U.S.

Department
Advisory
of Transportation
Federal Aviation
Administration
Circular
Subject: DESIGN AND INSTALLATION Date: 9/29/2010 AC No.: 150/5340-30E
DETAILS FOR AIRPORT Initiated by: AAS-100 Change:
VISUAL AIDS

1. PURPOSE. This advisory circular (AC) provides guidance and recommendations on the installation
of airport visual aids.

2. CANCELLATION. AC 150/5340-30D, Design and Installation Details for Airport Visual Aids,
dated September 30, 2008, is cancelled.

3. APPLICATION. The Federal Aviation Administration (FAA) recommends the guidance and
specifications in this Advisory Circular for Design and Installation Details for Airport Visual Aids. In
general, use of this AC is not mandatory. However, use of this AC is mandatory for all projects funded
with federal grant monies through the Airport Improvement Program (AIP) and with revenue from the
Passenger Facility Charges (PFC) Program. See Grant Assistance No. 34, “Policies, Standards, and
Specifications,” and PFC Assurance No. 9, “Standards and Specifications.” All lighting configurations
contained in this standard are the only means acceptable to the Administrator to meet the lighting
requirements of Title 14 CFR Part 139, Certification of Airports, Section 139.311, Marking, Signs and
Lighting. See exception in paragraph 2.1.2b (2), Location and Spacing.

4. PRINCIPAL CHANGES. The following changes have been incorporated:

a. Paragraph 1.4 is added to provide additional information about mixing light emitting diode and
incandescent lights on the same lighting circuit.

b. Incorrect paragraph references that are identified throughout the text are corrected.

c. Table 2-3 is updated to better group in-pavement light fixtures for taxiway centerline and
taxiway omnidirectional applications.

d. Paragraph 4.2a(3) is added to clarify the purpose of color coded taxiway centerline lights.

e. Paragraph 4.3b(3) is updated for color coded (green/yellow) taxiway centerline lights.

f. Paragraph 4.3e is updated for color coded taxiway centerline lights that cross a runway on a
low visibility taxiway route.

g. Paragraph 12.5 is updated and rewritten for clarity. Exothermic weld requirements for zinc
coated light bases are added.

h. Paragraph 12.6 requirements are updated.

AC 150/5340-30E 09/29/2010

i. All references to “zero distance remaining” signs are deleted in applicable figures.

j. Figure 2 Title is updated to better represent drawing.

k. Figure 3 title is updated to better represent drawing.

l. Figure 18 paragraph references are corrected.

m. Figure 43 is redrawn to correct clearance bar orientation.

n. Figure 45 is redrawn for clarity.

o. Figure 46 corrected to state “alternating green and yellow” taxiway centerline lights.

p. Figure 49 is redrawn for better clarity.

q. Figures 76 and 84 for MALSF layout are corrected and redrawn.

r. Figure 77 is redrawn and Note 6 is added to clarify requirements for REIL and VASI.

s. Figure 77 for REIL layout is redrawn.

t. Figure 78 (ODALS) is redrawn.

u. Figure 107 dimensions are corrected from 8 to 10 feet for outer elevated light fixture.

v. Figure 109, Counterpoise Installation, is redrawn for clarity.

w. Figure 123 counterpoise references are corrected.

x. Appendix 7, Runway Status Lights (RWSL), is updated with current changes from Engineering
Brief #64 to include Runway Intersection Lights (RIL).

5. METRICS. To promote an orderly transition to metric units, this AC contains both English and
metric dimensions. The metric conversions may not be exact metric equivalents, and, until there is an
official changeover to the metric system, the English dimensions will govern.

