ICAO

CIRCULAR 6 -AN/5

CIRCULAR

JULY 1948

AERODROME APPROACH LIGHTS

P r e p a r e d i n t h e Air N a v i g a t i o n Bureau
and p u b l i s h e d by authority
of t h e Seoretary General

INTERNATIONAL
C I V I L AVIATION
O R G A N I Z A T I O N
MONTREAL CANADA
 This publication is issued in English, French and Spanish.

Published i n Montreal, Canada, by the

International Civil Aviation Or~anization.
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ICAO Circular 6 .AN/5 Pa.ge 3

TABLE OF CONTENTS .
Page

SUWARY ................................................ 5
AERODROME APPROACH LIGHTS
1.0 H i s t o r i c a l ......................................
2.- The Need f o r Approach L i g h t s ....................
3.- O p e r a t i o n a l C o n s i d e r a t i o n s ......................
4. L a t e s t Views on C h a r a c t e r i s t i c s .................
5.0 Recent P r o g r e s s i n U.5.A ........................
6.0 F u r t h e r Action ..................................
Appendix A * - B i b l i o g r a p h y of Documents .............,

Second S e s s i o n .......................
Appendix B.- E x t r a c t from F i n a l Report of AGA

Appendix C. A p p l i c a t i o n ............................
A. Proposed by t h e United Kingdom .....
B. Proposed by t h e United S t a t e s ......
C.- Proposed by IATA. ..................
Approach L i g h t s .................
D o - Westinghouse High I n t e n s i t y
E.- Proposed by t h e United ~ i n ~ d o r .... n.
Appendix D m - Guidance ...............................

Approach Lightg.. ...............

A * - Westinghouse High I n t e n s i t y
B.- Proposed by t h e UnJted Kingdom .....
new System ......................
C.- Fundamental P r i n c i p l e s of t h e
Page 4 ICAO Circular 6 .AN/!?
Page
Appendix E.. Arrangelaent ............................. 27
A * - Proposed by I r e l a n d .................
B.- Proposed by t h e United Kingdom ......
27
P r o ~ o s e dby t h e United S t a t e s .......
27
C.- 28
D o - Pro9osed by France .................. 28
E.- Proposed by IATA. ..............,.,..
F.- Funnel System a t Arcata, C a l i f o r n i a .
29
29
L i g h t s . * .........................
G.- Tzlestinghouse High I n t e n s i t y Approach
30
H.- Proposed by the United Kingdom ...... 30
Appendix F
. I n t e n s i t y ............................... 34
A*- Proposed by t h e United Kingdom
B.0 Proposed by IATA
......
.................... 34
35
C.- Westinghouse High I n t e n s i t y Approach
light^.....................,..... 35
Appendix G o - Colour .................................. 37
Proposed by I r e l a n d ................. 37
B e - Proposed by t h e United Kingdom. .....
8..
37
Proposed by t h e United S t a t e s ....... 38
D.- Proposed by Denmark .................
C.-
38
E.- Proposed b y t h e United Kingdom ...... 38
Appendix H.- Distance Marking L i g h t s .............,... 39
h . . Proposed by Ireland. ................ 39
B.- Proposed by t h e United S t a t e s .......
C .- Proposed by t h e United Kingdom ......
39
40
ICAO C i r c u l a r 4 - AM/S Page 5

With a view t o improving t h e r e g u l a r i t y of a i r t r a n s p o r t

o p e r a t i o n s and a l s o w i t h t h e o b j e c t of providing added s a f e t y
d u r i n g approach and l a n d i n g , n o t a b l y when v i s i b i l i t y c o n d i t i o n s
a r e low, a number of S t a t e s a r e c o n t i n u i n g t o devote a t t e n t i o n
t o t h e problem of developing s u i t a b l e systems of aerodrome
approach l i g h t s .
S t u d i e s have been made of t h e probable p p e r a t i o n a l r e q u i r e -
ments f o r such i n s t a l l a t i o n s and t h e s e i n t u r n have been s c i e n -
t i f i c a l l y analfged and, i n some c a s e s , developed i n t o e n g i n e e r i n g
s p e c i f i c a t i o n s . ' S y n t h e t i c a s w e l l a s p r a c t i c a l experiments have
been o r a r e being made and f u l l - s c a l e t e s t s a r e c u r r e n t l y i n
p r o g r e s s i n v a r i o u s countr2es. The d e s i g n s t h a t a r e under t r i a l
a r e based on s e v e r a l d i f f e r e n t conceptions of what guidance t h e
p i l o t of an a i r c r a f t r e a l l y needs.
T h i s C i r c u l a r c o n t a i n s , i n re-arranged form, e x t r a c t s
from numesous papers on approach l i g h t i n g f o r l a n d aerodromes
t h a t have been p r e s e n t e d a t ICAO Meetings h e l d i n Montreal
d u r i n g t h e p a s t two y e a r s . A r e c o r d i s a l s o given of c e r t a i n
i n f o r m a t i o n t h a t has beeh obtained from t h e U.S.A. by t h e
S e c r e t a r i a t s i n c e t h e Septernber/October 1947 S e s s i o n of t h e
Aerodromes, A i r Routes and Ground Aids D i v i s i o n of I C A O .
Included a t t h e end of t h e C i r c u l a r i s a surnmary of
f u t u r e a c t i o n suggested by t h e S e c r e t a r i a t , i n an a t t e m p t t o
focus a t t e n t i o n on t h o s e m a t t e r s t h a t r e q u i r e u r g e n t a t t e n t i o n ,
s o t h a t agreement may be reached on I n t e r n a t i o n a l Standards
and Recommended P r a c t i c e s f o r approach l i g h t i n g a t t h e 1949
S e s s i o n of t h e AGA D i v i s i o n .
THIS PAGE INTENTIONALLY LEFT BLANK
I C A O Circular 6 - Page 7

AERODROME APPROACH LIGHTS

1, - HISTORICAL
The Aerodromes, Air Routes and Ground Aids Division of
ICAO at its Third Session in September/October 1947, studied
the problem of standardization specifications for approach
lights to be installed at land aerodromes, It concluded that
the:>$tageof development reached and the knowledge and experience
available were as yet insufficient to permit the formulation of
definite proposals for InteEilational Standards and Recommended
Practices. However, the Division recommended, and the Air
Navigation Committee of Council agreed, that the subject
warranted further study by Contracting States and by the Secre-
tariat on top griority, and further that States should be ad-
vised to concentrate on such research and development in this
field as would lead to early agreement on suitable International
Standards.
Several States, IATA and the ICAO Secretariat have in
the past presented papers on this subject, Some of them were
tabled as supporting do~nmentsto the Second and some to the
Third Session of the AGA Division. The Division, realizing
the value of such contributions, recommended that the Secre-
tariat be authorized to prepare a **brochurencontaining relevant
extracts from these documents, together with the text of the
Second Sessionss recommendations for Standards and Recommended
Practices on the subject. A bibliography of the documents in
question is attached as Appendix A; Appendix B gives the
specifications developed at the Second Session; and in
Appendices C, D, E, F and G, relevant extracts and diagrams
developed from these documents are reproduced,
The President, acting under authority delegated to him
by the ICAO Council, agreed that the Secretariat should prepare
an ICAO Circular containing this information, together with
any new material that it had succeeded in obtaining since the
Divisionss Third Session closed, Accordingly, information
secured in the course of one short mission to Washington by
a member of the AGA Section who conferred with members of the
Approach Light Committee of the U,S, Aeronautical Board,
(combined Navy, Air Force and Civil), has been included in
this document.
Page 8 LCAO C i r c u l a r 6 - AN/5
A s a wide v a r i e t y of systems of approach l i g h t s have
been suggested, and a s e x t r a c t s from t h e documents l i s t e d i n
Appendix A do n o t i n d i c a t e any c l e a r t r e n d s i n developments,
i f taken i n c h r o n o l o g i c a l o r d e r , t h e m a t e r i a l i n t h i s C i r c u l a r
h a s been arranged under s u b j e c t headings, I t i s hoped t h i s a r r a n -
gement w i l l a s s i s t t e c h n i c i a n s t o determine what a r e t h e most
a p p r o p r i a t e o p e r a t i o n a l requirements t o adopt a s a b a s i s f o r
f u t u r e I n t e r n a t i o n a l Standards and Recommended P r a c t i c e s ,

2, - THE NEED FOR APPROACH LIGHTS

2.1, It i s g e n e r a l l y agreed t h a t t h e p r i n c i p a l r e a s o n
f o r i n s t a l l i n g approach l i g h t s i s t o provide a r e l i a b l e v i s u a l
a i d t o p i l o t s d u r i n g t h e l a t t e r p a r t of t h e approach t o l a n d i n g
under c o n d i t i o n s of low v i s i b i l i t y by day o r by n i g h t , F u r t h e r -
more, i t i s accepted t h a t t h e system of l i g h t s should form an
i n t e g r a l p a r t both of t h e non-visual ( r a d i o ) approach o r l a n d i n g
system and t h e system of runway l i g h t s and/or f o g d i s p e r s a l , A
f u r t h e r requirement i s t h a t t h e system of approach l i g h t s should
provide a v i s u a l a i d t o approach a t n i g h t when v i s i b i l i t y i s
good, (& Appendix C .)
2,2, P o t e n t i a l l y i t would seem t h a t t h e requirements
f o r a l a n d i n g a i d under Hzero-zero* v i s i b i l i t y c o n d i t i o n s should
be met by a r d i o a i d which i s n o t dependent upon v i s i b i l i t y
c o n d i t i o n s f o r i t s e f f e c t i v e o p e r a t i o n . Much h a s been accom-
p l i s h e d towards t h e p r o v i s i o n of such an a i d ; however, an
o p e r a t i o n a l s o l u t i o n t o t h e complete problem, has n o t y e t been
achieved, The non-visual l a n d i n g a i d s recommended by t h e I C A O
S p e c i a l Radio T e c h n i c a l D i v i s i o n f o r adoption u n t i l 1955 pro-
v i d e a s o l u t i o n t o t h e e x t e n t t h a t f s p r a c t i c a b l e w i t h equip-
ment now a v a i l a b l e , but i t i s recognized t h a t s u p p o r t from
v i s u a l a i d s i s s t i l l n e c e s s a r y f o r s a f e t y i n t h e f i n a l phase
of t h e approach,
(Note.- The United Kingdom a r e working on t h e
assumption t h a t I L S w i l l b r i n g a i r c r a f t down t o w i t h i n 150 t o
200 f e e t (45 t o 60 metres) of t h e ground, and t o w i t h i n 600 t o
1,000 y a r d s ( 5 5 0 t o 900 metres) of t h e l a n d i n g p o i n t . )
2,3. It i s hoped t h a t by t h e p r o v i s i o n of h i g h
i n t e n s i t y approach l i g h t s i t w i l l be p o s s i b l e f o r a i r c r a f t t o
be operated r e g u l a r l y even when h o r i z o n t a l v i s i b i l i t y i s con-
s i d e r a b l y less than i s a c c e p t a b l e with t h e u s e of ILS a l o n e ,
By v a r y i n g t h e i n t e n s i t y of t h e approach l i g h t s , i t should a l s o
be possible t o u s e t h e low v i s i b i l i t y system under f a i r o r good
weather c o n d i t i o n s t h u s c o n t r i b u t i n g t o g r e a t e r s a f e t y i n f l y i n g
o p e r a t i o n s , If and when a non-visual ( r a d i o ) a i d i s provided
ICAO C i r c u l a r 6 - AN/5 Page 9

