FAA

Airport Engineering Division

Airfield Lighting Research
Outline
Purpose
Advisory Circular Update
Declared Distance Evaluation
LED Taxiway Edge Lights Evaluation
Engineering Brief 67 for Alternative Light
Sources
Taxiway Centerline Light Spacing Criteria
Outline
Runway Status Lights (RWSL) &
Engineering Brief
Final Approach Runway Occupancy Signal
(FAROS)
Remote General Aviation Lighting
Airfield Lighting Control & Monitoring
To Provide An Overview of New
Lighting Technology for Airfield
Applications
Purpose
Airfield Lighting Publications
Completed ACs
Installation Details for Airport Visual Aids
AC 150/5340-30
Precision Approach Path Indicator
AC 150/5345-28
Wind Cones AC 150/5345-27
Taxiway and Runway Signs AC 150/5345-44
Airfield Lighting Control Monitoring System
(ALCMS) AC 150/5345-56
ACs Currently Being Updated
Constant Current Regulators, Regulator
Monitors AC 150/5345-10
Airport/Heliport Beacons AC 150/5345-12
Maintenance of Airport Visual Aids
AC 150/5340-26
Airport Light Bases, Transformer Housings,
Junction Boxes & Accessories AC 150/5345-42
Airfield Lighting Publications
ACs Currently Being Updated
Isolation Transformers AC 150/5345-47
Radio Control Equipment AC 150/5345-49
Portable Runway Lighting AC 150/5345-50
Discharge-Type Flasher Equipment
AC 150/5345-51
Airfield Lighting Publications
Airport Engineering
Research & Development
Airfield Lighting Projects
Declared Distance Evaluation
Engineering Brief #58
Provides guidance for lighting and signage
of runways when the declared distance
concepts in Advisory Circular (AC)150/5300-
13, Airport Design are implemented.
Problem Identified:
Inconsistency between edge lights and marking
on usable runway pavement.
Potential for operational conflicts.
Issues
Runway segments used for both taxiing
and landing/takeoff operations.
Appropriate lighting for accurate visual
cues.
Challenge #1
Develop standards for lighting runway
segments associated with declared
distances.
Challenge #2
Ensure that landing aircraft complete
taxiing operation to the exit taxiway after
a displaced threshold and/or beyond the
LDA/ASDA.
Increase situational awareness with
appropriate edge light cues.
Displaced Threshold/
With Usable Pavement
Displaced Threshold Not Coinciding
with Opposite Runway End
Findings/Conclusions
Declared distance calculations are a flight
planning tool.
ASDA and LDA are calculations based on
aircraft performance.
Pavement beyond the declared distance is
still runway pavement.
Runway end lights identify the end of the
paved surface.
Summary
of
Findings/Conclusions
Consistency between runway marking and
lighting is critical to safety.
Christmas Tree Syndrome may contribute
to loss of situational awareness.
Taxiway lights on runway pavement may
elevate risk for an event.
Recommendations
At no time should taxiway lighting be
used on a runway surface.
This is inconsistent with information
provided with day visual cues and
misleading guidance during night and
low visibility weather conditions.
Runway End Lights (red) should be
located at the physical end of the usable
runway surface
This indicates the usable pavement and
maintains consistency between daytime
and nighttime operations.
Zero Distance Remaining Sign is Not
required.
Recommendations
Displaced Threshold/
With Usable Pavement
The 600 feet of pavement after the declared
end of Runway 25 is usable runway pavement.
Therefore:
For a precision instrument approach runway,
edgelights should be yellow and measured from
pavement end.
Zero Distance Remaining Sign is Not
required.
Recommended Changes
for Example #3
R R W R W R
W W
ASDA Stop End
Takeoff Start
5.
6.
4.
NOTES:
3.
LDA Stop End
Stopway End
End of Usable Pavement
Y G Y R
B B
B
B
Y R R
R
No Stopway available.
Distance-To-Go signs are provided and located with respect to stop end of
2.