6. COMMENTS OR SUGGESTIONS for improvements to this AC should be sent to:

Manager, Airport Engineering Division

Federal Aviation Administration
ATTN: AAS-100
800 Independence Avenue SW
Washington, DC 20591

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9/29/2010 AC 150/5340-30E

7. COPIES OF THIS AC. The Office of Airport Safety and Standards is in the process of making ACs
available to the public through the Internet. These ACs may be found through the FAA home page
(www.faa.gov). A printed copy of this and other ACs can be ordered from the U.S. Department of
Transportation, Subsequent Business Office, Ardmore East Business Center, 3341 Q 75th Avenue,
Landover, MD 20785.

Michael J. O’Donnell
Director of Airport Safety and Standards

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AC 150/5340-30E 09/29/2010

Intentionally left blank.

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TABLE OF CONTENTS

CHAPTER 1. INTRODUCTION. ..............................................................................................................1 

1.1.  GENERAL................................................................................................................................................1 
1.2.  SAFETY. ..................................................................................................................................................1 
1.3.  MIXING OF light source TECHNOLOGIES. .........................................................................................1 
CHAPTER 2. RUNWAY AND TAXIWAY EDGE LIGHTING SYSTEMS.........................................3 
2.1.  GENERAL................................................................................................................................................3 
2.1.1.  Selection Criteria. .....................................................................................................................3 
2.1.2.  Runway Edge Light Configurations. ........................................................................................3 
2.1.3.  Stopway Edge Lights ................................................................................................................7 
2.1.4.  Taxiway Edge Light Configurations.........................................................................................7 
2.1.5.  System Design. .........................................................................................................................9 
2.1.6.  Equipment and Materials. .......................................................................................................13 
CHAPTER 3. RUNWAY CENTERLINE AND TOUCHDOWN LIGHTING SYSTEMS. ...............15 
3.1.  INTRODUCTION. .................................................................................................................................15 
3.2.  SELECTION CRITERIA. ......................................................................................................................15 
3.3.  CONFIGURATION. ..............................................................................................................................15 
3.4.  DESIGN..................................................................................................................................................16 
3.5.  EQUIPMENT AND MATERIAL. .........................................................................................................17 
CHAPTER 4. TAXIWAY LIGHTING SYSTEMS. ...............................................................................21 
4.1.  INTRODUCTION. .................................................................................................................................21 
4.2.  IMPLEMENTATION CRITERIA. ........................................................................................................21 
4.3.  TAXIWAY CENTERLINE....................................................................................................................22 
4.4.  RUNWAY GUARD LIGHTS (RGLs). ..................................................................................................26 
4.5.  RUNWAY STOP BAR. .........................................................................................................................27 
4.6.  COMBINATION IN-PAVEMENT STOP BAR AND RGLS. ..............................................................29 
4.7.  CLEARANCE BAR CONFIGURATION..............................................................................................29 
4.8.  DESIGN..................................................................................................................................................30 
4.9.  EQUIPMENT AND MATERIAL. .........................................................................................................39 
4.10. INSTALLATION. .................................................................................................................................40 
CHAPTER 5. LAND AND HOLD SHORT LIGHTING SYSTEMS. ..................................................41 
5.1.  INTRODUCTION. .................................................................................................................................41 
5.2.  BACKGROUND. ...................................................................................................................................41 
5.3.  DEFINITIONS. ......................................................................................................................................41 
5.4.  IMPLEMENTATION CRITERIA. ........................................................................................................41 
5.5.  CONFIGURATION. ..............................................................................................................................41 
5.6.  DESIGN..................................................................................................................................................42 
5.7.  EQUIPMENT AND MATERIAL. .........................................................................................................44 

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AC 150/5340-30E 09/29/2010

5.8.  INSTALLATION. ..................................................................................................................................45 