t o t h e s t a g e which would permit l a n d i n g w i t h s a f e t y and

r e g u l a r i t y under tlzero-zerotl c o n d i t i o n s , i t i s b e l i e v e d t h a t
i t w i l l s t i l l be n e c e s s a r y t o provide a v i s u a l a i d f o r approach
and l a n d i n g a s a s a f e t y check, and t o reduce t o a minimum any
u n c e r t a i n t y which t h e p i l o t may f e e l under c o n d i t i o n s of v e r y
low v i s i b i l i t y .
2.4. The q u e s t i o n of j u s t how f a r and a t what r a t e i t
w i l l be p o s s i b l e and p r a c t i c a b l e t o advance towards o p e r a t i n g
a i r c r a f t i n c o n d i t i o n s of tfzero-zerotf v i s i b i l i t y remains, a s
y e t , unanswered. I n g e n e r a l , i t would appear t h a t most S t a t e s
a r e , a t p r e s e n t , endeavouring t o a r r a n g e f o r l a n d i n g o p e r a t i o n s
t o c o n t i n u e u n t i l h o r i z o n t a l v i s i b i l i t y c o n d i t i o n s drop below
400 yards (350 m e t r e s ) . There i s , however, one condenser
d i s c h a r g e t y p e of f l a s h i n g l i g h t system t h a t t h e manufacturers
hope w i l l be s u i t a b l e f o r u s e i n a l l weather c o n d i t i o n s i n c l u d i n g
day f o g w i t h v i s i b i l i t y l e s s than 50 f e e t ( 1 5 m e t r e s ) , b u t a s
no t e s t have y e t been made with t h i s system, i t i s c l e a r l y
impossible t o p r e d i c t whether or n o t such hopes w i l l be f u l f i l l e d .
*
2,5. Apart from t h e numerous t e c h n i c a l problems involved,
economik c o n s i d e r a t i o r l s should presumably play an important r o l e
i n t h e f i n a l d e t e r m i n a t i o n of what a r e t h e most s u i t a b l e approach
l i g h t systems, Although v e r y e l a b o r a t e and expensive u l t r a -
h i g h - i n t e n s i t y i n s t a l l a t i o n s may be n e c e s s a r y and j u s t i f i a b l e
a t l a r g e and busy a i r p o r t s , where r e g u l a r i t y i n a i r t r a n s p o r t
o p e r a t i o n s i s e s s e n t i a l , l e s s e l a b o r a t e i n s t a l l a t i o n s may
s u f f i c e a t o t h e r a i r p o r t s where t h e n a t u r e and d e n s i t y of a i r
t r a f f i c i s l e s s c r i t i c a l , For example, i t may be p o s s i b l e t o
s t a n d a r d i z e a system which can be developed s t a g e by s t a g e ,
each s t e p i n t h e p r o c e s s providing f o r r e g u l a r o p e r a t i o n s under
lower and lower weather minima, I f such a c o u r s e of a c t i o n
were t o be followed, i t would be important t o e n s u r e t h a t a t
each s t a g e of development p i l o t s would r e c e i v e t h e same o r a t
l e a s t v e r y s i m i l a r guidance, thereby e n a b l i n g s t a n d a r d approach
procedures t o be employed without d i f f i c u l t y o r p o s s i b i l i t y of
confusion, It may a l s o be t h a t l e s s e l a b o r a t e systems than some
now contemplated w i l l prove adequate, even i n c o n d i t i o n s of v e r y
poor v i s i b i l i t y , when non-visual ( r a d i o ) a i d s t o l a n d i n g a r e
f u r t h e r improved. (See a l s o Paragraph 3,2.1,)
3, - OPERATIONAL CONSIDERATIONS

3.1. - Current Opinion

3.1.1. Opinions v a r y a s t o t h e p r e c i s e n a t u r e and e x t e n t
of t h e guidance i t w i l l be n e c e s s a r y t o g i v e t o p i l o t s approach-
i n g aerodromes t o l a n d i n c o n d i t i o n s of v e r y poor v i s i b i l i t y ,
Page 10 ICAO C i r c u l a r 6 - AM/^

A l l Agree t h a t adequate guidance w i l l be needed, b u t , while

some t h i n k a simple l i n e of l i g h t s w i l l provide t h i s , o t h e r s
b e l i e v e t h a t a more e x t e n s i v e system w i l l be r e q u i r e d .
3.1.2. Another a s p e c t of t h i s q u e s t i o n i s t h a t of
"identification", A 1 1 a r e agreed t i ~ a tt h e r e must be no possi-
b i l i t y of a p i l o t confusing o t h e r l i g h t i n g on o r i n t h e v i c i n i t y
of an aerodrome, w i t h t h e approach l i g h t s , nor of h i s mistaking
one p a r t of t h e system f o r another.
3.103, Various methods of ensuring c o r r e c t i d e n t i f i c a t i o n
have been s u g g e s t e d , i n c l ~ ~ d i nt gh e use of c h a r a c t e r i s t i c c o l o u r s ,
l i g h t arrangement, and f l a s h i n g l i g h t s e i t h e r a s primary u n i t s ,
o r a s u n i t s secondary t o f i x e d l i g h t s , t o achieve c o n s p i c u i t y .
3*1,4. A s t h e s o l u t i o n of t h e whole problem depends
u l t i m a t e l y on how much guidance i s t o be provided, it may prove
u s e f u l a t t h i s s t a g e t o mention a number of t l o p e r a t i o n a l n
s u b d i v i s i o n s of t h i s q u e s t i o n , s o t h a t they can be borne i n
mind when examining t h e v a r i o u s answers t h a t have been given:
a ) A t what s t a g e during his approach t o l a n d should
a p i l o t be a b l e t o change from instrument t o v i s u a l f l i g h t ?
(& Paragraph 3 , 2 , 1 , )
b ) For a s u c c e s s f u l approach what i s t h e maximum
d e p a r t u r e l i k e l y t o occur h o r i z o n t a l l y and v e r t i c a l l y
from t h e p e r f e c t ILS approach a t t h i s p o i n t ?
Note.- Some S t a t e s d e s c r i b e the a r e a formed by
t h e maximum probable upward/downward and sideways d e p a r t u r e s
when l o c a t e d above the midele marker, a s t h e l q p o r t a l t l , )
(See Paragraph 3,2,2,)
c ) To what e x t e n t i s v i s u a l guidance needed t o
h e l p determine h e i g h t nbove t h e ground (See Paragraph -
3.2.30)
d ) T o what e x t e n t i s f l a t t i t u d e " and l a t e r a l guidance
needed? (See Paragraph 3.2.4. )
e ) 'dhat a r e t h e forward and downward v i s i b i l i t y
c h a r a c t e r i s t i c s of t h e c o c k p i t s of types of a i r c r a f t
l i k e l y t o be o p e r a t i n g under c o n d i t i o n s n e c e s s i t a t i n g
t h e u s e of approach l i g h t s ? (& Paragraph 3 , 2 . 5 , )
f ) To what e x t e n t i s i t d e s i r a b l e t h a t guidance
should be given t o t h e c o - p i l o t a s , w e l l a s t h e p i l o t ?
(See Paragraph 3.2.6,)
 : I C A ~c i r c u l a r 6 - AN/^ Page 11

3,2. - Possible Requirements

3.2.1. S t a g e of approach a t which p i l o t should be a&
t o change t o v i s u a l f l i g h t . A t t h e p r e s e n t time t h e p r i n c i p a l
aim appears t o be t o provide a system which w i l l e n s u r e t h a t a
p i l o t - h a s a v a i l a b l e a- s a t i s f a c t o E y v i s u a l a i d a t l e a s t a t t h e
p o i n t when he i s unable s a f e l y t o proceed f u r t h e r w i t h t h e
approach u s i n g s o l e l y t h e non-visual a i d .
A s r a d i o a i d s a r e improved emphasis w i l l f a l l on t h e
(question of p r o v i d i n g t h e p i l o t w i t h v i s u a l guidance i n s u f f i -
c i e n t time t o permit of t h e necessary mental adjustments t o
enable him t o execute a s a f e l a n d i n g a f t e r changing from i n s -
trument t o v i s u a l f l i g h t , U n t i l f u r t h e r e x p e r i e n c e i s gained
i t i s d i f f i c u l t t o e s t i m a t e whether t h e l e n g t h of approach
systems may, o r may n o t be reduced a s r a d i o a i d s a r e improved.
(See Paragraph 2.5. )
It w i l l be a p p r e c i a t e d , a l s o , t h a t t h e f o l l o w i n g f a c t o r s
must be t a k e n i c t o c o n s i d e r a t i o n when determining what i s t h e
most d e s i r a b l e s t a g e f o r a p i l o t t o change t o v i s u a l f l i g h t :
t h e p r a c t i c a l l i m i t a t i o n s of i l l u m i n a t i o n , t h e p e n e t r a t i o n of
l i g h t through smoke, haze, o r fog, and t h e forward and downward
v i s i b i l i t y from t h e c o c k p i t s of t h e t y p e s of a i r c r a f t l i k e l y
t o be operated on t h e system.
3.2.2. Maximum d e v i a t i o n h o r i z o n t a l l y and v e r t i c a l l y
from i d e a l approach p a t h . A s w i l l be a p p r e c i a t e d , some i d e a
of t h e s i z e of " p o r t a l r t (& Paragraph 3,1.hm (b) i s r e q u i r e d
t o determine, on t h e b a s i s of a e r o p l a n e v i s i b i l i t y c h a r a c t e r -
i s t i c s , j u s t where i t w i l l be p o s s i b l e t o p l a c e l i g h t s s o t h a t
a s u f f i c i e n t number can be seen under s p e c i f i e d v i s l b i l i t y con-
d i t i o n s t o provide t h e necessary guidance, The only p r o p o s a l
received t o d a t e i s t h a t of t h e U,S,A,, which h a s s e t down a n
o p e r a t i o n a l requirement f o x a p o r t a l 600 f e e t (180 m e t r e s )
wide by 400 f e e t (120 m e t r e s ] deep, 300 f e e t (90 m e t r e s ) above
and 1 0 0 f e e t (30 m e t r e s ) below t h e g l i d e p a t h , These measure-
ments a r e based on a s t u d y of t h e r e c o r d s obtained by means
of GCA equipment of t h e accuracy of approaches made on ILS
a t A r c a t a , C a l i f o r n i a . The f i n d i n g s of o t h e r S t a t e s on t h i s
q u e s t i o n would be of v a l u e ,
3 0 2 , 3 , Height guidance, There appear t o be only two
systems a t p r e s e n t t h a t a r e designed w i t h a view t o p r o v i d i n g
a d e f i n i t e measure o f h e i g h t guidance, The United Kingdom
system, developed by M r . E,S, C a l v e r t , and now being t e s t e d
a t t h e Royal A i r c r a f t Establishment, Farnborough, and t h e
" s l o p e Line Systemf1, developed by H o J o @ o Pearson and
A.J. Sweet of t h e U.S,, and being t e s t e d a t Arcata a f t e r
being t r a n s f e r r e d from I n d i a n a p o l i s ,
 Page 12 ICAO C i r c u l a r 6 - AN/^

