.0
8.0
Toe-in 2º
Figure 9.75 (6) Isocandela diagram for high-intensity threshold wing bar lights (green light) (shows matters)
Shows Isocandela diagram for high-intensity runway end lights (red light).
a
6.0
7.5
9.0
b
2.25
5.0
6.5
Figure 9.75 (7) Isocandela diagram for high-intensity runway end lights (red light) (shows matters)
Shows Isocandela diagram for hold short lights, high-intensity runway centreline lights with 30 m longitudinal spacing (white light) and rapid exit taxiway indicator lights (yellow light).
For red light multiply values by 0.15
For yellow light multiply values by 0.40
Figure 9.75 (8) Isocandela diagram for hold short lights, high-intensity runway centreline lights with 30 m longitudinal spacing (white light) and rapid exit taxiway indicator lights (yellow light) (shows matters)
Shows Isocandela diagram for high-intensity runway centreline lights with 15 m longitudinal spacing (white light) and rapid exit taxiway indicator lights (yellow light).
| b | 4.5 | 8.5 | 10 |
For red light multiply values by 0.15
For yellow light multiply values by 0.40
Figure 9.75 (9) Isocandela diagram for high-intensity runway centreline lights with 15 m longitudinal spacing (white light) and rapid exit taxiway indicator lights (yellow light) (shows matters)
Shows Isocandela diagram for runway touchdown zone lights (white light).
Toe-in 4º
Figure 9.75 (10) Isocandela diagram for runway touchdown zone lights (white light) (shows matters)
Shows the method of establishing grid points to be used for the calculation of average intensity of runway lights.
Figure 9.75 (11) Method of establishing grid points to be used for the calculation of average intensity of runway lights specified by Figures 9.75 (1) and 9.75 (2) (shows matters)
Shows the method of establishing grid points to be used for the calculation
of average intensity of runway lights.
Figure 9.75 (12) Method of establishing grid points to be used for the calculation
of average intensity of runway lights specified by Figures 9.75 (3) to 9.75 (10) (shows matters)
9.76 Illustrations of runway lighting
The Figures in this section illustrate matters for runway lighting for the purposes of this Division.
Shows the runway edge lights, threshold lights and runway end lights for non instrument and non-precision approach runways.
Figure 9.76 (1) Runway edge lights, threshold lights and runway end lights for non‑instrument and non-precision approach runways (illustrates matters)
Shows the high-intensity runway edge lights for precision approach runways.
Figure 9.76 (6) Typical turn pad edge lights (illustrates matters)
Shows the typical light layout where runway pavement is 23 m or 18 m wide (note: optional omnidirectional outer runway threshold lights provided).
Figure 9.76 (7) Typical light layout where runway pavement is 23 m or 18 m wide (note: optional omnidirectional outer runway threshold lights provided) (illustrates matters)
Division 11 Taxiway lights
Note Figures 9.111 (1)-1, 9.111 (1)-2 and 9.111 (1)-3 illustrate taxiway centreline lighting layout and taxiway edge lighting layout.
9.77 Provision of taxiway centreline lights
(1) Subject to subsection (2), taxiway centreline lights must be provided:
(a) on an exit taxiway, a taxiway, and an apron, if the taxiway or apron is intended for use in visibility conditions less than 350 m; and
(b) in such a manner as to provide continuous guidance between the runway centreline and aircraft parking positions.
Note Taxiways intended for use in RVR conditions less than 1 200 m are recommended to have taxiway centreline lights provided unless the aerodrome traffic density is light.
(2) Subsection (1) does not apply if:
(a) taxiway edge lights and centreline markings provide adequate guidance; and
(b) the aerodrome traffic density is light.
(3) Taxiway centreline lights must be used on a rapid exit taxiway.
(4) Subject to subsection (5), taxiway centreline lights must be provided on a runway:
(a) forming part of a standard taxi-route; and
(b) intended for taxiing in RVR conditions less than 350 m.
(5) Subsection (4) does not apply if:
(a) taxiway edge lights and centreline markings are provided; and
(b) the aerodrome traffic density is light.
Note Taxiway centreline lights may be used in other circumstances than those mentioned in this section if the aerodrome operator considers that use of such lights will:
(a) facilitate surface movements; and
(b) avoid the “sea of blue” effect at aerodromes with multiple or complex taxiway layouts.
9.78 Provision of taxiway edge lights
(1) Subject to subsections 9.79 (1) and 9.80 (1), taxiway edge lights must be provided at the edges of a taxiway or a holding bay if the taxiway or holding bay is:
(a) intended for use at night; and
(b) not provided with centreline lights.
(2) Taxiway edge lights must be provided on a runway if the runway:
(a) forms part of a standard taxi-route; and
(b) is intended for taxiing at night; and
(c) is not provided with taxiway centreline lights.
(3) Taxiway edge lights may be used where additional visual cues are required to delineate apron edges at night.
9.79 Taxiway markers
(1) For a code A or B taxiway, retroreflective taxiway centreline or taxiway edge markers may be used instead of taxiway centreline or taxiway edge lights, provided at least 1 taxiway from the runway to the apron has either taxiway centreline or taxiway edge lights provided.
(2) If taxiway centreline lights are not provided, taxiway centreline markers may be used:
(a) to improve guidance on the taxiway; or
(b) to supplement:
(i) taxiway centreline markings; or
(ii) taxiway edge markers or taxiway edge lights.
(3) If taxiway edge lights are not provided, taxiway edge markers may be used:
(a) to improve guidance on the taxiway; or
(b) to supplement:
(i) taxiway edge markings; or
(ii) taxiway centreline markers or taxiway centreline lights.
9.80 Apron taxiway lighting
(1) Without affecting subsection 9.77 (1), for operations intended for visibility conditions of 350 m or more, taxiway lights are not required for an apron taxiway that is illuminated by apron floodlighting which meets the standards specified in sections 9.115 and 9.116.
(2) For operations on an apron intended for visibility conditions less than 350 m RVR, taxiway centreline lights must be provided as follows:
(a) with a maximum light spacing of 15 m;
(b) in accordance with the taxiway centreline light specifications in subsection 9.111 including Figures 9.111 (3), 9.111 (4) or 9.111 (5), as applicable;
(c) in a manner that provides a pilot with positive guidance into the parking position.
(3) Subsection (2) may not apply between the taxi lane dissection point and the commencement of the parking position if:
(a) the parking position is otherwise provided with an A-VDGS in accordance with Chapter 9, Division 13; and
(b) the A-VDGS is visible to the pilot at the dissection point and provides the pilot with positive guidance into the parking position.