CHAPTER 6. AIRFIELD MISCELLANEOUS AIDS. ..........................................................................47 
6.1.  AIRPORT ROTATING BEACONS. .....................................................................................................47 
6.2.  SYSTEM DESIGN.................................................................................................................................47 
6.3.  INSTALLATION. ..................................................................................................................................48 
6.4.  MAINTENANCE. ..................................................................................................................49 
6.5.  BEACON TOWERS. .............................................................................................................................49 
6.6.  WIND CONES. ......................................................................................................................................50 
6.7.  OBSTRUCTION LIGHTS. ....................................................................................................................51 
6.7.1.  LOCATION. ...........................................................................................................................51 
6.7.2.  INSTALLATION. ..................................................................................................................52 
6.7.3.  MAINTENANCE. ..................................................................................................................52 
6.8.  EQUIPMENT AND MATERIALS........................................................................................................53 
CHAPTER 7. ECONOMY APPROACH AIDS......................................................................................55 
7.1.  INTRODUCTION. .................................................................................................................................55 
7.2.  TYPES OF ECONOMY APPROACH LIGHTING AIDS.....................................................................55 
7.3.  SELECTION CONSIDERATIONS. ......................................................................................................55 
7.4.  CONFIGURATIONS. ............................................................................................................................56 
7.5.  DESIGN..................................................................................................................................................58 
7.6.  EQUIPMENT AND MATERIAL. .........................................................................................................68 
7.7.  INSTALLATION. ..................................................................................................................................69 
CHAPTER 8. RADIO CONTROL EQUIPMENT. ................................................................................73 
8.1.  RADIO CONTROL EQUIPMENT........................................................................................................73 
8.1.1  Restrictions on Use of Radio Control. ....................................................................................73 
8.1.2  Radio Control Equipment .......................................................................................................73 
8.1.3  Interfacing the Radio Control with the Lighting Systems.......................................................74 
8.1.4  Coordination With FAA. ........................................................................................................76 
CHAPTER 9. STANDBY POWER – NON-FAA....................................................................................77 
9.1.  BACKGROUND. ...................................................................................................................................77 
9.2.  DEFINITIONS. ......................................................................................................................................77 
9.3.  FAA POLICY.........................................................................................................................................77 
9.4.  ELECTRICAL POWER CONFIGURATIONS. ....................................................................................78 
9.5.  DESIGN..................................................................................................................................................79 
9.6.  EQUIPMENT AND MATERIAL. .........................................................................................................80 
9.7.  INSTALLATION. ..................................................................................................................................82 
9.8.  INSPECTION. ........................................................................................................................................83 
9.9.  TESTS. ...................................................................................................................................................84 
