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white;
b) when above the approach slope, see both the units as
white; and
c) when below the approach slope, see both the units as red.
Note.- Where a runway is used by aircraff requiring SZng
visual roll guidance which is not provided by other external 5.3.5.27 The light units shall be located as in the basic ompepaonsri,t et hsiedne oaf tsheec ornudn wwaiyn. g bar may be provided on the lcaotniofnig utorlaetrioannc iellsu gsitvraetne dt hienr eFiing.u Treh e5 -u1n8i,t ss ufobrjmecitn tgo a t hGef inings btaalrshall
be mounted so as to appear to the pilot of an approaching
5'3'5'25 The wing bar a be constructed and amplane to be in a hoononla] ,line. The light
arranged in such a manner that a pilot making an approach units shall be mounted as low as possible and shall be
will:
frangible.
a) when on or close to the approach slope, see the two units
nearest the runway as red and the two units farthest from
the runway as white; Characteristics of the light units
I
b) when above the approach slope, see the one unit nearest 5.3.5.28 The system shall be suitable for both day and
the runway as red and the three units farthest from the night operations.
Chapter 5 Annex 14 -Aerodromes
Typical APAPI wing bar
Figure 5-1 8. Siting of PAP1 and APAPI
5-31
-'0
0 LY:) Runway e!
i=
-'0
L0:
Runway gY!)
i= p-~~-q o m k-~,-d
( * l m )
a" f (* lm) ac
0 0
OA
Typical PAPI wing bar
INSTALLA TZON TOLERANCES
a) Where a PAPI or APAPI is installed on a runway not equipped c) If a wheel clearance, greater than that specified in a) above is
with an ILS or MLS, the distance Dl shall be calculated to required for specific aircraji, this can be achieved by
ensure that the lowest height at which a pilot will see a correct increasing D 1.
approach path indication (Figure 5-19, angle B for a PAPI
and angle A for an APAPI) provides the wheel clearance over d) Distance Dl shall be adjusted to compensate for d~rerencesin
the threshold specified in Table 5-2 for the most demanding elevation between the lens centres of the light units and the
amongst aeroplanes regularly using the run way. threshold.
6) Where a PAPI or APAPI is installed on a runway equipped e) To ensure that units are mounted as low as possible and to
with an ILS and/or MLS, the distance Dl shall be calculated to allow for any transverse slope, small height adjustments of up
provide the optimum compatibility between the visual and non- to 5 cm between units are acceptable. A lateral gradient not
visual aids for the range of eye-to-antenna heights of the greater that 1.25 per cent can be accepted provided it is
aeroplanes regularly using the runway. The distance shall be uniformly applied across the units.
equal to that between the threshold and the eflective origin of
the ILSglide path or MLS minimum glide path, as appropriate, fl A spacing of 6 m (*I m) between PAPI units should be used
plus a correction factor for the variation of eye-to-antenna on code numbers I and 2. In such an event, the inner PAPI unit
heights of the aeroplanes concerned. The correction factor is shall be located not less than 10 m (*l m) from the runway
obtained by multiplying the average eye-to-antenna height of edge.
those aeroplanes by the cotangent of the approach angle.
However, the distance shall be such that in no case will the Note.- Reducing the spacing between light units results in a
wheel clearance over the threshold be lower than that specified reduction in usable range of the system.
in column (3) of Table 5-2.
g) The lateral spacing between APAPI units may be increased to
Note.- See Section 5.2.5 for specifications on aiming point 9 m (*l m) ifgreater range is required or later conversion to
marking. Guidance on the harmonization of PAPI, ILS andor MLS a fill PAPI is anticipated. In the latter case, rhe inner APAPI
signals is contained in the Aerodrome Design Manual, Part 4. unit shall be located 15 m (*I m)fiom the runway edge.
Anna 14 -Aerodromes Volume I
5.3.5.29 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 within a vertical
angle of not more than 3'.
5.3.5.30 At full intensity the red light shall have a Y
coordinatenot exceeding 0.320.
5.3.5.31 The light intensity distribution of the light units
shall be as shown in Appendix 2, Figure A2-23.
Note.- See the Aerodrome Design Manual, Part 4 for
additional guidance on the characteristics of light units.
5.3.5.32 Suitable intensity control shall be provided so as
to allow adjustment to meet the.prevailing conditions and to
avoid dazzling the pilot during approach and landing.
　
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