The former i s based on p r i n c i p l e s of p e r s p e c t i v e from

which i t i s hoped t h a t a p i l o t w i l l be a b l e t o judge h i s h e i g h t
by means of t h e a p p a r e n t i n c r e a s e o r d e c r e a s e i n t h e lengkh of
s u c c e s s i v e h o r i z o n t a l b a r s of l i g h t s arranged t r a n s v e r s e l y
a c r o s s t h e extended c e n t r e l i n e of t h e runway, The l e n g t w o f
t h e s e b a r s i s such t h a t t h e y w i l l appear t o t h e p i l o t t o be of
c o n s t a n t l e n g t h providing t h e approach i s made down t h e c e n t r e
of t h e ILS g l i d e path, If he descends t o o low, t h e s u c c e s s i v e
b a r s w i l l appear t o become wider, o r i f he ascends above t h e
i d e a l approach a n g l e , t h e s u c c e s s i v e b a r s w i l l a p p a r e n t l y
decrease i n length,
The l a t t e r system c o n s i s t s of a s e r i e s of i n c l i n e d b a r s
of l i g h t , s o arranged t h a t they appear a s s t r a i g h t l i n e s when
a c o r r e c t approach i s b e i n g made and, if t o o low, o r t o o h i g h ,
t h e y appear a s a s e r i e s of s t e p s e i t h e r down o r up, according
t o whether t h e a i r c r a f t i s h i g h o r low,
3.2.4. . A t t i t u d e and l a t e r a l ' guidance. he q u e s t i o n
of a t t i t u d e guidance i s i n t e r - r e l % t e d w i t h t h a t of providing
an i n d i c a t i o n of l a t e r a l d e p a r t u r e from t h e approach c e n t r e
l i n e , Opinions range from t h a t ex r e s s e d i n Doc 4752 -
~ ~ ~ / 5 4t o5 t,h a t mentioned i n Doc f653 ~GA/521 (E& - Appendix
D). I n t h e f i r s t mentioned documents, t h e need f o r v e r y com-
p l e t e guidance i n t h i s p a r t i c u l a r r e s p e c t i s s t r e s s e d , whereas
i n t h e l a s t mentioned paper, t h e t h e o r y i s advanced t h a t l i m i t e d
guidance only i s needed, s i n c e a v a i l a b l e r a d i o a i d s w i l l have
p l a c e d t h e p i l o t i n a p o s i t i o n from which l i t t l e change, i f any,
e i t h e r i n d i r e c t i o n o r i n a t t i t u d e w i l l be n e c e s s a r y d u r i n g t h e
comparatively s h o r t time he i s f l y i n g by v i s u a l r e f e r e n c e t o
t h e approach l i g h t s . It i s b e l i e v e d t h a t t e s t s a l o n e w i l l
i n d i c a t e t h e degree of importance i t w i l l be n e c e s s a r y t o
a t t a c h t o providing a t t i t u d e and l a t e r a l guidance.
3,2,5, V i s i b i l i t y c h a r a c t e r i s t i c s of a i r c r a f t . Various
S t a t e s have p l o t t e d t h e s e c h a r a c t e r i s t i c s f o r a number of
d i f f e r e n t t y p e s of a i r c r a f t now o p e r a t i n g and proposed f o r
o p e r a t i o n i n t h e n e a r f u t u r e , due c o n s i d e r a t i o n having been
given t o t h e rob able p a t h s of approach and t h e probable range
of a t t i t u d e s of a i r c r a f t on t h e approach. M r , F.C. Breckenridge
of t h e U.S, Bureau of S t a n d a r d s h a s had a n m b e r of i n t e r e s t i n g
l a n t e r n s l i d e s p r e p a r e d , t o i l l u s t r a t e , f o r two o r t h r e e
d i f f e r e n t systems of approach l i g h t s , t h e number of l i g h t s
which might be seen from s e v e r a l d i f f e r e n t t y p e s of a i r c r a f t
a t v a r i o u s s t a g e s of an approach and d i f f e r e n t d e g r e e s of
divergence from t h e i d e a l I L S approach p a t h , An exchange
of such i n f o r m a t i o n through I C A O h e a d q u a r t e r s may be of con-
s i d e r a b l e v a l u e t o some S t a t e s , Should any c o u n t r y s o d e s i r e ,
t h e AGA S e c r e t a r i a t w i l l make every e f f o r t t o o b t a i n such
information.
ICAO Circular 6 - AN/5 Page 13

3.2.6. Guidance for pilot and/or co-pilot. The deci-

sion on this issue depends largely on the manner in which air-
craft are to be operated or, alternatively, on the practical
limitations of design, i.e. the latter may, to some extent,
dictate the method of use. From discussions, it would seem
that it is generally agreed that the pilot in the left-hand
seat must be given first priority in this respect, There are
various opinions on the question as to the extent to which
guidance should be provided for the co-pilot to enable him to
assist the pilot either in initially sighting the lights, or in
directing him during the visual part of the approach, particu-
larly when it is commenced from the extreme limits of the portal.

4. - LATEST VIEWS ON CHARACTERISTICS

4.1. - Introduction
4.1.1. As will be seen by reference to Appendix E, a
wide variety of approach light arrangements have been proposed.
Included are a single row of lights, two parallel rows, two
or more diverging rows, rnultiple parallel rows and a "herring-
bonet1 system consisting of a centre line with cross bars. All
systems are designed to be placed on a plane as nearly hori-
zontal as possible and at the level of the approach ehd of the
runway served. No lights should project above the 1:50 approach
surface slope,
4.1.2, It is apparent that there will be a considerable
difference in the degree of guidance and identification provided
by these various systems; the importance of obtaining the results
of tests prior to attempting to formulate recommendations for
Standards and Recommended Practices on this subject, is clearly
indicated.
4,1.3. The United States and the United Kingdom have
developed experimental synthetic devices for the purpose of pro-
viding a measure of assistance in assessing the relative merits
of varf ous proposed arrangements of approach lights. These de-
vices are known respectively as a kinorama (U.S,) and a cyclorame
(U.S.). They should prove useful in providing a closer measure
of appreciation and understanding between pilots and technical
personnel engaged in the development of approach lighting systems
and may thus save extensive tests of unsuitable arrangements of
lights,
4.1.4, The following paragraphs indica$e briefly the
range of suggestions that have been made in regard to the phy-
sical characteristics for aerodrome approach lights, Details
of these suggestions will be found in Appendices E to H e
Page 14 I C A O Circular 6 - AN/^

4,2, - Length of Approach System

4,2.1, Mos& States have suggested that the approach
system should exten'd outwards from the end of the runway for a
distance of 3,000 feet (900 metres), in order to provide visual
guidabce from the middle marker of the ILS which is generally
located at approximately 3,500 feet (945 metresy from the end
of the runway, The United Kingdom suggests, and should soon be
testing, a system that extends out to a distance of 4,500 feet
(1,350 metres), IATA advocates a system extending out to
4,000 feet (1,200 metres) or to the middle marker,
4.2,2. Some States with aerodromes that adjoin navi-
gable waters will experience considerable difficulty in siting
a system of even 1,500 feet (450 metres) in length,

4030- Spacin~(Longitudinal)
Suggestions for longitudinal spacings of lights ranging
from 25 feet (8 metres) to 300 feet (90 metres) have been made.
As mentioned above, this subject is inter-related with that of
the intensity of the light and the visibility conditions for
which the system is designed, Details of the various spacings
proposed are included in Appendix E to this Circular,
4,4, - Spacing (Lateral)
Where two parallel rows of lights hqve been planned ar
installed, it has generally been the practice to arrange them in
prolongation of the runway lights, In this regard it is inter-
esting to note the results of tests at Arcata, which are des-
cribed in Paragraph 5,5 of this Circular, Experience would
seem to indicate that some offsetting of the lights would be
advantageous, Some countries, notably the United Kingdom, now
seem to favour a single central row of lights to two parallel
rows
4,5, - Distance Marking
Opinions vary as to the value of providing indications
of distance from the runway threshold in an approach lighting
system, Clusters, bars and groups of lights of various arrange-
-
ments and colours have been suggested (See Appendix B), the
general idea being to indicate to the pilot which of the follow-
ing ranges fromothe end of the runway he is in: 0 to 1,000 feet
(300 metres); 1,000 feet (300 metres) to 2,000 feet (600 metres);
or 2,000 feet (600 metres) to 3,000 feet (900 metres), The
question of whether or not some type of distance marking is
ICAO circular 6 - AN/5 Page 15
necessary, can probably be settled finally in the near future,
after further tests have been made.