9.10. MAINTENANCE. .................................................................................................................................84 
9.11. REDUCING ELECTRICAL POWER INTERRUPTIONS. .................................................................85 

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9.12. ENGINE GENERATOR EQUIPMENT PERFORMANCE REQUIREMENTS. ................................85 

CHAPTER 10. PAVEMENT TYPES. .....................................................................................................87 
10.1. GENERAL.............................................................................................................................................87 
10.2. NEW PAVEMENT – RIGID (CONCRETE). .......................................................................................87 
10.3. NEW PAVEMENT – FLEXIBLE (BITUMINOUS). ...........................................................................89 
10.4. OVERLAY – RIGID. ............................................................................................................................90 
10.5. OVERLAY - FLEXIBLE. .....................................................................................................................91 
CHAPTER 11. FIXTURE MOUNTING BASES....................................................................................93 
11.1. GENERAL.............................................................................................................................................93 
11.2. L-868 MOUNTING BASES..................................................................................................................93 
11.3. DIRECT-MOUNTED (INSET) FIXTURES.........................................................................................95 
11.4. FIELD ADJUSTABLE L-868 MOUNTING BASES. ..........................................................................97 
11.5. INSTALLATION. .................................................................................................................................97 
CHAPTER 12. EQUIPMENT AND MATERIAL. ...............................................................................101 
12.1. GENERAL...........................................................................................................................................101 
12.2. LIGHT BASES, TRANSFORMER HOUSINGS AND JUNCTION BOXES....................................101 
12.3. DUCT AND CONDUIT. .....................................................................................................................101 
12.4. CABLE, CABLE CONNECTORS, PLUGS AND RECEPTACLES. ................................................102 
12.5. COUNTERPOISE (LIGHTNING PROTECTION SYSTEM)............................................................104 
12.6. LIGHT BASE GROUND. ...................................................................................................................106 
12.7. CONCRETE. .......................................................................................................................................107 
12.8. STEEL REINFORCEMENT. ..............................................................................................................107 
12.9. ADHESIVE AND SEALANTS. .........................................................................................................107 
12.10. LOAD-BEARING LIGHTING FIXTURES. ....................................................................................107 
12.11. INSPECTION. ...................................................................................................................................108 
12.12. TESTING...........................................................................................................................................109 
12.13. AUXILIARY RELAYS.....................................................................................................................110 
12.14. VAULT..............................................................................................................................................110 
12.15. MAINTENANCE. .............................................................................................................................110 
CHAPTER 13. POWER DISTRIBUTION AND CONTROL SYSTEMS. ........................................111 
13.1. INTRODUCTION. ..............................................................................................................................111 
13.2. POWER DISTRIBUTION. .................................................................................................................111 
13.3. CONTROL SYSTEMS........................................................................................................................112 
APPENDIX 1. FIGURES. ......................................................................................................................117 
APPENDIX 2. AIRPORT TECHNICAL ADVISORY. ......................................................................231 
APPENDIX 3. TERMS & ACRONYMS..............................................................................................233 

