Section 6. Airport Lighting
10-6-1. GENERAL
The airport
manager/operator is responsible for operating airport lights during the
hours the tower is closed.
10-6-2. OPERATION OF LIGHTS WHEN TOWER IS CLOSED
When the tower is
closed, the airport lights shall be operated:
a. By the
on-site AFSS/FSS when:
1. The controls
are extended into the station and are located conveniently at the operating
position.
2. The
operating quarters afford a sufficient view to determine the operating
status of the lights without the specialist having to leave his/her post of
duty, or an indicator is provided in the station's quarters which will show
the actual operating status.
b. If no AFSS/FSS
is located on the airport and the lighting controls are provided in the
tower cab, tower personnel before closing the tower shall ensure that the
airport rotating beacon, obstruction lights, and boundary lights are turned
on. All other lighting systems, including runway lights, shall be set in
accordance with a letter of agreement with the airport manager/operator.
However, runway lights shall not be lighted by tower personnel if a NOTAM
closing that runway is in effect.
c. At
locations where the setting of the runway edge lights control the associated
medium approach light system/runway alignment indicator lights, include in a
letter of agreement with the airport manager/operator that during the period
the tower is closed, the runway edge lights shall be operated at the
following step settings:
1. High
Intensity Runway Lights (HIRL)- Step 3.
2. Medium
Intensity Runway Lights-Step 2.
d. If the
airport manager/operator will not agree to the step settings, the provisions
of subpara c above, shall apply. In addition, notify the appropriate FSDO.
e. If the
airport manager/operator will not enter into a letter of agreement, all
runway lighting controls operating from the tower shall be turned off. If
appropriate, a runway lighting NOTAM will be issued.
f. Unless
otherwise directed by the Terminal Operations Service Area Office, the air
traffic facility responsible for controlling or monitoring lighting aids
shall originate NOTAMs concerning the aids.
10-6-3. INCOMPATIBLE
LIGHT SYSTEM OPERATION
If the operation of a
light system is not compatible with the instructions herein, or if the
manager/operator of a civil airport or the commanding officer of a military
airport prescribes an operating period different from those in this section
or FAAO JO 7110.65, Air Traffic Control, Chapter 3, Section 4, Airport
Lighting, or FAAO JO 7110.10, Flight Services, (except for the airport
rotating beacon), the airport lighting system may be operated if a letter of
agreement is executed. Each agreement shall set forth the operating periods,
the pertinent requirements, and a statement that the lights will be
available upon pilot request. If an agreement covers the operation of runway
lights while the tower or the AFSS/FSS is closed, it shall also contain the
following clauses:
a. The airport
owner/operator covenants and expressly agrees that with regard to any
liability which may arise from the operation of the runway lights at the
airport during any period when the airport traffic control tower (flight
service station) at (name) airport is closed or nonoperational, that each
party shall be solely and exclusively liable for the negligence of its own
agents, servants, and/or employees, in accordance with applicable law, and
that neither party looks to the other to save or hold it harmless for the
consequences of any negligence on the part of one of its own agents,
servants, and/or employees.
b. Runway
lights may not be lighted by tower (AFSS/FSS) personnel if a NOTAM closing
that runway is in effect.
10-6-4. APPROACH LIGHT SYSTEMS
a. The
procedures in this paragraph pertain to the following approach light systems
(see FAAO 6850.2, Visual Guidance Lighting Systems):
1. ALSF-1:
Approach Light System (ALS) with Sequenced Flasher Lights (SFL) in Category
1 configuration.
2. ALSF-2:
Approach Light System with Sequenced Flasher Lights in Category 2
configuration.
3. MALS: Medium
Intensity Approach Light System. When associated with Sequenced Flashers,
MALSF.
4. MALSR:
Medium Intensity Approach Lights with Runway Alignment Indicator Lights.
5. SSALS:
Simplified Short Approach Light System. When complemented by Sequenced
Flashers, SSALF.
6. SSALR:
Simplified Short Approach Lights with Runway Alignment Indicator Lights.