4.6. - Illumination
4,6.1. It is generally agreed that means of varying
the intensity of approach lights will be required to meet
changing conditions of visibility. The maximum intensity re-
quired will depend upon the limkting conditions of visibility
under which it is required to use the system, the disposition
of the lights, and in particular, their longitudinal spacing
- also Paragraph 4.7.). A further question
and colour (see
affecting the intensity required is whether the lights are to
be fixed or flashing in character. Most authorities believe
that fixed lights should be used, but two Companies at least,
are proposing flashing lights.
4,6,2. Suggestions for fixed light intensity vary
from a minimum of 10,000 up to 100,000 candles. One type of
flashing light is claimed to give a peak intensity of
3,000,000,000candles, Wherever possible, the intensities
proposed for the various systems have been shown on the lay-
out sketches included at Appendix E,

4.7.1. Various colours have been proposed, as will

be seen by reference to Appendices C and E, Most suggestions
are based on unmistakable identity or the elimination of
possible confusion with other extraneous lighting such as
street lighting in the vicinity of an airport, as a primary
requirement. It should be noted, however, that at least one
State bas suggested that the configuratioh or arrangement
should play a major part in meeting this requirement,
4,7.2. The majority of States and IATA agree that
the colour of the lights should be red, except when two or
more rows are used, in which case the right-hand row as seen
from an aircraft approaching to land, should be yellow. There
are many arguments both for and against such colours, some of
which are that the red lights might be confused with the
aerodrome obstruction lighting and the yellow with street
lighting, and further that red filters absorb nearly 75% of
the available light,
4,7.3e It has been suggested that white lights
supplemented by coloured satellite lights might provide a
satisfactory compromise, or alternatively, white lights arranged
in a manner best chosen to avoid confusion with street lighting
Page 16 ICAO C i r c u l a r 6 - BK/5

might prove more s u i t a b l e . A combination of r e d and yellow

l i g h t s i n one row proved, on t e s t a t Arcata, t o be u n s u i t a b l e ,
a s t h e two l i g h t s tended t o blend t o g e t h e r and c a n c e l each
o t h e r out when viewed a t a shallow angle from an a i r c r a f t making
an approach,

5, - RECENT PROGRESS I N U*S.A,

5.1e Of c o n s i d e r a b l e i n t e r e s t i s t h e f a c t t h a t t h e
United S t a t e s h a s r e c e n t l y adopted a s s t a n d a r d , a system con-
s i s t i n g of two p a r a l l e l rows of high b u t v a r i a b l e i n t e n s i t y
approach l i g h t s , Although Executive Orders and d i r e c t i v e s have
n o t y e t been i s s u e d r e g a r d i n g d e t a i l s of t h i s system, i t has
been p o s s i b l e t o o b t a i n some advance i n f o r m a t i o n by c o u r t e s y
of t h e C i v i l Aeronautics Administration. The d a t a which i s
included a t Appendix E may be modified b e f o r e a s t a r t i s made
on t h e a c t u a l i n s t a l l a t i o n of t h e United S t a t e s Standard system.
2 An e x t e n s i v e p r o g r a m e of t e s t s i s planned f o r
t h e Landing Aids Experiment S t a t i o n a t Arcata, C a l i f o r n i a ,
during t h e c u r r e n t y e a r , Some d e t a i l s of t h e l a y o u t of t h e
systems i t i s proposed t o t e s t w i l l be found a t Appendix E ,

5.3, A r e p o r t on t h e t e s t s c a r r i e d out d u r i n g 1947

a t Arcata i s expected t o be a v a i l a b l e s h o r t l y , It was d i s -
covered, i n t e r a l i a , t h a t , f o r t h e purpose of e v a l u a t i n g
approach l i g h t i n g systems, i t was v e r y important t o p l a n f o r
a comprehensive programme of t e s t s which could be a c c u r a t e l y
c o r r e l a t e d w i t h t h e c o n d i t i o n s of v i s i b i l i t y o b t a i n i n g i n
t h e approach and runway a r e a a t t h e time of each t e s t , For
t h i s purpose a number of automatic r e c o r d e r s were i n s t a l l e d
a t Arcata i n 1947 and, a t t h i s equipment could n o t be made
a v a i l a b l e a t Newark aerodrome, New York, i t h a s been d e c i d e d
t o c o n c e n t r a t e t h e whole t e s t programme f o r 1948 a t Arcata,
4 , I n t h e f u t u r e , when high i n t e n s i t y approach
l i g h t i n g systems a r e used f o r normal c i v i l a i r t r a n s p o r t
o p e r a t i o n s , t h e r e i s a p o s s i b i l i t y t h a t a need w i l l a r i s e
f o r t h e i n s t a l l a t i o n of s p e c i a l equipment f o r measuging v i s i -
b i l i t y i n t h e approach, C o n s i d e r a t i o n of t h i s q u e s t i o n might,
i t i s suggested, be postponed u n t i l t h e r e s ~ l t sof t h e BPS
D i v i s i o n ' s c a n s a d e r a t i o n of "weather miniman a r e made known.
5.5, It h a s been found i n t e s t s a t Arcata t h a t i n
c o n d i t i o n s of low v i s i b i l i t y i t i s v e r y d i f f i c u l t t o i d e n t i f y
t h e runway t h r e s h o l d , For t h i s reason, t h e United S t a t e s a r e
proposing t o o f f s e t t h e l i n e s of approach l i g h t s a t l e a s t
1 0 f e e t ( 3 metres) outwards from t h e l i n e s of runway l i g h t s .
It i s n o t , however, thought t h a t t h i s expedient w i l l s o l v e t h e
ICAO C i r c u l a r 6 - AN/5 Page 17

problem completely, and i t i s probable t h a t t e s t s of s p e c i a l

h i g h i n t e n s i t y runway t h r e s h o l d l i g h t s w i l l be made t h i s y e a r ,
5,6, A f u r t h e r p o i n t of i n t e r e s t i s t h a t t h e "wide
f u n n e l n system, i n v o l v i n g a s i t does a change of 6' 180 i n
b e a r i n g n e a r t h e approach end of t h e runway, has been found t o
c r e a t e d i f f i c u l t y when a t t e m p t i n g t o manoeuvre a i r c r a f t l a r g e r
than a DC-3 a t a p o i n t s o c l o s e t o t h e runway. I n g e n e r a l , t h e
l a r g e r t y p e s of a i r c r a f t when approaching along one s i d e of
such a f u n n e l , tend t o swing wide of t h e runway when a t t e m p t i n g
t o l i n e up t h e i r f l i g h t p a t h w i t h i t s c e n t r e l i n e .
5*7. A s a means of providing guidance t o a i r c r a f t
making a p a r t i a l c i r c u i t of an aerodrome under c o n d i t i o n s down
t o 3/4 m i l e v i s i b i l i t y , i t has been suggested t h a t two high
i n t e n s i t y l i g h t beacons be i n s t a l l e d , a s shown on t h e s k e t c h
a t Appendix E,

6. - FURTHER ACTION
6,1, I n view of t h e element of danger t h a t may be
i n t r o d u c e d and t h e c o n s i d e r a b l e waste of e f f o r t and money
l i k e l y t o r e s u l t from t h e i n s t a l l a t i o n of s y s t e m t h a t prove
l a t e r t o be unacceptable f o r i n t e r n a t i o n a l u s e , i t i s important
t h a t recommendations f o r I n t e r n a t i o n a l S t a n d a r d s o r Recommended
P r a c t i c e s f o r Approach L i g h t i n g be developed a t t h e 1949 S e s s i o n
of t h e Aerodromes, A i r Routes and Ground Aids D i v i s i o n ,
6,2, Governmental agencies and o t h e r bodies t h a t can
c o n t r i b u t e u s e f u l m a t e r i a l a r e t h e r e f o r e r e q u e s t e d t o a c t on
t h e AGA D i v i s f o n D srecommendation contained i n t h e F i n a l Report
of i t s Third S e s s i o n , Doc 4 8 0 9 - ~ ~ ~ / 5 5 P8 a, r t IV, Page 97, by
forwarding a l l i n f o r m a t i o n r e l a t i v e t o t h e i n i t i a t i o n and pro-
g r e s s of r e s e a r c h or development work on t h e s u b j e c t t o t h e
ICAO S e c r e t a r i a t , a s i t becomes a v a i l a b l e and without being
s p e c i f i c a l l y r e q u e s t e d s o t o do,
6,3,, It is suggested t h a t p a r t i c u l a r a t t e n t i o n be
given t o t h e submission of information under t h e following
headings :
a ) D e t a i l s of a l l i n s t a l l a t i o n s l i k e l y t o be
t e s t e d d u r i n g t h e remainder of 1948 and 1949;
b ) F u l l information on t h e r e s u l t s of a l l t e s t s ,
s y n t h e t i c and f u l l s c a l e , a s soon a s p o s s i b l e a f t e r
t h e t e s t s have been made, t o g e t h e r w i t h o r followed
by any c o n c l u s i o n s reached therefrom;
Page 18 ICAO Circular 6 - AN/5

c ) Copies of any new papers relating to studies of

operational requirements and functional specifications
for approach lights ;
d) Latest views and results of tests indicating
possible solutions to the outstanding questions raised
in Paragraphs 2 and 3 of this Circular,
6,4, The AGA Section of the 1CAO Air Navigation Bureau
plans, for its part, the undertaking of further missions to the
U.S.A., the United Kingdom, France, and several other States in
Europe before the end of 1948. New information obtained both
in correspondence from States and on missions will be issued in
subsequent circulars on this subject,
ICAO Circular 6 - AK/5 P a g e 19

APPENDIX A - BIBLIOGRAPHY OF DOCUMENTS

Title of Document Document No. Paragraph Page Proposed By

Final Report, 1989-AGA/14 3.3.1.1. 70 - 71 Recommendations

Second Session of the AGA Division

Final Report, 1989-AGA/14 6.1. - 6.2. 110 Recommendations

Second Session of the AGA Division

Final Report, 1989-AGA/14 - 135 Ireland

Second Session

Final Report, 1989-AGA/14 - 136-138 UnitedKingdom

Second Session

Final Report,
Second Session
1989-AGA/14 I _ 143 - 145 United States

Final Report, 1989-AGA/14 - 153 - 154 France

Second Session

Supporting Document 4204-AGA/504 3.3.1.1. 27 United Kingdom

to Third Session

Supporting Document 4204- AGA/504 3.3.1.1. 27 Denmark

to Third Session

Supporting Document 4205-AGA/505 - 26 IATA

to Third Session

Supporting Document 4209-AGA/509 Appendix 13 - 14 ICAO Secretariat

to Third Session B

Supporting Document 4653-AGA/521 - 1- 5 ICAO Secretariat

to Third Session

Supporting Document 4752-AGA/545 - 1-4 United Kingdom

to Third Session

Other Reference Documents Remarks

Royal Aircraft Establishment, Farnborough, Reports Obtainable from the

Nos. EL 1413 and EL 1414. Ministry of Civil Aviation,
London, England.

Landing A i d s Experiment Station, Arcata, Calif. - Obtainable from Landing Aids

Tests High Intensity Approach Lights, Final Report Experiment Station, Arcata,
No. 5, January 10th 1947. Calif,, U.S.A.
-
Note.- Reports on 1947 Tests
will be available shortly.

Journal of the Royal Aeronautical Society (U.K.) - Will be issued by the Royal
Paper presented by E. S. Calvert, April 15th 1948. Aeronautical Society, London,
England
Page 20 ICAO ~ i r c u l a r6 - AN/5
..

