AGA - 7.0 LIGHTING

  7.1 General

The lighting facilities available at an aerodrome or airport are described in the CFS. Information concerning an aerodrome or airport's night lighting procedures is included as part of the description of lighting facilities where routine night lighting procedures are in effect. Where night lighting procedures are not published for an aerodrome or airport, pilots should contact the aerodrome operator concerned and request that the appropriate lights be turned on to facilitate their intended night operations.

  7.2 Aerodrome Beacon

Many aerodromes are equipped with a flashing white beacon light to assist pilots in locating the aerodrome at night. The flash frequency of beacons at aerodromes or airports used by aeroplanes is 20 to 30 evenly spaced flashes per minute. The flash frequency of beacons at aerodromes and heliports used by helicopters only is sequenced to transmit the Morse code letter “H” (groups of four quick flashes) at the rate of three to four groups per minute.

  7.3 Minimum Night Lighting Requirements at Aerodromes

Section 301.07 of the CARs requires that any area of land or water that is to be used as an aerodrome at night shall have fixed (steady) white lights to mark take-off and landing areas, and fixed red lights to mark unserviceable (hazardous) areas. Retroreflective markers may be substituted for lights to mark the landing and take-off areas at aerodromes provided alignment lights are installed. This alternative for night marking of landing areas, however, is not approved for certified sites.

  7.4 Unserviceable Area Markings

Unserviceable areas within the manoeuvring area of an aerodrome being used at night are marked by steady burning red lights outlining the perimeter of the unserviceable area(s). Where it is considered necessary in the interest of safety, one or more flashing red lights may be used in addition to the steady red lights.

  7.5 Approach Lighting

The approach lighting systems depicted in the CFS include the following:

7.5.1 Non-Precision Approach Runways

(a) Low Intensity Approach Lighting System: This system is provided on non-precision approach runways and consists of twin aviation yellow fixed intensity light units spaced at 60-m (200-ft) intervals commencing 60 m (200 ft) from the threshold and extending back for a distance of 900 m (3 000 ft) (terrain permitting).

(b) Omnidirectional Approach Lighting System (ODALS): This system is a configuration of seven omnidirectional, variable intensity, sequenced flashing lights. ODALS provides circling, offset, and straight-in visual guidance for non-precision approach runways. There are five lights on the extended centreline commencing 90 m (300 ft) from the threshold and spaced 90 m (300 ft) apart for 450 m (1 500 ft). Two lights are positioned 12 m (40 ft) to the left and right of the threshold.

(c) Medium Intensity Approach Lighting System with Sequenced Flashing Lights (MALSF): This system consists of seven bars of variable intensity lights spaced 60 m (200 ft) apart for 420 m (1 400 ft) commencing at 60 m (200 ft) from the threshold. The three bars farthest away from the threshold also contain a sequenced flashing light unit.

7.5.2 Precision Approach Runways

(a) High Intensity Approach Lighting (HIAL) System-CAT I: This system consists of rows of five white variable intensity light units spaced at 100-ft intervals commencing 300 ft from the threshold and extending back for a distance of 3 000 ft (terrain permitting). Additional light bars have been added to the low intensity system (incorporated in this system) because of the lower landing minimum. These are as follows:

(i) approach threshold bar (green)

(ii) contrast bars (red)

(iii) imminence of threshold bar (red)

(iv) l 000-ft distance bar (white)

(b) Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights-CAT I (MALSR): This system consists of a variable intensity approach lighting system extending 2 400 ft from the threshold. This system consists of the following:

(i) seven bars of light spaced at 200 ft over a distance of 1 400 ft; and

(ii) five sequenced flashing lights spaced at 200 ft over a further distance of 1 000 ft.