7. ODALS:
Omnidirectional Approach Lighting System.
b. Facility air
traffic managers having responsibility for approach light systems shall
adhere to the following:
1. Where an
approach light system monitoring device is provided, perform a monitor check
at the beginning of each workday. Consult with the Technical Operations
technician for monitor check procedures. Report any discrepancy noted in the
monitor check or any report of malfunction, either observed or received from
any source, to the Technical Operations technician as soon as possible
regardless of the time (day/night).
NOTE-
During periods of known commercial electrical power shortage within the
areas where the approach lighting system is located, the monitor check
should be delayed until off-peak hours. The interval between monitor checks
shall not exceed 24 hours during electrical power shortages.
2. When the
monitor alarms, advise aircraft on approach that the monitor panel indicates
a system malfunction. The monitor is designed to indicate that at least the
predetermined number of light units (lamps), plus or minus one, are
inoperative. The approach light system should not be reported as unusable or
inoperative until receipt of the technician's report that the system is not
operating or is malfunctioning unless it can be determined by visual
reference from the tower or from a reliable source (e.g., pilot, airport
manager) that one of these two conditions exists. When a report indicates
that at least four adjacent bars are out (three or more lamps out on a bar
determine bar outage) or four consecutive sequence flashers are out, landing
minima criteria are changed. If this condition exists, the air traffic
facility manager shall send the appropriate NOTAM.
3. Monitors do
not indicate light obscurement due to snow, sand, plant growth, etc. When
such a condition is reported or suspected, request the Technical Operations
technician to describe the visibility condition of the approach light
system. If the technician reports at least four adjacent bars or four
consecutive sequence flashers are obscured, the air traffic facility manager
shall send the appropriate NOTAM.
4. At locations
which do not have duplicate lighting controls in the AFSS/FSS on the
airport, operation of the ALS during the hours of darkness when the tower is
unmanned shall be as follows:
(a) ALSF-1 and
ALSF-2 shall be turned on and set to intensity #3. The Sequence Flashing
Lights (SFL) shall not be turned on.
(b) SSALR not
controlled by radio or other suitable means shall be turned on and set to
intensity #3. The Runway Alignment Indicator Lights (RAIL) shall not be
turned on unless the ALS has been modified to provide variable RAIL
intensity.
(c) MALSR not
controlled by runway edge lights, radio, or other suitable means shall be
turned on and set to intensity #2 for Three Step MALS/Three Step RAIL, and
Low setting for Two Step MALS/One Step RAIL. The RAIL shall not be turned on
unless the ALS has been modified to provide variable RAIL intensity.
(d) When MALSR
intensity is controlled by runway edge lights, apply the procedures in sub-para 10-6-2c.
(e) If the ALS
system is equipped with ground-to-ground/air-to-ground links, tower
personnel shall switch the system to air-to-ground radio control before
closing the tower.
(f) Issue a
NOTAM containing information that the system is unattended and the
appropriate FSFO having jurisdiction over the area shall be notified of the
operational status of the ALS.
(g) When required to meet local atmospheric, topographic, or twilight
conditions, prepare a facility directive specifying the intensity settings
for the ALS and forward a copy to the FSDO.
10-6-5. VISUAL
APPROACH SLOPE INDICATOR (VASI) SYSTEMS
a. There are
three basic VASI configurations: VASI-2, VASI-4, and VASI-12. Two additional
configurations were developed for use with long-bodied aircraft by adding a
third bar to either the VASI-4 or the VASI-12. These configurations are
referred to as VASI-6 and VASI-16.
b. The basic FAA standard for VASI systems permit independent
operation by means of a photoelectric device. This system has no remote
monitor and no on-off control feature. It is intended for continuous
operation.
c. Other VASI
systems in use include the following:
1. The basic
VASI as described in subpara b, except at locations where the system was
installed with an on-off remote switch in the control tower. If an on-off
switch is provided, it is intended that the VASI be operated on a continuous
basis when the runway it serves is in use. Airport operators at some
locations may request the facility air traffic manager to operate this
system only during certain hours and/or conditions. When this occurs,
facility air traffic managers shall contact the Terminal Operations Service
Area Office for guidance.