1. All runway markings, including Displaced Threshold area, are white. All
taxiways, blast pads, stopways, and unusable pavement markings, are yellow.
Full runway safety and/or Object Free Areas available beyond ASDA/LDA,
but not beyond runway end.
Displaced Threshold established to provide full runway safety and/or
object free areas prior to threshold.
Threshold/Runway End lights (number on each side)
a. 3 (minimum) - non-instrumented operation
b. 4 (minimum) - instrumented operation
Example 3. Lighting for Runway with Displaced Threshold/Usable Pavement
Landing Threshold
usable pavement.
G UNI
Y G
G UNI
Stopway Stop End (None)
End of Usable Runway Pavement
ASDA Stop End
LDA Stop End
Takeoff Start
Displaced Threshold
1000 ft.
1
Displaced Threshold Not Coinciding
with Opposite Runway End
Recommended Changes
for Example #4
The edgelights for the 600 feet of pavement
beyond the LDA/ASDA of Runway 25 should be
white, or if equipped with a precision instrument
approach, yellow.
The 2000 feet of yellow lights should be
measured from the end of the usable pavement.
Zero Distance Remaining Sign Not is
required.
Displaced Threshold
Takeoff Start
B B
B
B
R
R
R
R
Y
Y
G
G
Y
Y
W
W
Y
Y
W
W
Y
Y
ASDA Stop End
Example 4. Lighting for Runway with Displaced Threshold not Coinciding with Opposite Runway End
G UNI
G UNI
NOTES:
3.
2.
1. All runway markings, including Displaced Threshold area, are
white. All taxiways, blast pads, stopways, and unusable pavement
Full runway safety and/or Object Free Areas available beyond
ASDA/LSDA, but not beyond runway end.
Displaced Threshold established due to an obstruction in the
4. Threshold displacement provides full runway safety and object
free areas prior to the threshold.
markings, are yellow.
approach area.
7.
8.
6. No Stopway available.
Distance-To-Go signs are provided and located with respect to
Threshold/Runway End lights (number on each side)
a. 3 (minimum) - non-instrumented operation
b. 4 (minimum) - instrumented operation
5. Threshold displacement location does not coincide with location
required to provide full runway safety and object free areas
beyond stop ends of LDA and ASDA for runway 2R.
stop end of usable pavement.
W
R R
W R W R
W
1000 ft.
1
Stopway Stop End (None)
End of Usable Runway Pavement
Runway End
ASDA Stop End
LDA Stop End
Displaced Threshold
Takeoff Start
Distance Remaining Signs
Calculation Point for location of the 1,000
(1) Distance Remaining Sign is the
LDA/ASDA.
A Zero Distance Remaining Sign is not
required, since the Runway End Lights and
appropriate marking indicate the limit of the
pavement surface.
Drawings to be added to AC 150/5340-30
c
LED Taxiway Edge Light Evaluation
LED Taxiway Edge Lights
Infrastructure Power & Control
Evaluate the applicability of using light
emitting diode (LED) technology for airport
taxiway edge lights.
Reduced power consumption, maintenance.
Design and evaluate an optimized
LED Taxiway Edge Light Circuit.
Properly sized regulator(s), cabling, wire,
transformersetc.
Address any human factors issues
associated with the mixing of incandescent
and LED lights.
To what extent will heaters impose on the
regulators?
LED Taxiway Edge Lights
Infrastructure Power & Control
Other Areas of Consideration
Measure radiated emissions on a large
LED taxiway circuit.
Effects on other components
LED Fixture Efficiency
Measure power efficiency
Watts paid for versus watts the fixture uses
Feedback from users
LEDs are too bright
Inability to control intensity
Not only LEDs!
Tungsten Halogen (Taxiway Centerline Lights)
Engineering Brief 67 Light Sources Other
Than Incandescent and Xenon for Airport
and Obstruction Lighting Fixtures
LED Taxiway
Edge Light Evaluation
Engineering Brief 67
Engineering Brief 67
Light Sources Other Than Incandescent and
Xenon For Airport and Obstruction Lighting
Fixtures
Includes the required specific test and design
requirements for alternative light sources that will
be used in certified airfield lighting fixtures.