(c) High Intensity Approach Lighting System-CAT II: This system consists of rows of five white variable intensity light units placed at longitudinal intervals of 30 m (100 ft) commencing 30 m (100 ft) from the threshold and extending for a distance of 720 m (2400 ft). In view of the very low decision height associated with CAT II operations, the following lights are provided in addition to the lights of the CAT I system:

(i) runway threshold (green)

(ii) 500-ft distance bar (white with red barrettes)

(iii) side barrettes (red)

  7.6 Approach Slope Indicator Systems

7.6.1 General

An approach slope indicator consists of a series of lights visible from at least NM ( .5 NM for abbreviated installations) designed to provide visual indications of the desired approach slope to a runway (usually 3˚). Aircraft following the on-slope signal are provided with safe obstruction clearance within 6˚ to 9˚ on either side of the extended centreline out to 4 NM from the runway threshold. Exceptions will be noted in the CFS. Descent using an approach slope indicator should not be initiated until the aircraft is visually aligned with the runway. Approach slope indicator systems provide safe wheel clearance over the runway threshold. The vertical distance from a pilot's eyes to the lowest portion of the aircraft in the landing attitude is called the EWH, and this distance varies from less than four feet to up to 45 ft for some wide-bodied aircraft, such as the B-7 7. Consequently, approach slope indicator systems are related to the EWH for the aircraft that the aerodrome is intended to serve and provide safe wheel clearance over the threshold when the pilot is receiving the on-slope indication.

The Canadian civil standard for VASIS and PAPI has the lights normally situated on the left side of the runway only. When available strip widths preclude the use of a full system, an abbreviated approach slope indicator consisting of only two light units may be installed. Approach slope indicator systems are categorized as follows:

Visual Approach Slope Indicator System (VASIS)

V1: 2-BAR VASIS intended to serve aircraft with an EWH up to three metres (ten feet).

V2: 2-BAR VASIS intended to serve aircraft with an EWH up to 7.5 m ( 25 ft).

V3: 3-BAR VASIS intended to serve wide-bodied aircraft with an EWH up to 14 m (45 ft).

AV: AVASIS intended to serve aircraft with EWH up to three metres (ten feet).

PAPI (Precision Approach Path Indicator)

P1: PAPI for aircraft with an EWH up to three metres (ten feet).

P2: PAPI for aircraft with an EWH up to 7.5 m (25 ft).

P3: PAPI for aircraft with an EWH up to 14 m (45 ft).

AP: APAPI for aircraft with an EWH up to three metres (ten feet).

7.6.2 2-BAR VASIS (V1 and V2)

The 2-BAR VASIS (V1 and V2 ) consists of four light units situated on the left side of the runway in the form of two pairs of wing bars referred to as the upwind and downwind wing bars. The wing bars project a beam of light having a white colour in the upper part and a red colour in the lower part.

(a) When you are on the approach slope, the upwind bar will show red and the downwind bar will show white.

(b) When you are above the approach slope, both upwind and downwind bars will show white.

(c) When you are below the approach slope, both upwind and downwind bars will show red.

(d) When you are well below the approach slope, the lights of the two wing bars will merge into one red signal.

7.6.3 3-BAR VASIS (V3)

The 3-BAR VASIS (V3 ) is basically a 2-BAR VASIS (V2 ) with one light unit added to form an additional upwind bar. This provides a greater threshold wheel clearance for aircraft with a large EWH (a wide body). The system then consists of three wing bars as follows:

• upwind bar (added)
• middle bar (upwind bar of V2)
• downwind bar of V2

Wide-bodied aircraft use the upwind and middle bars to provide safe wheel clearance and conventional aircraft (up to 7.5 m (25 ft) EWH) use the middle and downwind bars as with V2.

Where VASIS is provided on a precision approach runway, it will be turned off in weather conditions of less than 500 ft ceiling and/or visibility less than one mile, unless specifically requested by the pilot. This is to avoid possible contradiction between the precision approach and VASIS glide paths.

7.6.4 Precision Approach Path Indicator (PAPI)

PAPI consists of four light units situated on the left side of the runway in the form of a wing bar.

(a) When you are on the approach slope, the two units nearest the runway show red and the two units furthest from the runway show white.

(b) When you are slightly above the approach slope, the one unit nearest the runway shows red and the other three show white. When you are further above the approach slope, all four units show white.

(c) When you are slightly below the approach slope, the three units nearest the runway show red and the other white. When you are well below the approach slope, all four units show red.

(d) Although the single wing bar configuration remains the same for all PAPI systems, it is possible to provide for safe wheel clearance over the threshold for aircraft with different EWHs, i.e., P1, P2 and P3 for aircraft with an EWH of up to 3 m (10 ft), 7.5 m (25 ft) and 14 m (45 ft) respectively, by varying the distance of the wing bar from the runway threshold.

