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one, two or three fly-up lights white, the more fly-up
lights being visible the lower the pilot is below the
approach slope; and when well below the approach slope,
see the wing bar(s) and the three fly-up lights red.
When on or above the approach slope, no light shall be visible
from the fly-up light units; when on or below the approach
slope, no light shall be visible from the fly-down light units.
Figure 5-15. Visual approach slope indicator systems
5-27
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Annex 14 -Aerodromes Volume I
Siting
5.3.5.9 The light units shall be located as shown in
Figure 5-16, subject to the installation tolerances given therein.
Note.- The siting of T-VASIS will provide, for a 3" slope
and a nominal eye height over the threshold of 15 m (see
5.3.5.6 and 5.3.5.19). a pilot's eye height over threshold of
13 m to 17 m when only the wing bar lights are visible. If
increased eye height at the threshold is required (to provide
adequate wheel clearance), then the approaches may be flown
with one or more fly-down lights visible. The pilot S eye height
over the threshold is then of the following order:
Wing bar lights and one
fly-down light visible 17mto22m
5.3.5.16 The light units forming the wing bars, or the
light units forming a fly-down or a fly-up matched pair, shall
be mounted so as to appear to the pilot of an approaching
aeroplane to be substantially in a horizontal line. The light
units shall be mounted as low as possible and shall be
frangible.
5.3.5.17 The light units shall be so designed that deposits
of condensation, dirt, etc., on optically transmitting or reflecting
surfaces shall interfere to the least possible extent with the
light signals and shall in no way affect the elevation of the
beams or the contrast between the red and white signals. The
construction of the light units shall be such as to minimize the
probability of the slots being wholly or partially blocked by
snow or ice where these conditions are likely to be
encountered.
Wing bar lights and two
fly-down lights visible 22 m to 28 m Approach slope and elevation setting
of light beams
Wing bar lights and three
fly-down lights visible 28 m to 54 m 5.3.5.18 The approach slope shall be appropriate for use
by the aeroplanes using the approach.
Characteristics of the light units
5.3.5.10 The systems shall be suitable for both day and
night operations.
5.3.5.1 1 The light distribution of the beam of each light
unit shall be of fan shape showing over a wide arc in azimuth
in the approach direction. The wing bar light units shall
produce a beam of white light from 1'54' vertical angle up to
6" vertical angle and a beam of red light from 0" to 1'54'
vertical angle. The fly-down light units shall produce a white
beam extending from an elevation of 6" down to approximately
the approach slope, where it shall have a sharp cut-off.
The fly-up light units shall produce a white beam from
approximately the approach slope down to 1°54' vertical angle
and a red beam below a 1'54' vertical angle. The angle of the
top of the red beam in the wing bar units and fly-up units may
be increased to comply with 5.3.5.21.
5.3.5.12 The light intensity distribution of the fly-down,
wing bar and fly-up light units shall be as shown in Appendix
2, Figure A2-22.
5.3.5.13 The colour transition from red to white in the
vertical plane shall be such as to appear to an observer, at a
distance of not less than 300 m, to occur over a vertical angle
of not more than 15'.
5.3.5.14 At full intensity the red light shall have a Y
coordinate not exceeding 0.320.
5.3.5.15 A suitable intensity control shall be provided to
allow adjustments to meet the prevailing conditions and to
avoid dazzling the pilot during approach and landing.
5.3.5.19 When the runway on which a T-VASIS is
provided is equipped with an ILS andlor MLS, the siting and
elevations of the light units shall be such that the visual
approach slope conforms as closely as possible with the glide
path of the ILS andlor thc minimum glide path of thc MLS, as
appropriate.
5.3.5.20 The elevation of the beams of the wing bar light
units on bnth sides of the runway shall be the same. The
elevation of the top of the beam of the fly-up light unit nearest
to each wing bar, and that of the bottom of the beam of the flydown
light unit nearest to each wing bar, shall be equal and
shall correspond to the approach slope. The cut-off angle of
　
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