NOTE-
When VASI systems are installed under the FAA's Airport Improvement Program,
the sponsor may negotiate a letter of agreement with the regional Airports
Division for a part-time VASI operation. Terminal Operations Service Area
Offices should consult with the regional Airports Division on such matters.
2. Systems that
are operated remotely from the control tower may be either two-step or
three-step. It is intended that these systems be operated on a continuous
basis when the runway they serve is in use.
3. Systems with
steep descent profiles intended for STOL operations may be operated on an
individual aircraft basis or as determined by the facility air traffic
manager dependent upon the frequency of use.
d. The basic
FAA standard VASI is not provided with a remote status indicator. At
locations where a VASI remote status indicator is installed, specialists
shall notify air traffic when a malfunction is indicated or reported. The
VASI should not be turned off nor a NOTAM issued unless the Technical
Operations technician advises it is inoperative or if it is obvious that it
is inoperative. In the event the technician advises there is a one side
operating condition at locations with a VASI on both sides of a runway, the
system shall remain in operation and NOTAM indicating partial operations
issued.
10-6-6. PRECISION
APPROACH PATH INDICATOR (PAPI) SYSTEMS
a. The basic
FAA standard for PAPI systems permit independent operation by means of a
photoelectric device. This system has no remote monitor and no on-off
control feature. It is intended for continuous operation.
b. Other PAPI
systems in use include the following:
1. The basic
PAPI system as described in subpara a, except at locations where the system
was installed with an on-off remote switch in the control tower. If an
on-off switch is provided, it is intended that the PAPI be operated on a
continuous basis when the runway it serves is in use. Airport operators at
some locations may request the facility air traffic manager to operate this
system only during certain hours and/or conditions. When this occurs,
facility air traffic managers shall contact the Terminal Operations Service
Area office for guidance.
2. Systems that
are operated remotely from the control tower may be five-step. It is
intended that these systems be operated on a continuous basis when the
runway they serve is in use.
NOTE-
When PAPI systems are installed under the FAA's Airport Improvement Program,
the sponsor may negotiate a letter of agreement with the regional Airports
Division for a part-time PAPI operation. Terminal Operations Service Area
offices should consult with the regional Airports Division on such matters.
10-6-7. RUNWAY AND TAXIWAY LIGHTS
When required, prepare
a facility directive specifying local procedures for the operation of Runway
End Identifier Lights (REIL), High Speed Turnoff Lights, or Runway
Centerline and Touchdown Zone Light Systems (RCLS TDZL), and forward a copy
to the FSDO.
10-6-8. RUNWAY
FLOODLIGHTS
Where runway
floodlights are installed, local procedures shall be established for their
operation. These shall provide that they be turned off when an aircraft is
required to taxi toward the lights and they may be blinding to the pilot.
Also, that they shall be operated as requested by a pilot for his/her
operation.
10-6-9. RUNWAY EDGE LIGHTS ASSOCIATED WITH MEDIUM APPROACH LIGHT
SYSTEM/RUNWAY ALIGNMENT INDICATOR LIGHTS
Two MALS/RAIL
installations associated with runway edge lights are available. One is a two
step brightness MALS and a one step brightness RAIL. The other is a three
step brightness MALS and a three step brightness RAIL. The associations with
runway edge step settings are shown in the following table. Facility air
traffic managers shall coordinate with the Technical Operations SMO sector
to determine which of the two has been installed and issue a facility
directive informing facility personnel. (For intensity settings see TBL
10-6-1.)
TBL 10-6-1
MALSR Step Intensity Settings
Runway Edge Lights |
Two Step MALS/One Step RAIL |
Three Step MALS/Three Step RAIL
|
Intensity |
Intensity |
Intensity |
HIRL |
MIRL |
MALS |
RAIL |
MALS |
RAIL |
Step 5 |
Step 3 |
100% |
100% |
100% |
100% |
Step 4 |
|
|
100% |
100% |
100% |
Step 3 |
Step 2 |
10% |
OFF |
20% |
26% outer
8% inner |
Step 2 |
|
|
OFF |
OFF |
4% |
Step 1 |
Step 1 |
OFF |
OFF |
4% |
1% |
|