9.81 Use of different types of taxiway lights
(1) As far as possible, the provision of taxiway lights must be such that a taxiing aircraft is not required to alternate between taxiway edge and taxiway centreline lighting.
(2) If any of the following:
(a) a rapid exit taxiway;
(b) a taxiway curve;
(c) a taxiway intersection;
(d) a narrower section of taxiway;
(e) a part of a taxiway;
has taxiway centreline lights, and requires additional guidance to delineate the taxiway edges, then taxiway edge lights that comply with sections 9.91 to 9.93 may be used.
(3) Despite subsection (1), taxiway edge and taxiway centreline lighting may be alternated on a temporary basis during periods of works on the affected taxiway.
9.82 Control of lights on taxiways
On a standard taxi-route with runway lighting and taxiway lighting, the lighting systems must be interlocked to make simultaneous operation of both systems impossible.
9.83 Location of taxiway centreline lights
Taxiway centreline lights must be:
(a) located along the centreline of the taxiway; or
(b) if offset from the centreline — uniformly offset by not more than 0.3 m.
Note An offset of the taxiway centreline lights may be required to accommodate painting and maintenance of the taxiway centreline markings.
9.84 Spacing of taxiway centreline lights
(1) Taxiway centreline lights on a straight section of a taxiway must be spaced at longitudinal intervals of not more than 30 m, except that:
(a) for taxiway sections with a length of 181 m or greater — longitudinal spacing intervals not exceeding 60 m may be used if this provides adequate guidance under the prevailing meteorological conditions; and
(b) on a taxiway intended for use in RVR conditions less than 350 m — the longitudinal spacing must not exceed 15 m.
(2) When a taxiway changes from a straight to a curved section, the taxiway centreline lights must continue on from the preceding straight section at a uniform distance from the outside edge of the taxiway.
(3) For taxiway centreline lights on a taxiway curve:
(a) the lights must be spaced at intervals such that a clear indication of the full extent of the curve is provided to the relevant pilot or ground vehicle pilot; and
(b) on a taxiway intended for use in visibility conditions less than 350 m — the spacing intervals must not exceed 15 m; and
(c) for use in visibility conditions less than 350 m on a curve with a radius of less than 400 m:
(i) the spacing interval must not exceed 7.5 m; and
(ii) the light spacing must extend for 60 m before the curve, and for 60 m after the curve; and
(d) for use in visibility conditions greater than 350 m on a curve with a radius of greater than 400 m — the spacing interval must not exceed 30 m; and
(e) for use in visibility conditions greater than 350 m on a curve with a radius of less than 400 m — the spacing interval must not exceed 15 m.
9.85 Location of taxiway centreline lights on entry and exit taxiways
(1) For taxiways intended for visibility conditions less than 350 m — taxiway centreline lights must:
(a) continue towards the runway centreline; and
(b) when both centrelines converge — the taxiway centreline lights must:
(i) remain located on the taxiway side of the runway centreline; and
(ii) extend parallel to, and 1.2 m from, the runway centreline for a distance of not less than 60 m along the centreline in the direction of the aircraft taxi.
Note See also Figure 9.85 (1).
(2) Despite paragraph (1) (b), the taxiway centreline lights may extend parallel to, and 0.9 m from, the runway centreline if the centreline lights are not obscured by marking the associated taxiway centreline on the runway.
(3) For taxiways intended for visibility conditions of 350 m or greater — if the taxiway centreline lights do not continue towards the runway centreline, the last taxiway centreline light must not be more than 1 m outside the line of runway edge lights.
(4) Despite subsection (1), subsection (3) may be applied for a taxiway entry at a runway end for visibility conditions less than 350 m.
Note Subsection 9.85 (4) applies to taxiway entry to the runway ends and not to any midpoint entries.
Note: Shows the typical offset runway and taxiway centreline lights.
9.86 Location of taxiway centreline lights on exit taxiways other than rapid exit taxiways
Taxiway centreline lights on an exit taxiway, other than a rapid exit taxiway, must:
(a) start at the tangent point on the runway; and
(b) have the first light offset 1.2 m from the runway centreline on the taxiway side; and
(c) be spaced at uniform longitudinal intervals of not more than 7.5 m.
9.87 Location of taxiway centreline lights on rapid exit taxiways
Taxiway centreline lights on a rapid exit taxiway must:
(a) start at least 60 m before the tangent point; and
(b) on the part of the taxiway that is parallel to the runway centreline — be offset 1.2 m from the runway centreline on the taxiway side; and
(c) be spaced at uniform longitudinal intervals of not more than 15 m; and
(d) continue at the same spacing to a point on the centreline of the taxiway at which an aeroplane can be expected to have decelerated to normal taxiing speed.
9.88 Characteristics of taxiway centreline lights
(1) Subject to subsection (2), taxiway centreline lights:
(a) on a taxiway, other than an exit taxiway; and
(b) on a runway forming part of a standard taxi-route;
must be inset, fixed and show green.
(2) Taxiway centreline lights:
(a) on an exit taxiway; and
(b) on a rapid exit taxiway;
must:
(c) be inset; and
(d) be fixed; and
(e) start with an alternating green and yellow light sequence at their beginning, and then show an alternating green and yellow sequence from the point where they begin near the runway centreline to whichever of the following (the far point) is furthest from the runway:
(i) the perimeter of the ILS critical and sensitive areas;
(ii) the lower edge of the inner transitional surface;
(iii) the corresponding runway holding position location for the taxiway as determined by Chapter 6, Division 3, of this MOS; and
(f) show the last yellow light of the alternating green and yellow sequence at or beyond the far point; and
(g) then show a green and green sequence thereafter.
Note Details of the ILS critical and sensitive areas may be obtained from the CNS provider, for example, Airservices Australia.
(3) When viewed from the runway, the exit taxiway light nearest the far point must show yellow.
(4) If the taxiway centreline lights are used for both runway exit and runway entry purposes, the colour of the lights viewed by the pilot of an aircraft must be:
(a) green for entering the runway; and
(b) alternately green and yellow for exiting the runway.
Note Refer to Figure 9.112-1 for an illustration of this configuration.
(5) Taxiway centreline lights must cross an intersecting runway in visibility conditions less than 350 m, and may cross an intersecting runway in visibility conditions of 350 m or more.
(6) Where the taxiway centreline lights cross an intersecting runway, the colour of the taxiway centreline lights viewed by a pilot of an aircraft entering the runway from the taxiway must be:
(a) green up to the runway centreline; and
(b) alternately green and yellow beyond the runway centreline while exiting on the other side of the runway; and
(c) not visible to a pilot located on the runway centreline.
9.89 Rapid exit taxiway indicator lights
(1) Rapid exit taxiway indicator lights (RETIL) may be provided on a runway intended for use in RVR conditions less than 350 m or where the traffic density is heavy.