  7.7 Runway Identification Lights (RILS)

These are provided at aerodromes where terrain precludes the installation of approach lights, or where unrelated nonaeronautical lights or the lack of daytime contrast reduces the effects of approach lights. Aerodromes equipped with RILS are listed in the CFS and the RILS system is indicated by the notation“AS”.

RILS are operated to accommodate arriving aircraft as follows:

(a) by day: When the visibility is 5 miles or less, they are turned on and will be left on unless the pilot requests that they be turned off.

(b) by night: These lights are operated in conjunction with the approach and runway lights, but can be turned off at the pilot's request.

  7.8 Runway Lighting

A runway that is used at night shall display 2 parallel lines of fixed white lights visible for at least 2 miles to mark takeoff and landing areas. These lights are arranged so that:

(a) the minimum distance between parallel lines is 75 feet, and the maximum is 200 feet;

(b) the maximum distance between lights in the parallel lines is 200 feet;

(c) the minimum length of parallel lines is 1 400 feet;

(d) the minimum number of lights in parallel lines is 8; and

(e) each light in the parallel lines is aligned opposite the other and at right angles to the centre line of the takeoff and landing area.

7.8.1 Runway Edge Lights

These are variable intensity white lights at the runway edges along the full length of the runway spaced at 200-foot intervals, except at intersections with other runways. The units are light in weight and mounted in a frangible manner.

7.8.2 Runway Threshold End Lights

These are variable intensity red and green light units in the form of wing bars along the threshold on each side of the runway centre line, except that for CAT II runways, the red and green light units extend along the full width of the runway. Red shows in the direction of takeoff and green shows in the approach direction.

  7.9 Displaced Runway Threshold Lighting

Where runway thresholds have been displaced they are lighted as follows:

  7.10 Runway Centre Line Lighting

Runway centre line lighting is provided on CAT II runways. It consists of variable intensity lights installed on the runway surface spaced at intervals of 50 feet. The lights leading in the takeoff or landing direction are white to a point 3 000 feet from the runway end. They then change to white and red until 1 000»feet from the runway end, at which point they become red.

  7.11 Runway Touchdown Zone Lighting

Touchdown zone variable intensity white lights are provided on CAT II instrument runways. They consist of bars of three inset lights per bar disposed on either side of the runway centre line, spaced at l00-foot intervals commencing l00 feet from the threshold, extending 3 000 feet down the runway. The lights are unidirectional, showing in the direction of approach to landing.

  7.12 Rapid-Exit Taxiway Lighting

Rapid-exit taxiway lights are green in colour and are installed on the runway surface commencing approximately 200 feet before the turn and continuing through the rapid-exit taxiway to 200 feet beyond the turn.

  7.13 Taxiway Lighting

Taxiway edge lights are blue in colour and are spaced at 200-foot intervals. Where a taxiway intersects another taxiway or a runway, two adjacent blue lights are placed at each side of the taxiway. The intersection of taxiway and parking aprons is indicated by two adjacent yellow lights at taxiway/apron corners. Centre line taxiway lights are green in colour and are installed on the taxiway surface. They are spaced at 200-foot intervals with less spacing on taxiway curves.

  7.14 Clearance Bars

Clearance bars may be provided on taxiways where it is desirable to define a specific aeroplane holding limit. They are located at a point 30 m (100 ft) to 60 m (200 ft) from the near edge of the taxiway and runway intersection. The clearance bars consist of at least three flush-mounted unidirectional yellow lights visible in the direction of the approach to the intersection. They are placed symmetrically about and at 90˚ to the taxiway centre-line with individual lights .5 m (5 ft) apart.

  7.15 Stop Bars

Stop bars are provided at every taxi-holding position serving a runway when it is intended that the runway will be used in RVR conditions of less than a value of the order of 400 m (1 400 ft). Stop bars are located across the taxiway at the point where it is desired that traffic stop and consist of lights spaced at intervals of 3 m (10 ft) across the taxiway. They appear showing red in the intended direction of approach to the intersection or taxi-holding position.