APPENDIX B - EXTRACT FROM FINAL REPORT

O F AGA SECOND SESSION 8

9.3. - Approach Aids

3.3.1, Approach L i g h t s .
30301010 Land Aerodrome Approach Lightso
~ 0 3 . ~ 0 ~ 0 0 0 General, Approach l i g h t i n s t a l l a t i o n s
comprise systems of h i g h i n t e n s i t y or low i n t e n s i t y l i g h t s o r
bbth, Approach l i g h t s should be afranged a s a l i n e o r l i n e s
of l i ~ h t sextending outwards from t h e end of a runway o r l a n d i n g
s t r i p , I f one l i n e only i s provided i t should be i n l i n e w i t h
o r on t h e l e f t s i d e of an e x t e n s i o n of t h e l e f t l i n e of runway
or landing s t r i p l i g h t s ,
3.,3.101010 A p p l i c a t i o n , Approach l i g h t s s h a l l be
provided a t r e g u l a r and a l t e r n a t e a i r p o r t s on C l a s s 111 and
C l a s s I V A i r Routes s o a s t o s e r v e a t l e a s t one end of t h e
s t r i p s o r runways normally used under low v i s i b i l i t y c o n d i t i o n s ,
Approach l i g h t s should be provided on a s i m i l a r b a s i s a t a i r -
p o r t s on C l a s s I1 A i r Routes., Where provided, approach l i g h t s
s h a l l be i n accordance w f t h t h e following requirements:
3 0 3 a l o 1 0 1 0 1 e Low I n t e n s i t y Approach L i g h t s ,
. o l o l o l l lC oo n f i g u r a t i o n , The t o t a l l e n g t h of a
l i n e of l i g h t s should n o t be l e s s than 1,500 f e e t (500 m e t r e s ) ,
The spacing between l i g h t s should n o t be more than 300 f e e t
(100 m e t r e s ) ,
o o l o l o l l . 2 a Characteristics, The l i g h t s s h a l l be
f i x e d l i g h t s , The coPour should be a v i a t i o n r e d , a v i a t i o n
yellow o r a combination of r e d and yellow, wfth t h e e x c e p t i o n
t h a t one o r more l i g h t s w i t h i n 200 f e e t (60 metres) of t h e
t h r e s h o l d l i g h t s should show a v i a t i o n green, The l i g h t s should
b e r g i s f b l e from a l l p o i n t s above t h e horizon and t h e i r i n t e n s f t y
i n t h e d i r e c t i o n from which t h e approach i s made, should n o t be
l e s s than 300 c a n d l e s ,

It Doc 1 9 8 9 - ~ ~ ~ / 121\8/46,
k, Page 70, Paragraphs 3.3. to
30301010P0202a
ICAO Circular 6 - M/5 Pagecm21

3.3.1.1.1.2e High Intensity Approach Lights.

3.3.1.1.1.2,l. Configuration. The total length of a
line of lights should not be less than 3,000 feet (1,000 metres).
(100 metres) . .
The spacing between lights should not be mcre than 300 feet

3.3.1.1.1,2,2. Characterdstics. (Reserved) (Char-

a k t e r , cclolir, light distributioh and intensity. )
 Page 22 ICAO Circular 6 - AN/G

APPENDIX C - APPLICATION

A * - Proposed by ';he United Kingdom *

The high i n t e n s i t y approach l i g h t system i s envisaged a s
being complementary t o a r a d i o o r r a d a r bad v i s i b i l i t y approach
system, It should n p t , t h e r e f o r e , be regarded a s a n o b l i g a t o r y
i n s t a l l a t i o n on approaches t o runways which a r e n o t equipped
f o r t h e use of such a system, Occasions may a r i s e , however,
when runways o t h e r t h a n t h o s e s p e c i a l l y equipped have t o be
used f o r l a n d i n g s i n c e r t a i n c o n d i t i o n s of bad v i s i b i l i t y asso-
c i a t e d w i t h f a i r l y s t r o n g wind, such a s heavy d r i z z l e and snow.
Under t h e s e c o n d i t i o n s , sodium l i g h t s placed a t t h e end of t h e
runway have proved t o be of v a l u e f o r runway l o c a t i o n and l i n i n g -
up purposes, Where low i n t e n s i t y approach systems o n l y a r e i n - '
s t a l l e d , t h e r e f o r e , it w i l l be necesqsry t o f i t sodium o r o t h e r
h i g h i n t e n s i t y l i g h t p r o j e c t o r s t o a c e r t a i n number of t h e Low
p o l e s s o a s t o form a "funneLt"y means of which p i l o t s may
a l i g n themselves c o r r e c t l y t o t h e runway.
It h a s a l r e a d y been s t a t e d above t h a t , i n t h e c a s e of a
l a r g e and f a s t a i r c r a f t , t h e s t r a i g h t f i n a l ' approach may be com-
menced a t a p o i n t some m i l e s from t h e runway. For t h e purpose
of l o c a t i n g t h e a ; > p r o ~ c hsystem morc i.s~di3.y i n moderate v i s i -
b i l i t y c o n d i t i o n s i t would seem a d v i s a b l e t o i n s t a l l h i g h i n t e n -
s i t y f i t t i n g s on t h e a2proach l i g h t p o l e s f u r t h e s t from t h e
runway, on each s i d e of t h e " l a n e n ,

-
B,- Proposed by t h e United Sta2ies
While r e c o g n i z i n g t h e d e s i r e of a l l S t a t e s t o f u r n i s h
a i r c r a f t with v i s u a l guidance i n accordance w i t h a d e f i n i t e
i n t e r n a t i o n a l s t a n d a r d d y r i n g approaches f o r l a n d i n g i n low
v i s i b i l i t y c o n d i t i o n s , t h e United S t a t e s b e l i e v e t h a t r e s e a r c h
now underway i n t h e s e v e r a l S t a t e s h a s no% p r o g r e s s e d s u f f i -
c i e n t l y a t t h i s time t o a l l o w anything more t h a n t h e e s t a b l i s h -
ment of c e r t a i n broad recommendations,

AI E x t r a c t from Doc I q 8 9 - ~ ~ ~ 1 1 PPage

f - , 1370
WW E x t r a c t from Doc 1 9 8 9 - ~ ~ ~ /Page ~ h , 143,
 ICAO C i r c u l a r 6 - AN85 Page 23

C. - Proposed by IATA *
High i n t e n s i t y approach l i g h t s a r e e s s e n t i a l i n o r d e r
t o lower weather minima f o r both day and n i g h t poor v i s i b i l i t y
o p e r a t i o n , as w e l l a s good v i s i b i l i t y n i g h t o p e r a t i o n ,
It i s recommended t o d e l e t e any r e f e r e n c e t o low i n t e n -
s i t y approach l i g h t s , a s i t was f e l t t h a t approach l i g h t s a r e
designed p r i m a r i l y a s a n e s s e n t i a l a i d i n h e l p i n g t o lower
weather minima. T h i s can be achieved only by h i g h i n t e n s i t y
l i g h t i n g w i t h a p r o v i s i o n t o d e c r e a s e t h e l i g h t i n t e n s i t y under
c l e a r weather c o n d i t i o n s , The low i n t e n s i t y approach l i g h t s
would f a i l t o f u l f f l l t h e i r purpose under low v i s i b i l i t y con-
d i t i o n s and i t was agreed, t h e r e f o r e , t h a t f i n a l i n s t a l l a t i o n
o f such l i g h t s would n o t be j x s t i f i e d ; however, low i n t e n s i t y
l i g h t s a r r a n g e d i n t h e same p a t t e r n may be i n s t a l l e d a s a
temporary s u b s t i t u t e f o r h i g h i n t e n s i t y l i g h t s u n t i l t h e l a t t e r
are available,

D, - Westf n ~ h o u s eHigh I n t e n s f t y Approach L i g h t s

The q u e s t i o n of whether l i g h t s a r e r e q u i r e d t o be power-
f u l enough t o c a t e r f o r a%P weather c o n d i t i o n s appears t o depend
on t h e m e t e o r o l o g i c a l c o n d i t i o n s p r e v a i l i n g and t h e i r e f f e c t
on t h e r e g u z a r i t y of o p e r a t i o n s a t t h e a i r p o r t a t which t h e y
are installed.
A s t h e r e seems to be a d e f i n i t e lower l i m i t t o t h e v i s i -
b i l i t y c o n d i t i o n s under which s t e a d y l i g h t s may be used, it
remains t o be demonstrated t h a t such l i m i t s can be overcome by
t h e use o f f l a s h i n g l i g h t s , and f u r t h e r t h a t f l a s h i n g l i g h t s
w i l l provide %heuguf dance necessary,

E,- Proposed by t h e United Kingdom *

The ICAO Conference on Radio Aids h a s now adopted t h e
Instrument Landing System a s a s t a n d a r d approach a i d u n t i l a t
l e a s t 1955. T h i s a i d w i l l b r i n g t h e a i r c r a f t down t o w i t h i n
150 - 200 f e e t of t h e ground, and t o w i t h i n 600 -
1,000 y a r d s
of t h e l a n d i n g p o i n t , but a f t e r t h i s t h e l a n d i n g must be com-
p l e t e d v i s u a l l y , To achieve t h i s a system of h i g h i n t e n s i t y
approach l i g h t s i s necessary,

& E x t r a c t from Doc h 2 0 5 - ~ ~ ~ / ' 5 0 5Pages

, 26, 27,
E x t r a c t from Doc % t 6 5 3 - ~ ~ ~ / 5Page 2~, 4 -
( ~ e s c r i b e dby
ICAQ S e c r e t a r i a t ] ,
Bgft E x t r a c t from Doc k752-8~61!5&5, Page 1,
Page 24 ICAO Circular 6 - AN/5

APPENDIX D - GUIDANCE
$
A,- Westinghouse High Intensity Approach Lights
The next aim was to provide the pilot with sufficient
appreciation of direction, (The question 6f complete visual
guidance will be discussed later,) Wstinghouse believe khat
one row of lights, flashing on sequence along the line, will
provide the pilot with sufficient "memory directionw to enable
him to follow the lights, Unfortunately, it was a clear night
when the writer made his observations from the air, and, due
to the fact that he was unable to block out the horizon, he
is reluctan% to express an opinion on the amount of assistance
given in this regard.
Westinghsuse also recommend the use of an angle of
approach indicator, principally for training pflots to adopt
a standard angle of approachOpThis forms an important part
of their theory on the use of only one row of lights, as-
they consider that such a practice will prove that complete
visual guidance over the lighted section of the approach path
(except for 8ctuaP landing) will not be of paramount importance,
They contend that pilots will become so used to a
standard approach, that they wfll have no trouble Pn follow-
ing a single fine, and point out that it is the practice of
some airlines for the captain to ~emainon instruments while
the co-pilot attempts to fly visually, This practice might
be adopted universally, or alternatively, as wbrightness adapta-
tionqlis not spoilt, either pilot may occasionally cheek his
artificial horizon in the same manner as he cheeks his afr-
speed when flying visually, However, other than cost and the
difficulty of identification, there is nothing to prevent
two lines of these lights being used,
While it can be proved that something more than a single
row of lights is required to give complete visual guidance, tests
alone wfll show whether this is sf vital importance,