(2) If provided, RETIL must be displayed in the pattern shown in Figure 9.89 (2).
(3) If provided, RETIL must not be displayed if any lamp or other failure of the lights prevents the display of the full light pattern as shown in Figure 9.89 (2).
(4) If provided, a set of RETIL must be located on the runway on the same side of the runway centreline as the associated rapid exit taxiway, in the configuration shown in Figure 9.89 (2).
(5) Each set of RETIL must be located 2 m apart from each other set, and the lights nearest to the runway centreline must be displaced 2 m from the runway centreline.
(6) Where more than one rapid exit taxiway exists on a runway, the set of RETIL for each exit must not overlap when displayed.
(7) If provided, RETIL must be fixed, unidirectional, yellow lights, aligned so as to be visible to the pilot of a landing aeroplane in the direction of approach to the runway.
(8) If provided, the light intensity of RETIL must be in accordance with the specifications in Figure 9.75 (8) or 9.75 (9), as appropriate.
Note CASA recommends that RETIL be supplied with power on a separate circuit to other runway lighting so that they may be used when other lighting is switched off.
9.90 Beam dimensions and light distribution of taxiway centreline lights
(1) The beam dimensions and light distribution of taxiway centreline lights must be such that the lights are visible only to the pilot of an aircraft on, or in the vicinity of, the taxiway.
(2) The light distribution of the green taxiway centreline lights in the vicinity of a threshold must be such as not to be confused with the runway threshold lights.
(3) On a taxiway intended for use in visibility conditions of 350 m or greater, taxiway centreline lights must comply with the specifications set out in Figure 9.111 (1) or Figure 9.111 (2), whichever is applicable.
(4) On a taxiway intended for use in visibility conditions less than 350 m, the taxiway centreline lights must have light intensity in accordance with Figure 9.111 (3), Figure 9.111 (4) or Figure 9.111 (5), whichever is applicable.
Note Light units meeting the intensity standards shown in Figure 9.111 (3), Figure 9.111 (4) and Figure 9.111 (5), are specifically designed for use in low-visibility conditions. For the normal range of visibilities experienced most of the time in Australia, these lights, if operated on maximum intensity, would cause dazzle to pilots. If these lights are installed, CASA recommends that additional intensity control stages are provided, or that the maximum intensity at which they can be operated be otherwise limited.
9.91 Location of taxiway edge lights
(1) Subject to subsection (2), taxiway edge lights must be located opposite to each other along both sides of a taxiway.
(2) A taxiway edge light may be omitted if it would otherwise have to be located:
(a) on an intersection with another taxiway; or
(b) on a runway; or
(c) to facilitate taxiway curves with small radii.
(3) Taxiway edge lights must be located outside the edge of the taxiway:
(a) equidistant from the centreline, except where asymmetric fillets are provided; and
(b) preferably 1.2 m from the taxiway edge, but no farther than 1.8 m, and no nearer than 0.6 m.
Note Where a taxiway intersects with a runway, the last taxiway edge lights should preferably line up with the line of runway edge lights, and must not encroach beyond the line of runway edge lights (into the area outlined by the runway edge lights).
9.92 Spacing of taxiway edge lights
(1) This section does not apply if any of the following make its application impossible:
(a) the alignment of the taxiway;
(b) the radius of the taxiway curve;
(c) the general taxiway environment;
provided that a description and explanation of the limitation and its effects is recorded in the aerodrome manual.
(2) Spacing of taxiway edge lights must be such that the edge lights are:
(a) clearly visible to pilots for an intended operation; and
(b) as far as possible, in accordance with Figure 9.92 (2).
(3) On a curved section of taxiway, the taxiway edge lights must be spaced at uniform longitudinal intervals in accordance with Curve A in Figure 9.92 (2).
(4) On a straight section of taxiway, the taxiway edge lights must be spaced at uniform longitudinal intervals not exceeding 60 m.
(5) Where a straight section of taxiway joins a curved section, the longitudinal spacing between taxiway edge lights must be progressively reduced, in accordance with subsections (6) and (7), over not less than 3 spacings before the tangent point.
(6) For subsection (5), the last spacing between lights on a straight section must be the same as the spacing on the curved section.
(7) For subsection (5), if the last spacing on the straight section is less than 25 m, the second last spacing on the straight section must be no greater than 25 m.
(8) If a straight section of taxiway enters an intersection with another taxiway, a runway or an apron, the longitudinal spacing of the taxiway edge lights must be progressively reduced over not less than 3 spacings before the tangent point, so that the last and the second last spacings before the tangent point are not more than 15 m and 25 m, respectively.
(9) The taxiway edge lights must continue around the edge of the curve to the tangent point on the other taxiway, runway or apron edge.
(10) Taxiway edge lights on a holding bay or apron edge must be spaced at uniform longitudinal intervals not exceeding 60 m, and in accordance with Line B in Figure 9.92 (2).
Shows the longitudinal spacing for taxiway edge lights.
(d) unless shielded under subsection (2), be visible as follows:
(i) up to at least 30° above the horizontal;
(ii) at all angles in azimuth necessary to provide guidance to the pilot of an aircraft on the taxiway.
(2) If the lights are likely to cause confusion at an intersection, exit or curve, they may be shielded in a way that minimises confusion with other lights while achieving an appropriate degree of visibility.
(3) The peak intensity of the blue edge lights must not be less than 5 cd.
9.94 Taxiway edge markers
If taxiway edge markers are used, such markers must be installed at least in the same locations as taxiway edge lights would have been installed had such lights been used.
Note Taxiway edge markers must be used in accordance with section 9.79.
9.95 Characteristics of taxiway edge markers
(1) Taxiway edge markers must be retroreflective blue.
(2) The surface of a taxiway edge marker, as viewed by the pilot of an approaching aircraft, must be:
(a) rectangular; and
(b) with a height to width ratio of approximately 3:1; and
(c) with a minimum viewing area of 150 cm².
(3) Taxiway edge markers must be:
(a) lightweight; and
(b) frangible; and
(c) low enough to preserve adequate clearance for propellers and jet aircraft engine pods.
9.96 Taxiway centreline markers
If taxiway centreline markers are used, such markers must be installed at least in the same locations as taxiway centreline lights would have been installed had such lights been used.
Note Taxiway centreline markers must be used in accordance with section 9.79.
9.97 Characteristics of taxiway centreline markers
(1) Taxiway centreline markers must be retroreflective green.
(2) The marker surface, as viewed by the pilot of an approaching aircraft, must be a rectangle with a minimum viewing surface of 15 cm².
Note Reflective pavement markers or ‘“cats-eyes” are typically able to satisfy this requirement.