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AC 150/5340-30E 09/29/2010

APPENDIX 4. BIBLIOGRAPHY. ........................................................................................................239 

APPENDIX 5. TYPICAL INSTALLATION DRAWINGS FOR AIRPORT LIGHTING
EQUIPMENT...........................................................................................................................................245 
A5-1.Electrical Notes ...................................................................................................................................272 
APPENDIX 6. APPLICATION NOTES. .............................................................................................281 
APPENDIX 7. RUNWAY STATUS LIGHT (RWSL) SYSTEM .......................................................293 
A7-1. Purpose ..............................................................................................................................................293 
A7-1.1. System Description.............................................................................................................293 
A7-2. Installation. ........................................................................................................................................294 
A7-2.1 Runway Entrance Lights (REL) ..........................................................................................294 
A7-2.2 REL Light Base. ..................................................................................................................294 
A7-2.3 REL Configurations.............................................................................................................294 
A7-2.3.1 Basic (90-degree) Configuration.........................................................................294 
A7-2.3.2 Angled Configuration. ........................................................................................295 
A7-2.3.3 Curved Configuration. ........................................................................................296 
A7-2.4 Takeoff Hold Lights (THL). ................................................................................................296 
A7-2.4.1 THL Fixtures ......................................................................................................296 
A7-2.4.2 THL Mounting Base. ..........................................................................................297 
A7-2.5 Constant Current Regulator (CCR) Power Supply. .............................................................297 
A7-2.6 Isolation Transformer. .........................................................................................................297 
A7-2.7 Individual Light Controller (ILC)........................................................................................298 
A7-3 RUNWAY INTERSECTION LIGHTS (RIL)....................................................................................298 
A7-3.1 RIL Mounting Base .............................................................................................................298 
A7-3.2 RIL General Installation ......................................................................................................298 
A7-3.3 RIL Installation on a Runway with No Centerline Lights ...................................................299 
A7-3.4 Overlapping RILs and THLs ...............................................................................................299 
A7-4 DESIGN. ............................................................................................................................................300 
A7-4.1 General Guidelines. ............................................................................................................300 
A7-4.2 Layout..................................................................................................................................300 
A7-4.3 Overlay Rigid and Flexible Pavements................................................................................300 
A7-4.4 Existing Pavements..............................................................................................................300 
A7-5 surface movement guidance control system (smgcs)...........................................................................300 
A7-5.1 EQUIPMENT AND MATERIAL. ......................................................................................300 
A7-5.2 Lighting Vault......................................................................................................................300 
A7-6 Operational Testing. ...........................................................................................................................300 