B Extract from Doc 4653-~~~/521, Pages 3 and 4,

(Described by ICAO Secretariat),
ICAO Circular 6 - AN/~ Page 25

B o - Proposed by the United Kingdom, *

This note describes the system which has been developed
by Royal Aircraft Establishment for this purpose, and which
they are proposing to lay out on a Proving Ground at Farnborough,
It is based on the principles put forward in R,A,E, Report
No. EL 1414, but has been modified in detail to meet certain
additional operational requirements,

C,- Fundamental Principles of the new System *

The basic requirement is that the pattern in which the
lights are arranged shall be such that a pilot seeing a limited
amount of it will receive continuous indications from which he is
able to decide instantly and instinctively whether to go up or
down, right or left, Existing patterns do not meet this require-
ment, firstly because they do not indicate whether thg aircraft
is undershooting or overshos%%ng the landing point, and secondly,
because in the absence of the real horizon, the lateral error
indication is bound up with the bank indication, and cannot be
separated from it. In addition, most existing patterns, since
they consist of long straight lines, are easily confused by
extraneous lighting.
The pattern proposed by Royal Aircraft Establishment
will give all the required indications in a simple and unambi-
gous manner, provided only that the pattern is not obscured by
the fog, but if this happens, there is probably no solution to
the problem at all, The proposed pattern is something like a
herring-bone in that it consists of a single line of lights
along the extended centre line of the runway, with bars of
light across it at intervals, The overall length of these
bars increases in proportion to the distance from the selected
landing point, with the result that each bar, as it passes under-
neath the coaming, appears to the pilot to be always the same
angular size, provided his approach path passes through the
point selected, The p i l o t can tell whether he is overshooting
or undershooting by noticing whether the bars appear to be
shrinking or expanding respectively, This is of course analo-
gous to the natural method of judging heights and distances by
noticing the angular size of objects such as houses, trees,
etc., whose real size is known,
Alignment with the runway is indicated mainly by the
centre line -of lights, This will appear vertical when the
aircraft is correctly aligned,

* Extract from Doc & 7 5 2 - ~ ~ ~ / 5 &Pages

5, 1 and 2.
Page 26 ICAO C i r c u l a r 6 - AMd5
Bank i s i n d i c a t e d by means of t h e b a r s , which, s i n c e
t h e y r e p l a c e t h e r e a l h o r i z o n , may be c a l l e d w h o r i z o n b a r s t t ,
These appear t r u l y h o r i z o n t a l however much t h e a i r c r a f t i s
d i s p l a c e d from t h e c e n t r e l i n e . If t h e heading i s i n c o r r e c t ,
t h e b a r s do n o t appear e x a c t l y h o r i z o n t a l , but t h e heading
e r r o r needs t o be v e r y l a r g e indeed b e f o r e t h e b a r s give an
a p p r e c i a b l y wrong i n d i c a t i o n .
ICAO Circular 6 - AN/? Page 27

APPENDIX E - ARRANGEMENT
A,- Proposed by Ireland
General: The approaches t o t h e l a n d i n g a r e a may be
i n d i c a t e d by a system of approach l i g h t s c o n s i s t i n g of a l i n e
of l i g h t s l o c a t e d along an e x t e n s i o n of t h e l e f t l f n e of t h e
runway l i g h t s when approaching t h e l a n d i n g a r e a , The l f g h t s
s h a l l extend 3,000 f e e t from t h e end of t h e runway spaced a t
approximately 200 f e e t a p a r t ,

B o w Proposed by t h e United Kingdom PP

The q u e s t i o n of p a t t e r n of t h e approach l i g h t i n g system
must be r e l a t e d t o t h e average c u t - o f f a n g l e s of v i s i o n from
t h e c o c k p i t of t h e average t r a n s p o r t a i r c r a f t and t o normal
e r r o r s i n instrument f l y i n g which r e s u l t i n l a t e r a l displacement
from t h e ubearntto C o n s i d e r a t i o n of t h e s e f a c t o r s has l e d t o
t h e conclusion t h a t t h e l a y o u t of an approach l i g h t i n g system
should be a s f o l l o w s :
a ) The approach l a n e should c o n s i s t of two l i n e s
of l i g h t s extending outwards from t h e e n t r a n c e of t h e
runway and e q u a l l y disposed about t h e p r o j e c t e d c e n t r e
l f n e of t h e runway t o a maximum d i s t a n c e of 9,000 f e e t ;
b) The maximum l o n g i t u d i n a l spacing between i n d i -
v i d u a l l i g h t s should be 300 f e e t ;
c ) The l i n e s of l i g h t s should d i v e r g e o u t w a ~ d s
from t h e a x i s of t h e runway a t 2O on each s i d e ;
d ) The l a y o u t of t h e system a s a whole should, if
p o s s i b l e , be such t h a t a p i l o t , s e e i n g only a f e w l i g h t s ,
should immediately be aware of h i s p o s i t i o n r e l a t i v e t o
t h e c o r r e c t approach path,
e ) Where d i s t a n c e markers a r e provided, they should
c o n s i s t of an arrangement of b a r s of l i g h t a t r i g h t a n g l e s
t o and a d j o i n i n g t h e l i n e s of approach l i g h t s ,

' E x t r a c t from Doc 1 9 8 9 - ~ ~ ~ / 1Page

b , 135.
E x t r a c t from Doc 1 9 8 9 - ~ ~ ~ / 3 . Page
4, 1370
Page 28 ICAO Circular 6 - AN/S

C,- Prol~osedby the United states *

Either a double row of lights located in the approachway
on lines diverging not more than two degrees from lines parallel
to prolongations of the contact light lines, or a single row of
lights consisting of the left-hand row described above, when
viewed toward the runway,
The length of the row or rows to be a minimum of 1,500
feet (450 metres) if the lights are intended for use only in
conditions when visibility is greater than half a mile (0,8 km,),
and a minimum of 3,000 feet (900 metres) if the lights are
intended for use in visibilities of half a mile (0,8 km,) or less,
The spacing of the lights in each row is related to the
intensity of the lights used varying from a maximum of 100 feet
(30 metres) when the intensity of each light is approximately
1,000 candles to a maximum of 300 feet (90 metres) when the
intensity is 100,000 candles or over,
Underlying the principles recommended above are:
Both single and double row systems of approach lights
have been used in the past, A consensus of opinion seems to
favor a single row for low intensity lights (10,000candlepower
or less per light) but is undecided when intensity lights are
used, Conclusion of present configuration tests may greatly
assist in this point,
Both parallel and diverging rows of lights have been used
in the past with success, Here too conclusion of cockpit visi-
bility studies and configuration tests must be completed before
reaching a conclusion,
Insofar as low intensity lights are concerned, 1,500
feet (450 metres) is apparently acceptable from both operational
and economic standpoints, However, where high intensity lights
are concerned, the balance between operational desires and
economic feasibility has not been reached, Research must be
completed before this balance can be determined, In the
interim, the minimum figure of 3,000 feet (900 metres) found
acceptable in the past, is recommended,

Do- Proposed by France bt

The new system provides for a line of approach lights
about two kilometres in length protracting the left row of'
- pp -

Extract from Doc 1989-~~~/1b, Pages 143, 145.

Extract from Doc 1989-A~A/lbt.,Page 153.
ICAO Circular 6 - AM/^ Page 29

c o n t a c t l i g h t s ahd composed of 3 green l i g h t s (%5O,OOO candle-

pover i n white l i g h t ) l o c a t e d a t 60, 75, and 90 metres from t h e
r e a r end of t h e runway, and a s e t of sodium l i g h t s (lamp SO 1000)
a l t e r n a t i n g w i t h neon l i g h t s ; t h e s e l i g h t s a r e 50 metres a p a r t ,
t h e f i r s t one being l o c a t e d 50 metres from t h e t h i r d green l i g h t ,
Moreover, two c r o s s l i n e s 90 metres i n l e n g t h a r e s e t per-
p e n d i c u l a r l y t o t h e approach l i n e , The former, composed of 7
sodium l i g h t s , i s l o c a t e d 390 metres ( 2 5% from t h e end of t h e
runway,
The s t r o n g green l i g h t s and t h e two c r o s s l i n e s s e r v e a s
d i s t a n c e markers,
This system i s arranged t o o p e r a t e day and n i g h t i n low
v i s i b i l i t y ; however, i n c a s e of day o p e r a t i o n , i t i s supple-
mented by two white f l o o d - l i g h t s (about 400,000 candlepower)
l o c a t e d a d j a c e n t t o t h e f i r s t two s t r o n g green l i g h t s ,
E.- Proposed by I A T A a
The t o t a l l e n g t h of a l i n e o r l i n e s of approach l i g h t s
should extend 4,000 f e e t from t h e end of t h e runway o r t o t h e
l o c a t i o n of t h e middle marker, i f t h i s f s i n s t a l l e d ,
Spacing between l i g h t s should n o t be more than 300 f e e t
(100 m e t r e s ) ,
Reason,- The l e n g t h of 3,000 f e e t (1,000 m e t r e s ) was n o t
c o n s i d e r e d f u l l y s a t i s f a c t o r y , a s it was f e l t t h a t t h e increasing
s i z e of a i r c r a f t l i k e l y t o come i n t o o p e r a t i o n s h o r t l y necessi-
t a t e s t h e e x t e n s i o n of approach l i g h t s a t l e a s t t o t h e middle
marker.
F,- Funnel System a t Arcata, C a l i f o r n i a BIl
The new approach l i g h t s i n s t a l l e d by t h e Amerlcan Gas
Accumulator Company a t Arcata, C a l i f o r n i a , a r e w e l l spoken o f ,
D e t a i l s of i n s t a l l a t i o n s a r e a s follows:
a ) L i g h t s extend from 3,000 f e e t from t h e end of
runways, i n two rows;
b) L i g h t i n t e r v a l s v a r y between 100 f e e t and 200 f e e t ;
c ) The approach zone i s 700 f e e t wide a t t h e o u t e r
end, narrowfng t o runway width5
d) The c o l o u r of l i g h t s i s arrnnged i n a system of
a l t e r n a t e r e d and yellow,

E x t r a c t from Doc 4 2 0 5 - ~ ~ ~ / 5 0 Page

5, 27,
Il& E x t r a c t from Doc 4 2 0 9 - ~ ~ ~ / 5 0 Pages
9, 3.3, 14,
Page 30 ICAO Circular 6 - AN/?
-- - - - -