(3) Taxiway centreline markers must be able to withstand being run over by the wheels of an aircraft without damage either to the aircraft or to the markers themselves.
9.98 Provision of runway guard lights
Note Runway guard lights are sometimes referred to as “wig wags”.
(1) Runway guard lights must be provided at the intersection of a taxiway with a runway intended for use in:
(a) visibility conditions less than 550 m, if stop bars are not installed; or
(b) visibility conditions between 550 m and 1 200 m, when the aerodrome traffic density is heavy.
Note 1 An aerodrome that is not required to provide runway guard lights may choose to do so as an aid to reducing runway incursions.
Note 2 CASA recommends that runway guard lights be installed in conjunction with a stop bar.
(2) If runway guard lights are provided for a runway, they must be installed and used at all taxiways and road access points that allow access to the runway.
(3) Despite subsection (2), runway guard lights are not required for a taxiway if:
(a) the taxiway is used only for exiting from the runway; and
(b) the taxiway cannot be used for entry to the runway by either aircraft or vehicles.
9.99 Pattern and location of runway guard lights
(1) Subject to subsection (2), runway guard lights must be either:
(a) elevated runway guard lights on each side of the taxiway (Configuration A); or
(b) in-pavement runway guard lights across the taxiway (Configuration B).
(2) Both elevated and in-pavement runway guard lights must be used together when increased conspicuity of the taxiway/runway intersection is required, for example:
(a) if holding position markings do not extend straight across the taxiway; or
(b) on a wide taxiway, if elevated lights on both sides of the taxiway are not within the normal field of view of a pilot approaching the runway guard lights.
(3) Elevated runway guard lights must be located:
(a) on both sides of the taxiway at the runway holding position closest to the runway, and
(b) equidistant from the taxiway centreline; and
(c) not less than 3 m, and not more than 5 m, outside the edge of the taxiway.
(4) In-pavement runway guard lights must be located:
(a) across the entire taxiway, including fillets and holding bays; and
(b) at the runway holding position closest to the runway; and
(c) with the lights spaced at uniform intervals of 3 m.
9.100 Characteristics of runway guard lights
(1) Configuration A runway guard lights must consist of a pair of elevated lights showing yellow on each side of the taxiway.
(2) Configuration B runway guard lights must consist of inset lights showing yellow across the taxiway.
(3) The performance of Configuration A runway guard lights must comply with the following requirements:
(a) the lights in each pair must be illuminated alternately at between 30 and 60 flashes per light per minute;
(b) the light suppression and illumination periods of each light in a pair must, if possible, be of equal and opposite duration;
(c) the light beams must to be unidirectional and aimed so that the beam centres cross the taxiway centreline at a point 60 m before the runway holding position;
(d) the effective intensity of the yellow light and beam spread must be the same as that in the specifications in Figure 9.111 (6).
(4) The performance of Configuration B runway guard lights must comply with the following requirements:
(a) the lights must illuminate as a single unit of lights but with adjacent lights flashing alternately at between 30 and 60 flashes per minute;
(b) the light suppression and illumination periods of each light must, if possible, be of equal and opposite duration;
(c) the light beams must be unidirectional and aligned so as to be visible to the pilot of an aeroplane taxiing to the holding position;
(d) the effective intensity of the yellow beam and beam spread must be the same as that in the specifications in Figure 9.111 (3).
9.101 Control of runway guard lights
All runway guard lights for a runway must be capable of being turned on when the runway is active, whether by day or night.
9.102 Provision of intermediate holding position lights
Intermediate holding position lights must be provided at the following locations:
(a) if runway guard lights or stop bars are not provided — the runway holding position on a taxiway serving a runway equipped for night use;
(b) if the holding bay is intended to be used at night— the holding position of a holding bay;
(c) taxiway/taxiway intersections if:
(i) the intersection is intended for use in RVR conditions less than 350 m; and
(ii) it is necessary to identify the aircraft holding position;
(d) a designated intermediate holding position on a taxiway intended for night use.
Note Provision of intermediate holding position lights for subparagraph (c) (ii) and paragraph (d) is based on local ATC procedural requirements.
9.103 Pattern and location of intermediate holding position lights
(1) On a taxiway equipped with centreline lights, the intermediate holding position lights must consist of at least 3 lights that are:
(a) inset, and spaced 1.5 m apart; and
(b) disposed symmetrically about, and at right angles to, the taxiway centreline; and
(c) located not more than 0.3 m before whichever of the following is appropriate, depending on the required location of the intermediate holding position lights:
(i) the intermediate holding position marking;
(ii) the taxiway intersection marking.
(2) On a taxiway equipped with taxiway edge lights, the intermediate holding position lights must:
(a) consist of 1 elevated light on each side of the taxiway; and
(b) be located in line with:
(i) the taxiway edge lights; and
(ii) one of the following:
(A) the runway holding position marking;
(B) the intermediate holding position marking;
(C) the taxiway intersection marking.
9.104 Characteristics of intermediate holding position lights
(1) Inset intermediate holding position lights must:
(a) be fixed, unidirectional lights showing yellow; and
(b) be aligned so as to be visible to the pilot of an aircraft approaching the holding position; and
(c) have light distribution as close as possible to that of the taxiway centreline lights.
(2) Elevated intermediate holding position lights must:
(a) be fixed, omnidirectional lights showing yellow; and
(b) have light distribution as close as possible to that of the taxiway edge lights.
9.105 Stop bars
(1) If a runway or a system of runways is intended to be used in RVR conditions less than 350 m, a stop bar must be provided at each runway holding position serving the runway or the system of runways.
(2) Subsection (1) does not apply if operational procedures ensure that, in RVR conditions less than 350 m, the number of:
(a) aircraft on the manoeuvring area is limited to 1 at a time; and
(b) vehicles on the manoeuvring area is limited to the minimum essential for safe aerodrome operations.
(3) If a runway is intended to be used in RVR conditions of at least 350 m but less than 550 m, a stop bar must be provided at each runway holding position serving the runway.
(4) Subsection (3) does not apply if:
(a) operational procedures ensure that in RVR conditions of at least 350 m but less than 550 m, the number of:
(i) aircraft on the manoeuvring area is limited to 1 at a time; and
(ii) vehicles on the manoeuvring area is limited to the minimum essential for safe aerodrome operations; or
(b) appropriate aids and procedures designed to prevent the inadvertent incursion of aircraft or vehicles onto the runway are in force for the runway.
Note 1 Stop bars require direct ATC control. Therefore, CASA recommends that an aerodrome operator should consult with ATC before planning their introduction. If provided, the control mechanism for stop bars should meet the operational requirements of the ATS provider at that aerodrome.
