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31 JULY 08
AIP
United States of America
GEN 1.7−54
15 MAR 07
Nineteenth Edition Federal Aviation Administration
5.3.5.42 The PAPI obstacle protection surface used is as follows: The surface begins 90 meters in front of the
PAPI system (toward the threshold) and proceeds outward into the approach zone at an angle
1 degree less than the aiming angle of the third light unit from the runway. The surface flares
10 degrees on either side of the extended runway centerline and extends 4 statute miles from its
point of origin.
5.3.8.4 The U.S. permits the use of omnidirectional runway threshold identification lights.
5.3.13.2 The U.S. does not require the lateral spacing of touchdown zone lights to be equal to that of
touchdown zone marking when runways are less that 45 meters wide.
The lateral distance between the markings is 22 meters when installed on runways with a width of
45 meters or greater. The distance is proportionately smaller for narrower runways. The lateral
distance between touchdown zone lights is nominally 22 meters but may be reduced to 20 meters to
avoid construction problems.
5.3.14 The U.S. has no provision for stopway lights.
5.3.15.1
5.3.15.2*
Taxiway centerline lights are required only below 183 meters RVR on designated taxi routes.
However, they are generally recommended whenever a taxiing problem exists.
5.3.15.3
8.2.3
Taxiway centerline lights are not provided on runways forming part of a standard taxi route even for
low visibility operations. Under these conditions, the taxi path is coincident with the runway
centerline, and the runway lights are illuminated.
5.3.15.5 Taxiway centerline lights on exit taxiways presently are green. However, the new U.S. standard
which is scheduled to be published by 1 January 98 will comply with the alternating green/yellow
standard of Annex 14.
5.3.15.7* The U.S. permits an offset of up to 60 cm.
5.3.16.2
8.2.3
Taxiway edge lights are not provided on runways forming part of a standard taxi route.
5.3.17.1
5.3.17.2*
5.3.17.3
5.3.17.4*
5.3.17.5*
Stop bars are required only for runway visual range conditions less than a value of 183 meters at
taxiway/runway intersections where the taxiway is lighted during low visibility operations. Once
installed, controlled stop bars are operated at RVR conditions less than a value of 350 meters.
5.3.17.6 Elevated stop bar lights are normally installed longitudinally in line with taxiway edge lights. Where
edge lights are not installed, the stop bar lights are installed not more than 3 meters from the taxiway
edge.
5.3.17.9 The beamspread of elevated stop bar lights differs from the inpavement lights. The inner isocandela
curve for the elevated lights is ± 7 horizontal and ± 4 vertical.
5.3.17.12 The U.S. standard for stop bars, which are switchable in groups, does not require the taxiway
centerline lights beyond the stop bars to be extinguished when the stop bars are illuminated. The
taxiway centerline lights which extend beyond selectively switchable stop bars are grouped into two
segments of approximately 45 meters each. A sensor at the end of the first segment re−illuminates
the stop bar and extinguishes the first segment of centerline lights. A sensor at the end of the second
segment extinguishes that segment of centerline lights.
5.3.18.1* Taxiway intersection lights are also used at other hold locations on taxiways such as low visibility
holding points.
5.3.18.2 Taxiway intersection lights are collocated with the taxiway intersection marking. The marking is
located at the following distances from the centerline of the intersecting taxiway:
Airplane Design Group Distance
I 13.5 meters
II 20 meters
III 28.5 meters
IV 39 meters
V 48.5 meters
VI 59 meters
31 JULY 08
AIP
United States of America
GEN 1.7−55
15 MAR 07
Federal Aviation Administration Nineteenth Edition
5.3.19.1
5.3.19.2*
Runway guard lights are required only for runway visual range conditions less than a value of
350 meters.
5.3.19.4
5.3.19.5
Runway guard lights are placed at the same distance from the runway centerline as the aircraft
holding distance, or within a few feet of this location.
5.3.19.12 The new U.S. standard for in−pavement runway guard lights complies with Annex 14. However,
there may be some existing systems that do not flash alternately.
5.3.20.4* The U.S. does not set aviation standards for flood lighting aprons.
5.3.21 The U.S. does not provide standards for visual docking guidance systems. U.S. manufacturers of
these devices generally adhere to ICAO SARPS.
　
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