The p r i n c i p a l p o i n t of contentior1 i s whether t h e arrbnge-

ment of l i g h t s i n t h e form of a t r u e funnel-shape6 entrclnce t o
t h e runway i s i d e a l .
Note,- The l i g h t s a r e a c t u a l l y i n p a r a l l e l rows f o r t h e
f i r s t m e e t from t h e end of t h e runway, a t ~;kiichp o i n t t h e
f u n n e l cormences. T e s t s during 1447 i n d i c a t e t h a t t h e 60
change i n d i r e c t i o n i s a l i t t l e too :;luch f o r l a r g e a i r c r a f t
t o f o l l o w i f approach i s made from one s i d e of t h e f u n n e l ,
Also i n v i s i b i l i t y c o n d i t i o n s i n khich the whole z;rstern can
j u s t be seen, t h e p e r s p e c t i v e i s misleadine,

G.- Westinghouse High I n t e n s i t y Approach L i g h t s

A s i n g l e l i n e of 36 K r i p t o n u n i t s i n t e r s p e r s e d w i t h 36
neon u n i t s , s l i g h t l y t o t h e l e f t , but p a r a l l e l with t h e extended
c e n t r e l i n e of t h e runwayo The l i n e i s 3,250 f e e t long and t h e
16 u n i t s n e a r e s t the runway a r e spaced 75 f ~ c tn p a r t , t h e n e x t
20 units a r e 50 f e e t a p a r t , and t h e r e r - ~ t i n i 26 u n i t s a r e
25 f e e t a p a r t , thus i f e i t h e r type of' u n i t i s used. s e p a r a t e l y ,
t h e spacing i s double t h e above,

H.- Proposed by t h e United Kindom

Along t h e extended runway c e n t r e l i n e i n t h e approach f o r

a d i s t a n c e of 4,500 f e e t i s a l i n e of 1ik;hts. For t h e f i r s t
1,000 f e e t out t h e l i g h t s a r e arranged i n g r o u p s of t h r e e every
100 f e e t , f o r t h e n e x t 1,000 f e e t , they a r e r r ~ a ~ ~ gi nc dgroups
of two w i t h 100 f e e t between groups, a n d f'rorn the 2 9 0 3 0 - f ~ ~ t
mark t o t h e end of t h e system, t h e l i g h t s arc-: arrcjnged s i r l e l y
a t a d i s t a n c e of 100 f e e t from each o t h e r , The 6 i s t a n c e between
a d j a c e n t l i g h t s i n t h e double and t r i p l e groups i s about 5 f e e t ,
t h e l i n e j o i n i n g t h e s e l i g h t s being pergend.iculsr t o t h e c e n t r e
line.
Seven b a r s a r e arranged t o c r o s s t h i s c e n t r e l i n e , one
every 500 f e e t from t h e runwa.y t h r e s h o l e w i t h tlie outermost a t
t h e 3,500-foot mark, The width of t h e s e bars i s determined by
t h e following method, A s p o t 1,000 f e e t alone t h e runway c e n t r e
l i n e from t h e t h r e s h o l d i n t h e d i r e c t i o n of t a k e - o f f i s t a k e n
a s t h e l z n d i n g p o i n t , and from h e r e two l i n e s a r e drawn a t
a n g l e s of 2.5 t o t h e c e n t r e l i n e , one on e i t h e r s i d e and extended
i n t o t h e approach, The b a r s a r e of such a l e n g t h t h a t they w i l l
r e a c h t h e s e two l i n e s , t h e o u t e r bar being 400 f e e t wide,

B E x t r a c t from Doc 4 6 5 3 - ~ ~ ~ / 5 2 Page

1, 3,
gjk E x t r a c t from Doc 4 7 5 2 - ~ ~ ~ / 5 4 5Paces
, 2 , 4,
(Described by I C A O S e c r e t a r i a t . )
ICAO Circular 6 - AN/^ Page 31

The bars are not solid but consist of two nblocksw of

light on either side of the centre line. Each block will be
22 feet long and spaced 76' 6" apart on either side of the i
centre line at the outer bar, but as the bars get nearer the
runway the blocks will remain the same size although the gaps
between them will close progressively until at the bar nearest
the runway (500 feet out) the gaps will be only 11 feet wide,
The normal green threshold lights will be installed at the run-
way threshold.
Note.- See accompanying diagrams of various arrangements
proposed.
 Page 32 I C A O C i r c u l ~ ~6r - AN/?

UNITED - --PROPCSAL
XINCDOtb ---- ?Oil
-- - .. ...- -
AI'P1OACH
,~!4-..
. ..----
LInHTIN*r --
SYSTEM

m-b?_tslted a t the Royal E . t a b . l ~ s _ ~ & ,

W m h o ~ o u e : ? , 3NgLAND.

Light Bars
22' (6.75 m)
DaTk S ~ a c e s
%'6,' (16.60 m) 22' ( 6 . 7 5 mi
48'0" (14.80 m)
22, ( 6 . 7 5 m)
11' ( 3 . 3 5 ml

For a further
I I
2000' 1600 m)

O r i g i n LOW' ( 3 0 0 m)
Lengtr. ar ~ n n e ra p roaci. i n f r o m threshold
t- j,CO1 (1050 i n c l u d e d a n g l e 5 O total
T o t a l Iang'.!, of s atem
Type 'FF' Sodium Flare him< (1350m5

w+' ( 1 . 2 5 mi
Spacing
22' (6.75 ml

SOME EXISTING U D SUGGESTED FOR APPROACH LIGHTING

*RRANOU,~~S SYSTEM

Arrangement Lsngth S~acinl Doc Reference P r o ~ o r s dbv

Doc 1989
0 +- Not
Not
l e s s than
AGU14 AGA Division
Ireland
greater
then -
Centre l i n e
300 rt.
3000 It.
(900 metres)
Pages 70
135
U.S.

136
0 +-+-+-e.4-+--4-+-a-+-*-+-+--4-+.+.+- 4000
+f- t . + -(90
+metres)
(1200 metres) Doc 4205
Red o r Yellov AGA/505 IATA
Page 27

0 0 Doc 4653
AOA/521
Yestinghouse
Page 3 System

Dec 1989
Yellow (U.S.) or Red (Dennark) A G U ~ ~

-
Not
Not greater Pages 70 ACA D i v i d o n
Centre l i n e leasthan than Ireland
143 ,

+ + -8 + + * +

Red (U.S.)
+ + +

or Yellov (Denmark)
+ + + + + + +.+ 3000 It.
(900 metres)
300 it.
(90 metres) Doc 4205
AGA/505
U.S.
IATA
Page 27

Not
Yellow l e s s than
0 + - 8 8 Q + - 8 - 4 - 8 + + - 8 - + * * * B B 4 8 - *

Centre l i n e
(900
3000
metres)
ft . Not
greater
k c 1989
AGA/14 U.K.
Divergence than Page 136 U.S.
300 It.
Not
PO
(90 metres) Page 143
B -8 + +- B + + + + + +
g r e a t e r than
z0

Yellow 200 It.

(60 metres)
3000 i t . 100 I t . Doc 4209
(190 metres) (30 metres) Instelled
- -. - - -. -. -. -. -Centre
- - .l-.
ine
-. - . -. -. -. -. -. -.- AGA/509
a t Arcsta
Divergence lor last Pass 13 California
0 * + * *--+-
--L
-B-
6018, 600 It.
(180 metres)
e-3-34*4gg
 ICAO (Circular 6 - .%/5

Advance D r a f t

U.S. Air For Force - Navy - C i v i l Uniform System of Approach L i g h t i n g

Note.- A t a i r p o r t s where c i v i l a i r o p e r a t i o n s predominate l e f t h a l f

( r e d row) only of t h e two row s y s t e p may be i n s t a l l e d provided
t h a t p r o v i s i o n i s made f o r t h e i n s t a l l a t i o n of t h e o t h e r row
a t a l a t e r date i f required.

Off-Set by System designed f o r use i n n o t l e s s t h a n 1/4 i n t h e v i s i b i l i t y .

a t l e a s t 10 f t
e i t h e r inside or
Right hand row - A v i a t i o n Yellow
-4- + - + - + - + - + - + - + - - I - + - + - + - + - + - +
4 -+-i

L o n g i t u d i n a l Spacing p r e f e r a b l y 100 f t b u t n o t g r e a t e r t h a n 200 f t

-b 1 -
3000 f e e t

Proposed maximum i n t e n s i t y - 12,000 c a n d l e s

Fixed L i g h t s - a r c 400 h o r i z o n t a l l y 10' v e r t i c a l l y
B r i g h t n e s s c o n t r o l t o give f i v e s t a g e s - loo$, 30%, lo%, ?I$, 1%
Lines of l i g h t s a s n e a r l y h o r i z o n t a l a s p o s s i b l e

Proposed Systems of Approach L i g h t i n g t o be t e s t e d a t Experimental S t a t i o n

A r c a t a C a l i f o r n i a USA 1948

lo0 f t -
125 f t
Spacing
R i q h t hand rows - A v i a t i o n Yellow %-+-+-+
/ / /
, +-+-
i-f 4-4 -+-
+-+- + -
Middle
Marker

L e f t hand rows - ~ b i a t i o n~ e i '

3000 f e e t -!-- 500 f e e t

fi AGA
Sylvania
Detail showing Note.- L i g h t s a r e s o wired t h a t any combination
may be used i n c l u d i n g a s t u b approach
t o be t e s t e d system 600 f t -
1000 f t l o n g f o r conditions
Westinghouse of good v i s i b i l i t y .
W
Page 34 ICAO Circular 6 - AN/^

APPERDIX F - INTETU'SITY

A,- Proposed by t h e United Kingdom

An e f f e c t i v e approach l i g h t i n g system must perform two

functions:
a ) I n c o n d i t i o n s of good v i s i b i l i t y by n i g h t i t
should a f f o r d a d i s t i n c t i v e guide towards t h e a p p r o p r i a t e
runway t o p i l o t s of f a s t a i r c r a f t making a s t r a i g h t
approach from a p o i n t some two o r more m i l e s d i s t a n t ;
b) I n c o n d i t i o n s of bad v i s i b i l i t y by day o r by
n i g h t i t should a f f o r d a p o s i t i o n check t o p i l o t s making
a n instrument ap7roach. The p o s i t i o n check i s r e q u i r e d
a s e a r l y on t h e a p ~ r o a c ha s p o s s i b l e and t h e p a t t e r n ,
l i g h t d i s t r i b u t i o n and i n t e n s i t y of t h e system should be
such t h a t , even i n c o n d i t i o n s of bad v i s i b i l i t y i t c a n
perform a p a r t of the f u n c t i o n p o s t u l a t e d a t a ) above,
I n o r d e r t o perform t h e above f u n c t i o n s adequately, t h e
main elements of t h e system have much i n common, f o r example,
colour, spacing and p a t t e r n ; t h e main d i f f e r e n c e i n requirements
f o r t h e two f u n c t i o n s i s t h a t of i n t e n s i t y . I n t h e f i r s t c a s e ,
the l i g h t s should be v i s i b l e a t a l l azimuth t o t h e z e n i t g ; t h e
peak i n t e n s i t y should, however, be through a n a n g l e of 5 above
t h e h o r i z o n t a l t o g l v e added a s s i s t a n c e d u r i n t h e f i n a l approach
and should be of t h e o r d e r of 900 c e p e ( w h i t e 7. I n t h e second
case, where f o g p e n e t r a t i o n i s r e q u i r e d , t h e l i g h t s must be
r e l a t e d t o t h e bad v i s i b i l i t y approach system i n u s e and must
be c o n c e n t r a t e d along t h e normal l i m i t s of t h e approach p a t h
w i t h a n allowance f o r i n s t r u m e n t f l y i n g e r r o r . The peak i n t e n -
s i t y should be of t h e o r d e r of 100,000 c o p , ( w h i t e ) .