Note 2 CASA recommends that stop bars be used in RVR conditions of 550 m or more, or generally, to prevent runway incursions.
9.106 Location of stop bars
A stop bar must:
(a) be located across the taxiway on, or not more than 0.3 m before, the point at which it is intended that traffic approaching the runway must stop; and
(b) consist of inset lights spaced 3 m apart across the taxiway; and
(c) be disposed symmetrically about, and at right angles to, the taxiway centreline; and
(d) be supplemented with a pair of elevated lights that:
(i) have the same characteristics as the stop bar lights; and
(ii) are provided abeam the stop bar; and
(iii) are located at a distance of at least 3 m from the taxiway edge.
9.107 Characteristics of stop bar lights
(1) A stop bar must:
(b) show red in the direction of approach to the stop bar.
(2) The intensity and beam spread of the stop bar lights must be in accordance with the applicable specifications in Figures 9.111 (1) to 9.111 (5).
(3) Selectively-switchable stop bars must be installed in conjunction with at least 3 taxiway centreline lights that extend for a distance of at least 90 m from the stop bar in the direction that it is intended for an aircraft to proceed from the stop bar.
(4) The lighting circuit of a stop bar must be designed so that:
(a) stop bars located across the entrances to taxiways are selectively switchable; and
(b) stop bars located across taxiways used as exit taxiways only are switchable selectively or in groups; and
(c) when a stop bar is illuminated, any taxiway centreline lights immediately beyond the stop bar are extinguished for a distance of at least 90 m; and
(d) when a stop bar is extinguished, any taxiway centreline lights immediately beyond the stop bar are illuminated for a distance of at least 90 m; and
(e) with control interlock (not manual control):
(i) if the taxiway centreline lights beyond the stop bar are illuminated — the stop bar is extinguished; and
(ii) if the stop bar lights are illuminated — the taxiway centreline lights beyond the stop bar are extinguished.
9.108 No entry bars
(1) No entry bars must be provided at the entry of a permanently closed taxiway at an aerodrome available for use at night where aircraft no entry signs as specified in section 8.90 are not provided.
(2) No entry bars may be provided at the entry of a permanently closed taxiway or an exit-only taxiway.
Note 1 Runway incursions may take place in all visibility or weather conditions. The provision of no entry bars at taxiway/runway intersections and their use at night and in all visibility conditions can form part of effective runway incursion prevention measures.
Note 2 It is recommended that a no entry bar should be provided across a taxiway which is intended to be used as an exit-only taxiway to assist in preventing inadvertent access of traffic to that taxiway.
(3) If provided, a no entry bar must:
(a) be located across the taxiway on, or not more than 0.3 m before, the point at which it is intended that traffic approaching the closed or exit-only taxiway must stop; and
(b) consist of inset lights spaced 3 m apart across the taxiway; and
(c) be disposed symmetrically about, and at right angles to, the taxiway centreline.
Note It is recommended that the no entry bar is supplemented with a pair of elevated lights that:
Note: (i) have the same characteristics as elevated stop bar lights; and
Note: (ii) are provided abeam the no entry bar; and
Note: (iii) are located at a distance of at least 3 m from the taxiway edge.
(4) No entry bar lights must:
(b) show red in the direction of approach to the no entry bar.
(5) The intensity and beam spread of the no entry bar lights must be in accordance with the applicable specifications in Figures 9.111 (1) to 9.111 (5).
9.109 Photometric characteristics of taxiway lights
(1) The average intensity of the main beam of a taxiway light is calculated by:
(a) establishing the grid points in accordance with the method shown in Figure 9.111 (7) in section 9.111; and
(b) measuring the light intensity values at all grid points located within, and on the perimeter of, the rectangle representing the main beam; and
(c) calculating the arithmetic average of the light intensity values as measured at those grid points.
(2) The maximum light intensity value measured on, or within, the perimeter of the main beam must not be more than 3 times the minimum light intensity value so measured.
9.110 Installation and aiming of light fittings
For the installation and aiming of light fittings, the following requirements must be complied with:
(a) the lights must be aimed so that there are no deviations in the main beam pattern, to within 0.5 degrees of the applicable standard;
(b) horizontal angles must be measured with respect to the vertical plane through the taxiway centreline;
(c) when measuring horizontal angles for lights other than taxiway centreline lights, the direction towards the taxiway centreline must be taken to be positive;
(d) vertical angles specified must be measured with respect to the horizontal plane.
9.111 Isocandela diagrams for taxiway lights
(1) Figures 9.111 (1) to 9.111 (5) show candela values:
(a) in green and yellow for taxiway centreline lights; and
(b) in red for no entry bar lights and stop bar lights.
(2) Figures 9.111 (1) to 9.111 (5) show the minimum allowable light intensities.
(3) The average intensity of the main beam is calculated by:
(a) establishing grid points as shown in Figure 9.111 (7); and
(b) using the intensity values measured at all grid points located within and on the perimeter of the rectangle representing the main beam; and
(c) calculating the arithmetic average of the light intensity values measured at those grid points.
(4) No deviations in candela values are permitted in the main beam when the lighting fixture is properly aimed.
(5) Horizontal angles must be measured with respect to the vertical plane through the taxiway centreline, except on curves which must be measured with respect to the tangent to the curve.
(6) Vertical angles must be measured from the longitudinal slope of the taxiway surface.
(7) The light unit must be installed so that the main beam is aligned within 0.5 degrees of the specified requirement.
(8) On the perimeter of, and within the rectangle defining the main beam, the maximum light intensity value must not to be greater than 3 times the minimum light intensity measured in the same way.
(9) The following apply to the Figures:
(a) for Figure 9.111 (1) — if omnidirectional lights are used they must comply with the vertical beam spread;
(b) for Figures 9.111 (2) and 9.111 (5) — lights on curves must have the light beam toed-in 15.75º with respect to the tangent of the curve.
Shows the isocandela diagram for taxiway centreline lights, no entry bar lights and stop bar lights on straight sections of taxiways intended for use in Runway Visual Range conditions of 350 m or greater.
Figure 9.111 (1) Isocandela diagram for taxiway centreline lights, no entry bar lights and stop bar lights on straight sections of taxiways intended for use in RVR conditions of 350 m or greater (shows matters)
Note: 1. The intensity values have taken into account high background luminance, and the possibility of deterioration of light output resulting from dust and local contamination.
Note: 2. If omnidirectional lights are used they must comply with the vertical beam spread.
Shows the isocandela diagram for taxiway centreline lights, no entry bar lights and stop bar lights on curved sections of taxiways intended for use in Runway Visual Range conditions of 350 m or greater.
