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runway end. FIG AD 1.1−50 shows an example of a
runway distance remaining sign.
27. Aircraft Arresting Systems
27.1 Certain airports are equipped with a means of
rapidly stopping military aircraft on a runway. This
equipment, normally referred to as EMERGENCY
ARRESTING GEAR, generally consists of pendant
cables supported over the runway surface by rubber
“donuts.” Although most devices are located in the
overrun areas, a few of these arresting systems have
cables stretched over the operational areas near the
ends of a runway.
27.2 Arresting cables which cross over a runway
require special markings on the runway to identify
the cable location. These markings consist of 10 feet
diameter solid circles painted “identification yellow,”
30 feet on center, perpendicular to the runway
centerline across the entire runway width. Additional
details are contained in AC 150/5220−9, Aircraft
Arresting Systems for Joint Civil/Military Airports.
NOTE−
Aircraft operations on the runway are not restricted by the
installation of aircraft arresting devices.
31 JULY 08
AIP
United States of America
AD 1.1−19
15 MAR 07
Federal Aviation Administration Nineteenth Edition
27.3 Engineered materials arresting systems
(EMAS). EMAS, which are constructed of high
energy−absorbing materials of selected strength, are
located in the safety area beyond the end of the
runway. They are designed to crush under the weight
of commercial aircraft and they exert deceleration
forces on the landing gear. These systems do not
affect the normal landing and takeoff of airplanes.
More information concerning EMAS is in FAA
Advisory Circular AC 150/5220−22, Engineered
Materials Arresting Systems (EMAS) for Aircraft
Overruns.
NOTE−
EMAS may be located as close as 35 feet.beyond the end of
the runway. Aircraft should never taxi or drive across the
runway.
FIG AD 1.1−1
Precision & Nonprecision Configurations
...... .......... ......
..........
............................................................
........................ ........................................ ........................
.................................. .. .. .. .................................................. .. .. .. .. ................................ ................ .......... ................ ................ .......... ................
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
..........
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.....
.....
.....
.....
.....
..... .....
.....
NOTE: Civil ALSF-2 may be
operated as SSALR during
favorable weather conditions.
ALSF-2
Omnidirectional
Flashing
Light
ODALS
Flashing
Light
Flashing
Light
Flashing
Light . Steady
Burning
Light
.. Steady
Burning
Light
.. Steady
Burning
Light
SSALR
ALSF-1 MALSR
... ... ..... ... ...
. Steady
Burning
Light ................ .......... ................
MALSF
Flashing
Light
..........
..........
..........
..........
..........
.......... 15° 10° 10° 15°
LANDING
APPROACH
REIL
31 JULY 08
AIP
United States of America
AD 1.1−20
15 MAR 07
Nineteenth Edition Federal Aviation Administration
FIG AD 1.1−2
2-Bar VASI
Far Bar
= Red
Near Bar = White
Below Glide Path On Glide Path Above Glide Path
FIG AD 1.1−3
3-Bar VASI
Far Bar
Middle Bar
Near Bar
Below Both
Glide Paths
On Lower
Glide Path
On Upper
Glide Path
Above Both
Glide Paths
FIG AD 1.1−4
VASI Variations
2 Bar
2 Light Units
On Glide Path
2 Bar
12 Light Units
On Glide Path
3 Bar
16 Light Units
on Lower Glide Path
AIP
United States of America
AD 1.1−21
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1−5
Precision Approach Path Indicator (PAPI)
Slightly High
　
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