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installed at general aviation and air carrier airports. The Tri-color Approach Slope Indicator normally consists of a single light unit, projecting a three-color visual approach path into the final approach area of the runway upon which the system is installed. In all of these systems, a below Glide Path indication is red, the above Glide Path indication is amber and the on path indication is green. Presently installed Tri-color VASIs are low candlepower projector-type systems. Research tests indicate that these systems generally have a daytime useful range of approximately 1/2 to 1 mile. Nighttime useful range, depending upon visibility conditions, varies from 1 to 5 miles. Projector-type VASIs may be initially difficult to locate in flight due to their small light source. Once the light source is acquired, however, it will provide accurate vertical guidance to the runway. Pilots should be aware that this yellow-green-red configuration produces a yellow-green transition light beam between the yellow and green primary light segments and an anomalous yellow transition light beam between the green and red primary light segments. This anomalous yellow signal could cause confusion with the primary yellow "too-high" signal.
d. LOW COST VISUAL APPROACH SLOPE INDICATOR (LCVASI)
(1)
Visual reference available to the pilot using LCVASI are different from those provided by standard VASI. Pilots must understand how LCVASI operates as well as its capabilities and limitations.

(2)
LCVASI consists of 3 sets of 4 white lights on 3 mounts usually installed on only one side of the runway. The rear set of lights, A is the "Glide Slope indicating" set of lights and is installed abeam the touchdown point, while the front set of lights, B, are the "reference" set of lights and are installed nearer the runway threshold. Where LCVASI are installed, the FLIP Enroute Supplement, should contain a remark in the Airport/Facility Direct stating, for example, "LCVASI L Runway 26- See FLIP Planning (GP)" to indicate that LCVASI is installed on the left side of Runway 26. and that the pilot should consult General Planning for proper procedures for using LCVASI.

(3)
Glide Path information provided by LCVASI does not directly inform the pilot how low or high he is in relation to on-glide as does the color coding of standard VASI. Rather, LCVASI indicates, on, above, or below the Glide Path and depends upon the pilot's interpretation of the light pattern. The aircraft position relative to the Glide Path is represented by the middle set of lights: if the middle set of lights is low, the aircraft is low: and, if the middle set of lights is high, the aircraft is high. The more the center set of lights is displaced from the straight-line on-glide indication, the greater the deviation from on-glide.

(4)
There are certain limitations to LCVASI that pilots must be aware of to safely use the system. The system should only be used when the aircraft is on final and aligned with approximately ±5 degrees of the runway. If used during the turn to final or when not aligned with the runway, the rear set of lights will appear behind or to the outside of the front set of lights. This can result in reverse or confusing interpretations of the system. The usable range of LCVASI is approximately 1/2 to 2 nautical miles. Glide Path deviations are easily discernible within approximately 1 nautical mile of touchdown. To properly fly the system corrections to Glide Path should be made as soon as the pilot determines that he is seeing a high or low indication. Since there is currently no definite method of determining how high or how low a given indication of Glide Path deviation is, pilots should use other reference available on final to supplement LCVASI information. LCVASI is capable of providing on-glide

indications to within 1/2 to 1 degree of Glide Path within approximately 2 nautical miles of touchdown.
e. AIRCRAFT WAKE TURBULENCE
　
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