LIST OF FIGURES

Figure 1.  Legend and General Notes. ...................................................................................................................118 

Figure 2.  Runway and Threshold Lighting Configuration (LIRL Runways & MIRL Visual Runways). ............119 

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Figure 3.  Runway and Threshold Lighting Configuration (HIRL).......................................................................120 

Figure 4.  Runway with Taxiway at End. ..............................................................................................................121 
Figure 5.  Runway with Blast Pad (No Traffic).....................................................................................................122 
Figure 6.  Lighting for Runway with Displaced Threshold. ..................................................................................123 
Figure 7.  Normal Runway with Taxiway. ............................................................................................................124 
Figure 8.  Lighting for Runway with Displaced Threshold. ..................................................................................125 
Figure 9.  Lighting for Runway with Displaced Threshold/Usable Pavement. .....................................................126 
Figure 10.  Lighting for Runway with Displaced Threshold not Coinciding with Opposite Runway End. ............127 
Figure 11.  Lighting for Runway with Stopway. .....................................................................................................128 
Figure 12.  Lighting for Runway with Displaced Threshold & Stopway. ...............................................................129 
Figure 13.  Runway with End Taxiway. ..................................................................................................................130 
Figure 14.  Lighting for Runway with End Taxiway and Shortened ASDA. ..........................................................131 
Figure 15.  Lighting for Runway with End Taxiway and Displaced Threshold not Coinciding with Opposite
Runway End............................................................................................................................132 
Figure 16.  Typical Straight Taxiway Sections (Less Than 200 Feet (61 m)). ........................................................133 
Figure 17.  Spacing of Lights on Curved Taxiway Edges. ......................................................................................134 
Figure 18.  Typical Single Straight Taxiway Edges (More Than 200 Feet (61 m)). ...............................................135 
Figure 19.  Typical Single Straight Taxiway Edges (Less Than 200 Feet (61 m))..................................................136 
Figure 20.  Typical Edge Lighting Configuration. ..................................................................................................137 
Figure 21.  Typical Edge Lighting for Portions of Runways Used as Taxiway (When Taxiway Lights Are “On”).....138 
Figure 22.  Typical Edge Lighting for Portions of Runways Used as Taxiway (When Runway Lights Are “On”). ....139 
Figure 23.  Light Fixture Wiring. ............................................................................................................................140 
Figure 24.  Typical Wiring Diagram Utilizing L-828 Step-type Regulator with External Remote Primary Oil
Switch. ....................................................................................................................................141 
Figure 25.  Typical Wiring Diagram Utilizing L-828 Step-type Regulator with Internal Control Power and
Primary Oil Switch. ................................................................................................................142 
Figure 26.  Typical Basic 120 Volt AC Remote Control System. ...........................................................................143 
Figure 27.  Alternative 120 Volt AC Remote Control System. ...............................................................................144 
Figure 28.  Typical 120 Volt AC Remote Control System with L-847 Circuit Selector Switch. ............................145 
Figure 29.  Typical 48 Volt DC Remote Control System with 5-Step Regulator and L-841 Relay Panel. .............146 
Figure 30.  Typical 48 Volt DC Remote Control System with 3-Step Regulator and L-841 Relay Panel. .............147 
Figure 31.  Curves for Estimating Loads in High Intensity Series Circuits.............................................................148 
Figure 32.  Curves for Estimating Loads in Medium Intensity Series Circuits. ......................................................149 
Figure 33.  Runway Centerline Lighting Layout.....................................................................................................150 
Figure 34.  Touchdown Zone Lighting Layout........................................................................................................151 
Figure 35.  Section Through Non-adjustable Base and Anchor, Base and Conduit System, Rigid Pavement. .......152 
Figure 36.  Section Through Non-adjustable Base and Anchor, Base and Conduit System, Flexible Pavement....153 
Figure 37.  Runway Centerline Light – Shallow Base & Conduit Installation........................................................154 
Figure 38.  Saw Kerf Wireway Details....................................................................................................................155 
Figure 39.  Saw Kerf Orientation Details – R/W Centerline and TDZ Lights.........................................................156 
Figure 40.  Transformer Housing Installation Details Inset Type Lighting Fixtures...............................................157 
Figure 41.  Typical Equipment Layout, Inset Type Lighting Fixtures. ...................................................................158 
Figure 42.  Junction Box for Inset Fixture Installation............................................................................................159 
Figure 43.  Typical Taxiway Centerline Lighting Configuration for Non-Standard Fillets (Centerline light
spacing for operations above 1,200 feet (365 m) RVR)..........................................................160 
Figure 44.  Color-Coding of Exit Taxiway Centerline Lights. ................................................................................161 
Figure 45.  Taxiway Centerline Lighting Configuration for Acute-Angled Exits. ..................................................162 
Figure 46.  Controlled Stop Bar Design and Operation – “GO” Configuration. .....................................................163 
Figure 47.  Typical Taxiway Centerline Lighting Configuration for Standard Fillets (Centerline light spacing
for operations above 1,200 feet (365 m) RVR).......................................................................164 
Figure 48.  Taxiway Centerline Light Beam Orientation. .......................................................................................165 
Figure 49.  In-Pavement Runway Guard Light Configuration. ...............................................................................166 
Figure 50.  Elevated RGL and Stop Bar Configuration...........................................................................................167 
Figure 51.  Typical Light Beam Orientation for In-Pavement RGLs and Stop Bars...............................................168 
Figure 52.  Clearance Bar Configuration at a Low Visibility Hold Point................................................................169 
Figure 53.  Curves for Estimating Primary Load for Taxiway Centerline Lighting Systems..................................170 