Ensures these new lighting technologies are
seamlessly integrated with existing lighting
technologies on the airfield
Implements Maximum Intensity
Controls
Tighter Synchronization of Dimming
Curve
Submitted for Signature 21 Oct 2004
Engineering Brief 67
Spacing Criteria for
Taxiway Centerline Lights
COLOR
Green (Lead-On Lights)
Alternating Green and Yellow (Lead Off
Lights)
(From the runway centerline to one centerline
light beyond the runway holding position/ILS
critical area holding position)
Taxiway Centerline Lights
Spacing Criteria for
Taxiway Centerline Lights
Why are their differences in the
spacing criteria for taxiway centerline lights?
FAA type L-852D
ICAO Aerodromes Annex 14, Fig 2.14
What are the requirements?
Taxiway centerline light
Curved sections
< 1200 RVR
Radius of curved centerline 75 ft < 399 ft
Table 4-1 of AC150/5340-30, Design and
Installation Details for Airport Visual Aids,
Spacing Criteria for
Taxiway Centerline Lights
Table 4-1 of AC 150/5340-30
The lights are spaced longitudinally for minimum authorized operations
above and below 1,200 feet (365 m) RVR.
Longitudinal Dimensions
FAA and ICAO
Photometric Requirements
FAA
ICAO
Type
+19.25 1 to 10 +21.25 0 to 15 100 100
The narrower the beam produced by the optical
system, the higher the intensity of the light within the
beam.
Isocandela diagram for taxiway centerline (7.5 meter (~25 ft)
spacing) in curved sections intended for use in RVR conditions of
less than 350 meters (~1150 ft)
ICAO Isocandela Diagram for
Taxiway Centerline Light
ICAO Fixture FAA L-852D
Mounting Orientation 15.75 deg tangent parallel to the
to curve tangent
Mounting of Fixtures
Orient the axes of the two beams of bi-directional lights parallel to the
tangent of the nearest point of the curve designated as the true
centerline of the taxiway path.
Mounting of Fixtures
L-852D and Annex 14 (ICAO)
Taxiway Centerline Lights
Not FAA Certified
FAA Certified
Findings/Recommendations
Field evaluations at the FAATC concluded
the FAA type L-852 did not provide
adequate visual cues for the conditions
applied.
3 lights past the cockpit cutoff angle (on the
radius of the curve)
ICAO Annex 14 Design fixture provided
required adequate visual cues under same
conditions.
Data concludes the FAA type L-852
taxiway centerline fixture does not
provide adequate visual cues for wider
spacing under these operations.
Findings/Recommendations
Runway Status Lights (RWSL)
Purpose
To determine the feasibility and operational
suitability of a system of Runway Status
Lights (RWSL) to serve as a safety system
to prevent high-hazard runway incursions in
the National Airspace System (NAS).
Runway Status Lights (RWSL) Program
Supports the Runway Incursion Reduction
Program (RIRP) Initiative set by the Office of
Runway Safety.
R&D performed by the Surface Technology
Assessment Product Team, AND-520 (ATO).
Will use lighting certified by the Airport Lighting
Equipment Certification Program (ALECP)
L-862 Stop Bar (in-pavement)
RWSL
RWSL
Runway Status Lights (RWSL) Project.
Will have an ATC interface.
Will not interfere with daily operations (no
additional workload to the ATC).
Operate in conjunction with taxiway lighting and
runway safety alerting systemsSMGCS.
RWSL Operational Concept
Rwsl-new.exe
RWSL
RWSL Engineering Brief signed 2 Mar 2004
Supports Phase II Shadow Operations at Dallas
Ft. Worth and San Diego Airports
Installation of L-862 lights, cables, CCRs in
process at DFW.
Modifications to safety logic software in
complete.
Missed detections, false activations.
RWSL
Shadow Operations conducted June 04.
Operational Evaluation (Phase III)
contingent upon successful completion
of Shadow Operations.