Figure 9.111 (2) Isocandela diagram for taxiway centreline lights, no entry bar lights and stop bar lights on curved sections of taxiways intended for use in RVR conditions of 350 m or greater (shows matters)
The intensity values have taken into account high background luminance, and the possibility of deterioration of light output resulting from dust and local contamination.
Lights on curves must have the light beam toed-in 15.75º with respect to the tangent to the curve.
These beam coverages allow for displacement of the cockpit from the centreline up to a distance of 12 m as could occur at the end of curves.
Shows the isocandela diagram for taxiway centreline lights, no entry bar lights and stop bar lights on taxiways intended for use in Runway Visual Range conditions less than 350 m — for use on straight sections of taxiways where large offsets can occur; also for runway guard lights, Configuration B.
Figure 9.111 (3) Isocandela diagram for taxiway centreline lights, no entry bar lights and stop bar lights on taxiways intended for use in RVR conditions less than 350 m — for use on straight sections of taxiways where large offsets can occur; also for runway guard lights, Configuration B (shows matters)
Note These beam coverages allow for displacement of the cockpit from the centreline of up to a distance of 12 m and are intended for use before and after curves.
Shows the isocandela diagram for taxiway centreline lights, no entry bar lights and stop bar lights on taxiways intended for use in Runway Visual Range conditions less than 350 m — for use on straight sections of taxiways where large offsets do not occur.
Figure 9.111 (4) Isocandela diagram for taxiway centreline lights, no entry bar lights and stop bar lights on taxiways intended for use in RVR conditions less than 350 m — for use on straight sections of taxiways where large offsets do not occur (shows matters)
Note 1 These beam coverages are suitable for a normal displacement of the cockpit from the centreline of up to 3 m.
Note 2 See section 9.111 concerning these isocandela diagrams.
Shows the isocandela diagram for taxiway centreline lights, no entry bar lights and stop bar lights on taxiways intended for use in Runway Visual Range conditions less than 350 m — for use on curved sections of taxiways.
Figure 9.111 (5) Isocandela diagram for taxiway centreline lights, no entry bar lights and stop bar lights on taxiways intended for use in RVR conditions less than 350 m — for use on curved sections of taxiways (shows matters)
Note Lights on curves must have the light beam toed-in 15.75º with respect to the tangent to the curve.
Shows the isocandela diagram for each light in runway guard lights, Configuration A.
Figure 9.111 (6) Isocandela diagram for each light in runway guard lights, Configuration A (shows matters)
Shows the method of establishing grid points to be used for calculation of average intensity of taxiway centreline lights, no entry bar lights and stop bar lights.
Figure 9.111 (7) Method of establishing grid points to be used for calculation of average intensity of taxiway centreline lights, no entry bar lights and stop bar lights (shows matters)
9.112 Illustrations of taxiway lighting
The Figures in this section illustrate matters for taxiway lighting for the purposes of this Division.
Note Where it appears, the abbreviation “T.P.” shows the tangent point for the purposes of the Figure.
This Division sets standards for apron floodlighting where it is provided.
Note ICAO establishes only one apron floodlighting standard. Australia, however, has a 3-tier system:
(a) high illuminance standards for aprons intended to serve larger aeroplanes engaged in air transport operations; and
(b) a mid-range illuminance standard for aprons intended to serve smaller aeroplanes engaged in air transport operations or large aircraft not engaged in air transport operations; and
(c) a lower standard for aprons without air transport operations.
9.114 Provision of apron floodlighting
(1) Apron floodlighting must be provided on any of the following intended for use at night:
(a) an apron;
(b) a part of an apron;
(c) an aircraft parking position;
(d) a designated isolated aircraft parking position.
(2) Subject to section 9.80, for intended operations with a runway visibility, or RVR, below 800 m, and with no taxiway centreline, taxiway edge or apron edge lights provided, apron floodlighting for an apron taxiway or taxilane must be provided in accordance with this Chapter.
9.115 Location of apron floodlighting
(1) Apron floodlighting in accordance with this Chapter must be located outside the separation distances on aprons.
Note For separation distances on aprons, see section 6.58.
(2) If an apron taxiway or taxilane is not provided with taxiway lighting, then it must be illuminated by the apron floodlighting mentioned in paragraph 9.116 (3) (c).
Note CASA recommends that all apron taxiways used in RVR conditions less than 550 m should be provided with taxiway centreline lights.
(3) Apron floodlights must not produce a light output which is hazardous to:
(a) aircraft in flight or on the ground; or
(b) air traffic controllers; or
(c) personnel on the apron.
(4) An aircraft parking position must, as far as possible, receive apron floodlighting from 2 or more directions to minimise shadows.
(5) Apron floodlighting poles or pylons must not infringe the obstacle limitation surfaces without written approval from CASA.
Note 1 For apron floodlighting purposes, an aircraft parking position means a rectangular area conforming to the wingspan and overall length of the largest aircraft that is intended to occupy that position.
Note 2 See subsection 19.01 (6) regarding line of sight requirements for controlled aerodromes and aerodromes with ARFFS facilities.
9.116 Characteristics of apron floodlighting
(1) For an aerodrome accommodating scheduled international air transport operations, the apron floodlighting must be distributed across the phases of a 3-phase power supply system.
Note This is required to avoid a stroboscopic effect, and to minimise the chance of an illuminated rotating object, for example, a propeller, appearing stationary.
(2) For apron floodlights:
(a) monochromatic lights must not be used; and
(b) the spectral distribution of the floodlights must be such that the colours used for the following are correctly identifiable:
(i) markings associated with routine aircraft servicing;
(ii) surface and obstacle markings.
(3) The minimum average illuminance of an apron must be at least as follows:
(a) at an aircraft parking position intended for air transport operations:
(i) for horizontal illuminance at a parking position with an aerodrome reference code letter — a minimum lux rating in accordance with Table 9.116 (3) for the code letter, with a uniformity ratio (average to minimum) of not more than 4:1; and
(ii) for vertical illuminance at a parking position with an aerodrome reference code letter — a minimum lux rating in accordance with Table 9.116 (3) for the code letter, at a height of 2 m above the apron in the relevant parking direction, along the aeroplane centreline until the point where the rearmost passenger or cargo door of the intended aircraft is reached;
(b) at an aircraft parking position not intended for air transport operations — a minimum lux rating for horizontal illuminance in accordance with Table 9.116 (3) with a uniformity ratio (average to minimum) of not more than 4:1;
(c) at other apron areas — horizontal illuminance at 50% of the average minimum illuminance for the highest code for the associated parking positions on the apron, in accordance with Table 9.116 (3), with a uniformity ratio (average to minimum) of not more than 4:1.