  7.16 Runway Guard Lights

Runway guard lights are provided at each taxiway/runway intersection where enhanced conspicuity of the intersection is needed, such as on a wide-throat taxiway. They consist of yellow unidirectional lights that are visible to the pilot of an aircraft taxiing to the holding position but their configuration may vary:

(a) They can consist of a series of lights spaced at intervals of 3 m (10 ft) across the taxiway. Where this is the case, the adjacent lights illuminate alternately and even lights illuminate alternately with odd lights; or

(b) They can consist of two pairs of lights, one on each side of the taxiway adjacent to the hold line. Where this is the case, the lights in each unit illuminate alternately.

  7.17 Heliport Lighting

Where a heliport is used at night, the perimeter of the TLOF may be lighted by yellow perimeter lights or by floodlighting.

(a) Yellow perimeter lights: Where the TLOF is circular, not less than eight yellow lights are used to mark the perimeter. In a rectangular layout, the perimeter is marked by a minimum of four yellow lights on each side, with a light at each corner.

(b) Floodlighting: When provided, the floodlighting will illuminate the TLOF such that the perimeter marking of the TLOF is visible. Floodlight units will be located beyond the perimeter of the FATO.

NOTE: Perimeter lighting or reflective tape may be used in addition to floodlighting.

7.17.1 FATO Lighting

A FATO perimeter is marked by white or green lights in the same configuration as the TLOF perimeter lighting. Where a TLOF is not located within a FATO, the aiming point will be defined by at least seven red aeronautical ground lights located on the triangular marking.

7.17.2 Approach/Take-off Direction Lights

At some heliports, where it is necessary to follow preferred approach and take-off paths to avoid obstructions or noise-sensitive areas, the direction of the preferred approach and take-off routes will be indicated by a row of five yellow fixed omnidirectional lights outside the FATO.

  7.18 Emergency Lighting

Most major airports in Canada are equipped with an emergency power system for lighting visual aids. This system is normally capable of assuming the electrical load within approximately 15 seconds. At airports with non-instrument approach runways, the changeover time may be upwards of two minutes.

  7.19 Aircraft Radio Control of Aerodrome Lighting (ARCAL)

ARCAL systems are becoming more prevalent as a means of conserving energy, especially at aerodromes and airports not staffed on a continuous basis or where it is not practicable to install a land line to a nearby FSS. Aside from obstacle lights, some or all of the aerodrome and airport lighting may be radio-controlled. Control of the lights should be possible when aircraft are within 15 NM of the aerodrome or airport. The frequency range is 118 to 136 MHz.

Activation of the system is via the aircraft VHF transmitter and is effected by depressing the push-to-talk button on the microphone a given number of times within a specified number of seconds. Each activation will start a timer to illuminate the lights for a period of approximately l5 min. The timing cycle may be restarted at any time during the cycle by repeating the specified keying sequence. It should be noted that for ARCAL Type K runway identification lights (code AS) can be turned off by keying the microphone three times on the appropriate frequency. The code for the intensity and the lighting period varies for each installation. Consequently, the CFS must be consulted for each installation.

NOTE: Pilots are advised to key the activating sequence when commencing their approach, even if the aerodrome or airport lighting is on. This will restart the timing cycle so that the full 15-min cycle is available for their approach.

  7.20 Retroreflective Markers

Some aerodromes may use retroreflective markers in place of lights to mark the edges of runways or helipads. These retroreflective markers are approved for use on runways at registered aerodromes only; however, they may be used as a substitute for edge lighting on taxiways or apron areas at some certified airports.

Retroreflective markers are to be positioned in the same manner as runway lighting described in earlier paragraphs of this chapter. Therefore, when the aircraft is lined up on final approach, retroreflective markers will provide the pilot with the same visual presentation as normal runway lighting. A fixed white light or strobe light shall be installed at each end of the runway to assist pilots in locating the aerodrome and aligning the aircraft with the runway. Similarly, retroreflective markers at heliports are to be positioned in the same pattern as prescribed for helipad edge lighting.

The approved standard for retroreflective markers requires that they be capable of reflecting the aircraft landing lights so that they are visible from a distance of two nautical miles. Pilots are cautioned that the reflective capabilities of retroreflective markers are greatly affected by the condition of the aircraft landing lights, the prevailing visibility and other obscuring weather phenomena. Therefore, as part of preflight planning to an aerodrome using retroreflective markers, pilots should exercise added caution in checking the serviceability of their aircraft landing lights and making provision for an alternate airport with lighting in case of an aircraft landing light failure.