Final Approach
Runway Occupancy Signal
(FAROS)
FAROS concept addresses the need to
reduce the potentially serious
consequences of runway incursions,
Emphasis on those involving an aircraft on
approach while another aircraft or vehicle
is on the same runway
FAROS provides a direct visual warning
that the runway is occupied to flight
crews on final approach
FAROS Operational Concept
FAROS Functional Description
Utilizes inductive loop sensors installed at
appropriate places in the runway and
taxiway surfaces.
Activation Zones are bounded on the
airfield by the inductive loop sensors.
Can detect slow moving or stationary traffic.
FAROS Operational Concept
Pilot notification system designed to provide
supplemental information directly to the pilot on
approach about the occupancy status of the
runway
Controller is not involved in the notification
If an obstruction is present, the pilots decides to
either:
Continue with the approach
Call the tower for additional information
Break off the approach and execute a go-around

Zone 1
Loop Detectors
Logic and Control Subsystem
Zone Occupancy
Logic Module
Flash Control
Interface Module
Surface
Configuration
Information
Pilot Notification
Subsystem
Point Sensor
Interface Module
Zone 2
Loop Detectors
Zone 3
Loop Detectors
Logging
Module
Sensor Subsystems
FPAPI Power and
Control Unit
Light Housing
Assembly (LHA)
[4x]
Remote Access
Module
Remote Access
Subsystem
Remote Access
Module
FAROS Functional Diagram
FAROS OPEVAL
Operational Evaluation (OPEVAL)
currently underway at Long Beach
Airport (LGB).
OPEVAL to be completed Oct 2004.
Full Operations Exit Criteria
Confidence level > 95%
< 1% Missed detection per 100 operations
< 1% False activation per 100 operations
Remote General Aviation
Airport Lighting
GA Remote Lighting
Research being performed by the Centers
for General Aviation Research (CGAR)
University of Alaska
University of North Dakota
Embry Riddle Daytona Beach, Florida
Embry Riddle Prescott, Arizona
Rensselaer Polytechnic Institute, Troy, N.Y.
Focus is to address lighting technologies for
remote airports.
Inadequate or no lighting.
No electrical infrastructure.
Address environmental considerations.
Kickoff Meeting held at the Lighting
Research Institute at Rensselaer September
2004.
GA Remote Lighting
Rural Alaska Lighting
Congressional Legislation submitted to
research.
GA Remote Airport lighting technologies
for Rural Alaska.
Airfield Lasers for Girdwood and Merrill
Field Alaska
Initiated by Senator Stevens.
Potential exists for
laser lighting systems
to provide illumination
of airport hold lines,
remote runways,
helicopter landing
areas and seaplane
base landing areas
Lasers for Airfield Applications
Enhanced visibility in
poor weather or
nighttime conditions.
The light is projected on
the surface of the
ground that prevents it
from being obscured by
snowfall.
Lasers for Airfield Applications?
Kick off meeting held with Airports
Division Alaska, FAATA AAR-411 and
AAS-100 in 30 June 2004.
Lasers for Airfield Applications
Airfield Lighting Control
Monitoring System
ALCMS
Provides guidance to the design engineer
that is designing a new airport control system
for the purpose of integrating the control of
visual aids and improving airport safety
Five Types of Systems are
Covered by this Specification
1. L-890 System Level Diagnostics Only
2. L-891 Basic Monitoring Only
3. L-892 Advanced Monitoring
4. L-893 Individual Lamps Out Monitoring
5. L-894 Insulation Resistance Monitoring
ALCMS
Interface
Overview
Airfield
Lighting Control &
Monitoring System
ALCMS
RVR
Runway Visual Range
Nav. Aid
Systems
ALSF, PAPI,
VASI, REIL
Airport
Power
Commercial &
Emergency
Power
Airfield Ground Lighting
Runway & Taxiway lighting
Rotating Beacon
and Obstruction Lights
ATC HMI
AGL Operator
HMI
Airfield Maintenance
SMGCS
System
Stop Bars,
Sensors
Runway Guard Lights
In-pavement RGL Lighting
HMI
Operations or Other
Remote Viewing Client
Other
Systems
Control
Monitoring
Monitoring
Control
Basic
Equipment
Optional
Equipment
Optional
System
Interfaces
Legend
Basic
Equipment
Optional
Equipment
Optional
System
Interfaces
Legend
Questions
Aligned Taxiway
200' max 200' max
NOTES:
1.