-
See Appendix G f o r proposal t h e United S t a t e s .
-
See Appendix E f o r proposal France.

8
E x t r a c t from Doc 1 9 8 9 - ~ ~ ~ / 1Page
4 , 1360
 IChO C i r c u l a r 6 - AN%^ Page 3 5

B e - Proposed by IATA '

The high i n t e n s i t y approach l i g h t s should be e i t h e r
beam c o n t r o l l e d o r i n t e n s i t y c o n t r o l l e d , o r both, t o provide
adequate p e n e t r a t i o n under various v i s i b i l i t y c o n d i t i o n s , and
t o e l i m i n a t e t h e blinding e f f e c t during periods of good v i s i -
b i l i t y night operation,
C.- Westinghouse High I n t e n s i t y Approach Lights 8P
The Kripton u n i z s have two i n t e n s i t y s e t t i n g s , 1,000,000
and 3,300,000 peak candle power, and t h e "Neonq9u n i t s have t h r e e
steady s e t t i n g s from 100 t o 1,000 candle power, and two f l a s h i n g
s e t t i n g s of 100,000 t o 10,000,000 candle power. The former a r e
focussed t o give maximum i n t e n s i t y w i t h i n a r e c t a n g l e 700 f e e t
wide and 400 f e e t high a t 3,500 f e e t t o coincide wi$h t h e f u l l
s c a l e d e f l e c t i o n p o s i t i o n s of t h e c r o s s p o i n t e r s of t h e ILS.
The l a t t e r have a broad included azimuth angle of 150° t o give
a d d i t i o n a l guidance t o a i r c r a f t i n t h e c i r c u i t when ILS i s not
being used.
The d u r a t i o n of f l a s h of each u n i t i s only a few micro-
seconds, and t h e time i n t e r v a l between f l a s h e s of successive
Lights i s 250 microseconds, The r a t e sf f l a s h i n g i s 40 p e r
minute, A l l o r any of t h e s e may be a l t e r e d q u i t e simply i f
experience i n d i c a t e s t h a t adjustments a r e d e s i r a b l e . Naturally
i t i s intended t h a t t h e s e l i g h t s w i l l be used i n conjunction
w i t h high i n t e n s i t y runway l i g h t s ,
The q u e s t i o n of what e f f e c t such i n t e n s i t i e s would have
on t h e eyes, p a r t i c u l a r l y if viewed "in t h e c l e a r n through a
break i n t h e fog, has been considered by Westinghouse engineers.
Their s t u d i e s and experiments supported Goday" theory t h a t
f l a s h e s of l i g h t of s u f f i c i e n t l y s h o r t d u r a t i o n allow t h e f u l l
use of t h e i n t e n s i t y of t h e s i g n a l without u p s e t t i n g t h e
" b r i g h t n e s s l e v e l a d a p t a t i o n u (or a t n i g h t "Darkness adapta-
tion''). The S e c r e t a r i a t can confirm t h a t t h i s appears t o be
tirue, even w i t h f u l l brightness on a c l e a r n i g h t .
Experiments i n d i c a t e d t h a t t h e rods of t h e eye, used f o r
parafoveal v i s i o n , apparently w i l l accept an unlimited amount
of l i g h t i n t e n s i t y without harmful a f t e r - e f f e c t s , a s long a s
t h e time of exposure i s of s u f f i c i e n t l y s h o r t d u r a t i o n t o pro-
h i b i t r e c o g n i t i o n by t h e cones, o r f o v e a l v i s i o n .

P E x t r a c t from Doc 4205-~~Ad505,Page 2 y 0

BP E x t r a c t from Doc 4653-8~U521, Pages 2, 4.
(Described by IGAQ S e c r e t a r f a t , )
Page 36 ICAO C i r c u l a r 6 - AN/^

U n t i l t h e system has been thoroughly t e s t e d under low

v i s i b i l i t y c o n d i t i o n s , no d e f i n i t e conclusions can be expressed,
except t h a t t h e claims i n r e g a r d t o * b r i g h t n e s s , l e v e l adapta-
t i o n " , were, i n t h e opinion of t h e w r i t e r , f u l l y s u b s t a n t i a t e d ,

- -
See E x t r a c t from Doc 4 7 5 2 - ~ ~ ~ / % Proposal of t h e
United Kingdom a t Appendix G.
?-pz--. - -
-
ICAO Circular 6 AN/^
- - .*&
- --
---,.-*---. - - -- -*
Page 37

APPENDIX G - CQLOUR

A,- Proposed by Ireland *

It is proposed to change the colour standard for approach
lighting from aviation red to aviation yellow, to avoid the risk
of confusion with obstruction lighting,
B o - Proposed by the Unfted Kingdom
The main characteristics of an approach lighting system
which contribute towards distinctiveness are colour and pattern
but since any form of lighting against a dark background is,
in itself, distinctive, it follows that, if extraneous lighting
in the vicinity of an approach lighting system should effectively
be screened, the necessity for colour differentiation is of less
importance provided that a clearly defined pattern of approach
lights is maintained, The colour aviation red has provisionally
been selected for use with approach lighting systems on the
grounds of the most effective distinctiveness; this is unfor-
tunate sinc 75% of effective light output is lost owing to the
introduction of a red filter, The loss of light output is rela-
tively unimportant in the case of the low intensity system but
might be serious in conditions under which the high intensity
system is required where there is a need for the maximum light
output for a gicen wattage, When standardization is being
aimed at, it is admittedly undesirable to have a different
colour sequence for different visibility conditions, although
such a procedure should not introduce an element of danger.
It might be argued, however, that if extraneous lighting in
the vicinity of the approach system should be screened, the
necessity for colour dffferentfation by the use of aviation
red no longer exists and that the employment of aviation yellow
for both low and high intensity systems would be satisfactory;
the loss of light output by the use of such filters need amount
only to 30%~ It is not considered that, with such a system,
danger of confusion as between approach lights and runway lights
--- -

Page 135.
Extract from Doc 1989-~~A/l4,
Page 38 ICAO Circular 6-- AN/5

would arise, in view of the difference in pattern of the two

systems and of other aids which are provided to indicate to
pilots their position on the approach,

C .- Proposed by the United States

While yellow possesses an advantage over red from the
standpoint of intensity for a given,power input, this advantage
is negligible in low visibility conditions because of the expo-
nential effect of atmospheric absorption. The colour recommended
for high intensity approach lights is based on past operational
tests, the relatively mihor difference in range under low visi-
bility conditions, the decreased effect on dark adaptation of
the eye, and the markedly greater likelihood of differentiating
between red ap~roachand white contact lights than between
yellow approach and white contact lights in poor visibility
conditions occasioned by smoke or haze wherein the white lights
assume a yellow hue, all contributing to the decision. Final
standardization may be made on the basis of conspicuity, psycho-
logical, physiological effects determined during the research
programmes now being carried on as well as physical facts now
known.

-
See Appendix E for proposal by France,

Do- Proposed by Denmark *

In eases where two lines of approach lights are arranged,
it is suggested that the colour be aviation yellow in the left
POW, aviation red in the right, If the pilot can see just one
row he will know if it is the right or the left,

E,- Proposed by the United Kingdom

The herrfng-bone pattern is easily distinguished from
street lighting, and is made even more distinctive by using
yellow bars and white centre line,

t Extract from Doc 1989-~~~/14, Page 145.

&%!Extract from Doc 4204-~~~/5&, Page 27.
Extract from Doc 4 7 5 2 - ~ ~ ~ / 5 4 5Page
, 2,
ICAO Circular 6 - AN85 Page 39

APPENDIX H - DISTANCE MARKING LIGHTS

A.- Proposed by I r e l a n d B

A t each 1,000-foot i n t e r v a l measured from t h e end of t h e

runway t h e r e s h a l l be a c l u s t e r of l i g h t s extending t o t h e r i g h t
of t h i s l i n e of approach l i g h t s when approaching t h e runway.
The c l u s t e r l i g h t s s h a l l be arranged i n rows of t h r e e ,
p a r a l l e l t o t h e main l i n e , and spaced 10 f e e t a p a r t . The number
of rows spaced 20 f e e t a p a r t i n each c l u s t e r s h a l l be a s follows:
A t 1,000 f e e t from end of runway
At2,000 * n "
- 2 rows
-3rows
A t 3,000 * tt
I
18
pt
n * - 4 rows.

B.- P r o ~ o s e dby t h e United S t a t e s bt8

The d i s t a n c e marker l i g h t s t o be e i t h e r b a r s of l i g h t o r
l i n e a r groups of l i g h t s arranged p a r a l l e l t o o r a t r i g h t angles
t o t h e approach l i g h t Pine and displaying one l i n e o r l i n e a r
group f o r each 1,000 f e e t (300 metres) t h e marker i s d i s t a n t
from t h e end of t h e runway.
A need appears t o e x i s t f o r d i s t a n c e marker l i g h t s although
study of t h e s e i s considerably l e s s advanced t h a n t h e study of
approach l i g h t s . A d e f i n i t i v e standard presumably must await
completion of a d e f i n i t i v e standard f o r approach l i g h t configu-
ration.
-
See Appendix E f o r proposal by France.

P E x t r a c t from Doc 1 9 8 9 - ~ ~ A / l k ,Page 13

Z
E x t r a c t from Doc 1 9 8 9 - ~ ~ A / 1 4 ,Pages 1 6, 145.
Page 40 ICAO circular 6 - AN/^

C.- Proposed by the United Kingdom

The mothod of indicating range originally proposed was to
break the bar up into sections and alter the length of these
sections, It was considered, however, that this required the
pilot to Hdo a sumN in his head, and the arrangement of light
units in the centre line was modified in order to differentiate
the three sections of the approach pattern,
-
Note,- See sketch at Appendix E.

- END -

Extract from Doc 4 7 5 2 - ~ ~ ~ / 5 4 5 ,

Page 2,