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Figure 54.  Typical Elevated RGL Installation Details............................................................................................171 

Figure 55.  Typical In-Pavement RGL External Wiring Diagram – Power Line Carrier Communication, One
Light Per Remote. ...................................................................................................................172 
Figure 56.  Typical In-Pavement RGL External Wiring Diagram – Power Line Carrier Communication,
Multiple Lights per Remote. ...................................................................................................173 
Figure 57.  Typical In-Pavement RGL External Wiring Diagram – Dedicated Communication Link....................174 
Figure 58.  In-Pavement RGL Alarm Signal Connection........................................................................................175 
Figure 59.  Controlled Stop Bar Design and Operation – “STOP” Configuration. .................................................176 
Figure 60.  Controlled Stop Bar Design and Operation – Intermediate Configuration. ..........................................177 
Figure 61.  Controlled Stop Bar Design and Operation – “STOP” Configuration for A/C 2. .................................178 
Figure 62.  Typical Layout for Land and Hold Short Lights. ..................................................................................179 
Figure 63.  Typical Wireway Installation Details for Land & Hold Short Lights. ..................................................180 
Figure 64.  Sawing & Drilling Details for In-pavement Land & Hold Short Lights. ..............................................181 
Figure 65.  Typical Block Diagram for Land & Hold Short Lighting System. .......................................................182 
Figure 66.  Typical Curve for Determining Maximum Separation Between Vault and Control Panel with
120-volt AC Control. ..............................................................................................................183 
Figure 67.  Beacon Dimensions and Wiring Diagram.............................................................................................184 
Figure 68.  Calculations for Determining Wire Size. ..............................................................................................185 
Figure 69.  Typical Automatic Control....................................................................................................................186 
Figure 70.  120-Volt AC and 48-Volt DC Remote Control.....................................................................................187 
Figure 71.  Typical Structural Beacon Tower..........................................................................................................188 
Figure 72.  Typical Tubular Steel Beacon Tower....................................................................................................189 
Figure 73.  Typical Pre-fabricated Beacon Tower Structure. ..................................................................................191 
Figure 74.  Typical Location of Supplemental Wind Cone. ....................................................................................192 
Figure 75.  Externally Lighted Wind Cone Assembly (Frangible)..........................................................................193 
Figure 76.  Typical Layout for MALSF. .................................................................................................................194 
Figure 77.  Typical Layout for REIL.......................................................................................................................195 
Figure 78.  Typical ODALS Layout........................................................................................................................196 
Figure 79.  PAPI Obstacle Clearance Surface. ........................................................................................................197 
Figure 80.  PAPI Signal Presentation. .....................................................................................................................198 
Figure 81.  Correction for Runway Longitudinal Gradient. ....................................................................................199 
Figure 82.  General Wiring Diagram for MALSF with 120-Volt, AC Remote Control..........................................200 
Figure 83.  Typical Wiring Diagram for MALSF Controlled from Runway Lighting Circuit................................201 
Figure 84.  Typical Field Wiring Circuits for MALSF............................................................................................202 
Figure 85.  Typical Installation Details for Frangible MALS Structures – 6 foot (1.8 m) Maximum. ....................203 
Figure 86.  Typical Wiring for REILs Multiple Operation......................................................................................204 
Figure 87.  Typical Wiring for REIL Series Operation ...........................................................................................205 
Figure 88.  FAA L-880 Style B (Constant Current) System Wiring Diagram. .......................................................206 
Figure 89.  FAA L-880 Style A (Constant Voltage) System Wiring Diagram........................................................207 
Figure 90.  PAPI Light Housing Unit (LHU) Installation Detail.............................................................................208 
Figure 91.  Typical Installation Details for Runway End Identifier Lights (REILs). ..............................................209 
Figure 92.  Configuration “A” Electrical Power......................................................................................................210 
Figure 93.  Typical KVA Input Requirements. .......................................................................................................211 
Figure 94.  Typical Wiring Diagram for Configuration “A” Electrical Power........................................................212 
Figure 95.  Typical Equipment Layout for Configuration “A” Electrical Power. ...................................................213 
Figure 96.  Configuration “B” Electrical Power......................................................................................................214 
Figure 97.  Typical Wiring Diagram for Configuration “B” Electrical Power........................................................215 
Figure 98.  Typical Wiring Diagram for Configuration “C” Power. .......................................................................216 
Figure 99.  Flexible Pavement or Overlay Installation. ...........................................................................................217 
Figure 100.  Use of Alignment Jig, No Reference Edge Available, Non-adjustable Base and Conduit System.......218 
Figure 101.  Use of Alignment Jig, Reference Edge Available, Non-adjustable Base and Conduit System.............219 
Figure 102.  In-pavement Shallow Base Runway Edge End or Threshold Light. .....................................................220 
Figure 103.  In-pavement Shallow Base Runway Centerline or TDZ Light. ............................................................221 
Figure 104.  Sawing and Drilling Details for In-Pavement Taxiway Centerline Lights............................................222 
Figure 105.  Wiring Details for Direct- and Base-Mounted Taxiway Centerline Lights...........................................223 
Figure 106.  Typical Transformer Housing and Conduit Installation Details for Taxiway Centerline Lights. .........224 