B
B
B
B
G R
G R
W Y
W Y
2. All runway markings, including Displaced Threshold area, are
white. All taxiways, blast pads, stopways, and unusable pavement
markings, are yellow.
The pavement preceding the runway threshold is usable
pavement, but is not part of the designated runway.
Example 7. Runway with End Taxiway
Landing Threshold
LDA Stop End
Takeoff Start
ASDA Stop End
LDA Stop End
Landing Threshold
The pavement preceding the runway threshold is usable
taxiway pavement, but is not part of the designated runway.
The pavement preceding the runway threshold is usable
pavement, but is not part of the designated runway.
Example 7. Runway with End Taxiway
Landing Threshold
LDA Stop End
200' max 50' max
NOTES:
1.
B
B
B
B
G R
G R
W Y
W Y
2. All runway markings, including Displaced Threshold area, are
white. All taxiways, blast pads, stopways, and unusable pavement
markings, are yellow.
Landing Threshold
ASDA Stop End
LDA Stop End
Takeoff Start
The pavement preceding the runway threshold is usable
taxiway pavement, but is not part of the designated runway.
Lighting for GA Remote Airports
Illuminating Engineering Society (IES) and
the General Aviation Lighting
Subcommittee Engineering Brief.
Provides guidance for the manufacturing,
installation and maintenance of low cost
GA lighting equipment.
Defines airport and airfield lighting
guidelines recommended by IES.
Not intended to establish a lighting
standard but to encourage uniform,
consistent and high quality airport
lighting systems among state airport
systems.
Lighting for GA Remote Airports
Need originated from the National
Association of State Aviation Officials
(NASAO) and IES Joint Committee on Visual
Aids.
Many GA airports do not qualify for federal
grant-in-aid assistance.
Ones that do qualify cannot afford their required
local share.
Lighting for GA Remote Airports
Equipment to be addressed:
GA Lighting Bases/Junction Box
Rotating Beacon
Runway Edge Lights (LIRL/MIRL)
Taxiway Markers
Runway End Identifier Lights (REILs) Low
Intensity (REILs)
Precision Approach Path Indicator (PAPI)
Wind Cones
Inset Light Fixtures
Pilot Controlled Lighting (PCL) Runway/Taxiway
Edge Lighting
Lighting for GA Remote Airports
What is a Laser?
LASER - Light Amplification by
Stimulated Emission of Radiation
Light source that produces an
intense, highly directional beam of
light
Declared Distance Final Drawings
Engineering Brief 67 Alternative Light Sources
Other Than Incandescent and Xenon.
Update on Lasers with AND-740
Conclusions on taxiway centerline spacing criteria
New Initiatives CCR Specification, Transformer
Alaskan GA Remote Requirements
Portable Lighting AC
Findings/Conclusions
Consistency in the use of colors for marking
and lighting enhances safety by :
Indicating actual pavement geometry
Maintaining day and night correlation of visual
cues.
Findings/Conclusions
Edge lighting cues are generally most
critical during night operations.
Additional cues are obtained from:
layout of the area
signs
color of the pavement markings
This is applicable both day and night.
Pavement prior to the landing threshold
and beyond the runway end should be
lighted and marked as taxiway, per
applicable Advisory Circulars. At no
time should runway lighting be used on
taxiway surfaces.
Recommendations
Pre-threshold runway areas that are
available for takeoff rolls,
but not for
but not for
landing
landing, should continue to be lighted
per the standards in the Advisory
Circulars.
Recommendations
Examples of earlier Declared Distance
configurations and the current lighting
schemes
Comparisons