(4) For paragraph (3) (a), illuminance measurements at the time of commissioning and during any subsequent checks, including those made during the aerodrome technical inspection, must be taken as follows:
for horizontal illuminance — measured with a clear line of sight to the source of apron floodlighting;
for vertical illuminance:
(i) measured perpendicular to the centreline of the parked aircraft, with the lux meter facing outwards from the centreline; and
(ii) measured in opposing directions; and
(iii) with a clear line of sight to the source of apron floodlighting.
(5) For subsection (3), for a parking position with an aerodrome reference code letter mentioned in a row of column 1 of Table 9.116 (3), the minimum parking position average illuminance for an apron intended for air transport operations, and for an apron not intended for air transport operations, respectively, is the illuminance mentioned in the same row in column 2 and column 3, respectively.
(6) Subsection (3) does not apply for the purposes of aircraft manoeuvring if taxiway lights provide continuous guidance between the taxiway and the parking position.
Note The aerodrome operator may nominate a different code for each parking position. However the required illuminance for the other areas of the apron is dependent upon the highest code of parking position on the apron. This ensures the illuminance of markings associated with apron taxiways and taxilanes will be provided until the aircraft reaches the parking position.
Note: The uniformity ratio between the average of all values of illuminance is measured over a grid covering the relevant area. This measurement is not intended only to confirm that the minimum illuminance within the parking position area has been achieved. Illuminance must also be within the 4:1 ratio mentioned in subsection 9.116 (3). For example, a 4:1 ratio does not necessarily mean a minimum of 5 lux. If an average illuminance of, for example, 24 lux is achieved, then the minimum should not be less than 24/4 = 6 lux.
Table 9.116 (3) Minimum parking position illuminance
Aerodrome reference code letter for parking position
Minimum parking position average illuminance for aprons intended for air transport operations
Minimum parking position average illuminance for aprons not intended for air transport operations
A
10 lux
5 lux
B
10 lux
5 lux
C
20 lux
10 lux
D
20 lux
10 lux
E
20 lux
10 lux
F
20 lux
10 lux
Note The ground service equipment area independent of the aprons is recommended to have a horizontal illuminance of at least 10 lux with a uniformity ratio (average to minimum) of not more than 4:1.
(7) A dimming control:
(a) may be provided for apron floodlighting to allow reduction in the illuminance of an aircraft parking position that is not in use; and
(b) must:
(i) ensure that the minimum floodlighting intensity for the parking position does not reduce to less than 50% of its normal value; and
(ii) return the parking position to the minimum average illuminance when the apron becomes active.
(8) If apron floodlighting is activated by a PAL, the apron floodlighting must achieve normal illumination within 2 minutes of activation.
(9) For aprons used by air transport operations, the apron floodlighting must be:
(a) included in the aerodrome secondary power supply, if available; and
(b) capable of achieving not less than 50% of normal illuminance within 60 seconds of the end of a power interruption of 30 seconds or less.
(10) If floodlights cannot meet the requirement of subsection (9), auxiliary floodlighting must be provided that can provide at least 2 lux of horizontal illuminance of aircraft parking positions. This auxiliary floodlighting must remain on until the main lighting has achieved 80% of normal illuminance.
Note Each floodlight design should meet a target value which allows lighting to still meet illuminance requirements in the event of commonly occurring outages. The floodlight designer may choose the factor, provided it is appropriate for the particular floodlighting system.
Division 13 Aircraft parking position lighting
9.117 Visual docking guidance systems
A visual docking guidance system (a VDGS) or an advanced visual docking guidance system (an A-VDGS) must be provided at an apron aircraft parking position equipped with a passenger loading bridge which requires precise positioning of an aircraft.
Note At international aerodromes used for air transport operations and which are equipped with a passenger loading bridge, CASA recommends the use of A-VDGS parking positions.
9.118 Characteristics of visual docking guidance systems
(1) A VDGS must provide both azimuth and stopping guidance.
(2) For a VDGS, the azimuth guidance unit and the stopping position indicator must, both by day and by night:
(a) be adequate for use in all conditions of weather, visibility, background lighting and pavement for which the system is intended; and
(b) not present a hazard to the pilot.
Note Care is required in both the design and on-site installation of the system to ensure that reflection of sunlight, or other light in the vicinity, does not degrade the clarity and conspicuity of the visual cues provided by the system.
(3) For subsection (2), the azimuth guidance unit and the stopping position indicator must be of a design such that:
(a) a clear indication is available to the pilot of any malfunction of the unit, or the indicator, or both; and
(b) the unit, or the indicator, or both can be turned off.
(4) The azimuth guidance unit and the stopping position indicator must be located in such a way that there is continuity of guidance to the pilot as between the following:
(a) the aircraft parking position markings;
(b) the aircraft stand manoeuvring guidance lights, if present;
(c) the VDGS.
(5) A VDGS must be sufficiently accurate as to provide safe tracking by an aircraft for all of the loading bridge and fixed aircraft servicing installations on the parking position.
(6) If selective operation is required to prepare the VDGS for use by a particular type of aircraft, then the system must provide an identification of the selected aircraft type to both the pilot and the system operator as a means of ensuring that the system has been set properly.
9.119 Azimuth guidance unit — location
To ensure that its signals are visible from the cockpit of an aircraft throughout a docking manoeuvre, the azimuth guidance unit must be:
(a) located on, or adjacent to, the extension of the parking position centreline ahead of the relevant aircraft; and
(b) aligned for use:
(i) at least by the pilot occupying the left-hand seat; or
(ii) by the pilots occupying both the left-hand and right-hand seats.
9.120 Azimuth guidance unit — characteristics
(1) The azimuth guidance unit must provide unambiguous left and right guidance which enables the pilot to acquire and maintain the lead-in line without over-controlling.
(2) If azimuth guidance is indicated by colour change, then:
(a) green must be used to identify the centreline; and
(b) red must be used to identify deviations from the centreline.
9.121 Stopping position indicator — location
The stopping position indicator must be located in conjunction with, or sufficiently close to, the azimuth guidance unit, so that a pilot can observe both the azimuth and stop signals without turning his or her head.
9.122 Stopping position indicator — characteristics
(1) The stopping position information provided by the stopping position indicator for a particular aircraft type must be visible from the intended range of variations in pilot eye height and viewing angle.
(2) The stopping position indicator must:
(a) show the stopping position of the aircraft for which the guidance is being provided; and
(b) provide closing rate information over a distance of at least 10 m to enable the pilot to gradually decelerate the aircraft to a full stop at the intended stopping position.
(3) If stopping guidance is indicated by colour change, then;
(a) green must be used to show that the aircraft may proceed; and
(b) red must be used to show that the stop point has been reached; and
(c) for a short distance before the stopping point — a third colour may be used to warn that the stopping point is close.
9.123 Advanced visual docking guidance system (A-VDGS)
(1) An aerodrome operator may provide an advanced visual docking guidance system (A‑VDGS) in accordance with this section.
Note 1 Advanced visual docking guidance systems include those systems that provide pilots with active (usually sensor-based) guidance information including aircraft type confirmation, distance‑to‑go information and closing speed. Docking guidance information is usually provided on a single display unit.
Note 2 CASA recommends that an A-VDGS should be provided if it is operationally desirable to confirm the correct aircraft type for which guidance is being provided and/or to indicate the stand centreline in use, if more than one is provided for.
(2) An A-VDGS must be suitable for use by all types of aircraft for which the aircraft parking position is intended.
(3) An A-VDGS must supply the following docking guidance information in sequence:
(a) the acquisition of the aircraft by the system;
(b) the azimuth alignment of the aircraft;
(c) the stopping position information.
(4) An A-VDGS must not be used in conditions other than those specified by the manufacturer.
Note The use of the A-VDGS in particular conditions for example, of weather, visibility or background lighting, both by day and night, must be specified by the manufacturer.
(5) If the following are both provided and used simultaneously on an aircraft parking position:
(a) an A-VDGS;
(b) a conventional VDGS (conventional system);
the docking guidance information provided by the A-VDGS must not conflict with the docking guidance information provided by the conventional system.
(6) An A-VDGS must be able to indicate whether or not it is:
(a) in operational use; or
(b) unserviceable.
(7) An A-VDGS must be located such that, throughout a docking manoeuvre, unobstructed and unambiguous guidance is provided to:
(a) the person manoeuvring the aircraft; and
(b) each other person assisting that person.
Note The docking of the aircraft can be carried out from either pilot seat. However, in some circumstances, another person performing the docking manoeuvre may be the driver of a vehicle that is towing the aircraft.
9.124 Characteristics of an A-VDGS
(1) An A-VDGS must provide at least the following guidance information at the appropriate stage of the docking manoeuvre:
(a) an emergency stop indication;
(b) the aircraft type and model for which the guidance is provided;
(c) an indication of the lateral displacement of the aircraft relative to the stand centreline;
(d) the direction of azimuth correction needed to correct a displacement from the stand centreline;
(e) an indication of the distance to the stop position;
(f) an indication of when the aircraft has reached the correct stopping position;
(g) a warning indication if the aircraft goes beyond the appropriate stop position.
(2) An A-VDGS must be capable of providing docking guidance information for all aircraft taxi speeds used during the docking manoeuvre.
Note ICAO Document 9157, Aerodrome Design Manual, Part 4 — Visual Aids, provides an indication of the maximum aircraft speeds relative to distance to the stopping position. For ICAO documents, see section 1.07.
(3) For normal operating conditions, the time taken from determination, to display, of the lateral displacement by the A-VDGS must not result in the aircraft deviating from the aircraft parking position centreline by more than 1 m.
(4) The following information displayed by an A-VDGS:
(a) displacement of the aircraft relative to the stand centreline;
(b) distance to the stopping position;
must have the accuracy specified in Table 9.124 (4) so that for the guidance information mentioned in a row of column 1 of the Table, the maximum deviation at the stop position or at a specified distance from the stop position is that given in the same row in column 2, 3, 4 or 5, as the case requires.
Table 9.124 (4) A-VDGS displacement accuracy
Guidance information
Maximum deviation at stop position (stop area)
Maximum deviation at9 m from stop position
Maximum deviation at15 m from stop position
Maximum deviation at25 m from stop position
Azimuth
±0.25 m
±0.34 m
±0.4 m
±0.5 m
Distance
±0.5 m
±1.0 m
±1.3 m
N/A
(5) If an A-VDGS uses symbols and graphics to depict guidance information, the symbols and graphics must be representative of the type of information depicted.
Note The use of colour should be appropriate and follow signal convention, i.e. red, yellow and green mean hazard, caution and normal/correct conditions, respectively. CASA recommends that the effects of colour contrasts should also be considered.
(6) An A-VDGS must provide information on the lateral displacement of an aircraft relative to the stand centreline at least 25 m before the stop position.
Note The indication of the distance of the aircraft from the stop position may be colour-coded and presented at a rate and distance proportional to the actual closure rate and distance of the aircraft approaching the stop point.
(7) An A-VDGS must provide continuous closure distance and closure rate from at least 15 m before the stop position.
(8) For subsection (7), closure distance displayed in numerals must be:
(a) in metre integers to the stop position; and
(b) to 1 decimal place at least 3 m before the stop position.
(9) An A-VDGS must have the ability, at any time during a docking manoeuvre, to indicate that the aircraft must be immediately stopped, by:
(a) displaying the word STOP in red characters; and
(b) not displaying any other information.
Note Reasons for indication of an immediate halt include, for example, a failure of the A-VDGS.
(10) An A-VDGS must allow any person responsible for the operational safety of the aircraft parking position to initiate an immediate stop to a docking procedure if required in the interests of safety.
9.125 Aircraft parking position manoeuvring guidance lights
(1) Aircraft parking position manoeuvring guidance lights (the lights) may be provided to facilitate the positioning of an aircraft on an aircraft parking position on a paved apron if the parking position is intended for use in RVR conditions less than 550 m.
(2) The lights must be co-located with the aircraft parking position markings.
(3) The lights, other than those indicating a stop position, must be as follows:
(a) fixed yellow lights;
(b) visible throughout the taxi manoeuvre for which they are intended to provide guidance.
(4) The lights used to delineate lead-in, turning and lead-out lines must be spaced at intervals of not more than 7.5 m on curves and 15 m on straight sections.
(5) The lights indicating a stop position must be fixed unidirectional lights showing red.
(6) The lighting circuit for the lights must be designed so that the lights can be switched on to indicate that an aircraft parking position is to be used, and switched off to indicate that it is not to be used.
9.126 Parking position identification signage
(1) An aircraft parking position that is equipped with a VDGS or an A-VDGS must have a parking position identification sign.
(2) The parking position identification sign must be located so as to be clearly visible from the cockpit of an aircraft before the aircraft enters the parking position.
(3) The parking position identification sign must consist of a numeric or alphanumeric inscription that is:
(a) in white on a black background; or
(b) in black on a yellow background.
(4) For an aircraft parking position intended for use at night, the parking position identification sign must be illuminated at night by:
(a) a continuous line of green or white light that outlines the inscription and is clearly visible to pilots; or
(b) direct or ambient lighting which illuminates the sign face and is clearly visible to pilots.
(5) The illumination under subsection (4) must not create a hazard to pilots or ground personnel.