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Figure 107.  Adjustment of Edge Light Elevation for High Snowfall Areas.............................................................225 
Figure 108.  Cable and Duct Markers........................................................................................................................226 
Figure 109.  Counterpoise Installation.......................................................................................................................227 
Figure 110.  Power and Control System Block Diagram...........................................................................................228 
Figure 111.  Typical PLC Control System Block Diagram. ......................................................................................229 
Figure 112.  PC Control System Block Diagram.......................................................................................................230 
Figure 113.  Typical Standard Details for Runway & Taxiway Edge Lights –High Intensity Light – Non-
adjustable Base-mounted. .......................................................................................................246 
Figure 114.  Typical Standard Details for Runway & Taxiway Edge Lights –Medium / High Intensity Light –
Non-adjustable Base-mounted. ...............................................................................................247 
Figure 115.  Typical Standard Details for Runway & Taxiway Edge Lights –Medium Intensity Light – Stake-
mounted. .................................................................................................................................248 
Figure 116.  Typical Counterpoise and Ground Rod Connections ............................................................................249 
Figure 117.  Identification (ID) Tag Detail. ..............................................................................................................250 
Figure 118.  Standard Details for Underground Cable Installation – Typical Multiple Bank Layout. ......................251 
Figure 119.  Standard Details for Underground Cable Installation – Type A. ..........................................................252 
Figure 120.  Standard Details for Underground Cable Installation – Type B............................................................253 
Figure 121.  Standard Details for Underground Cable Installation – Type C............................................................254 
Figure 122.  Standard Details for Underground Cable Installation – Plowed Cable. ................................................255 
Figure 123.  Standard Details for Underground Cable Installation – Plowed Cable. ................................................256 
Figure 124.  Standard Details for Taxiway Hold and Guidance Sign – Sign – Single Pedestal. ...............................257 
Figure 125.  Standard Details for Taxiway Hold & Guidance Sign – Sign – Multiple Pedestal. ..............................258 
Figure 126.  Standard Details for Taxiway Hold & Guidance Sign – Detail A.........................................................259 
Figure 127.  Standard Details for Pivoting Rotating Beacon Pole – Rotating Beacon & Mounting Bracket Detail. 260 
Figure 128.  Standard Details for Pivoting Rotating Beacon Pole – Locking Device Detail. ...................................261 
Figure 129.  Standard Details for Pivoting Rotating Beacon Pole – Pivot Detail. ....................................................262 
Figure 130.  Standard Details for Pivoting Rotating Beacon Pole.............................................................................263 
Figure 131.  Standard Details for Wind Cone Foundation (L-807). ..........................................................................264 
Figure 132.  Standard Details for Wind Cone – 12 ft (3.7 m) Wind Cone. ...............................................................265 
Figure 133.  Standard Details for Precision Approach Path Indicators (PAPIs) – PAPI Light Unit Locations.........266 
Figure 134.  Standard Details for Precision Approach Path Indicators (PAPIs). ......................................................267 
Figure 135.  Standard Details for Precision Approach Path Indicators (PAPIs) – Section A-A................................268 
Figure 136.  Standard Details for Runway End Identifier Light Power & Control Derived From Runway Circuit
– Profile View.........................................................................................................................269 
Figure 137.  Standard Details for Runway End Identifier Light Power & Control Derived From Runway Circuit
– Plan View.............................................................................................................................270 
Figure 138.  Location of Entrance-Exit Lights (in lieu of guidance signs)................................................................271 
Figure 139.  Controlled Output Sign Block Diagram................................................................................................281 
Figure 140.  Typical Power Line Carrier System ......................................................................................................283 
Figure 141.  Load Example for In Pavement RGL Circuit........................................................................................288 
Figure 142.  ALCMS Block Diagram .......................................................................................................................291 
Figure 143.  REL Configuration for Taxiways at 90 Degrees...................................................................................295 
Figure 144.  Angled Configuration............................................................................................................................296 
Figure 145.  Takeoff/Hold Lights..............................................................................................................................297 
Figure 146.  Runway Intersection Lights ..................................................................................................................299 

LIST OF TABLES

Table 2-1. Straight Taxiway Edge Light Spacing..........................................................................................................8 

Table 2-2. Edge Lighting System Design Guide. ........................................................................................................11 
Table 2-3. Equipment and Materials............................................................................................................................14 

Table 4-1. Longitudinal Dimensions. ..........................................................................................................................24 

Table 4-2. Equipment and Material Used for Low Visibility Lighting Systems. ........................................................40 

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Table 5-1. Equipment and Material Used for Land and Hold Short Lighting Systems. ..............................................45 

Table 7-1. Threshold Crossing Heights. ......................................................................................................................62 

Table 7-2. Aiming of Type L-880 (4 Box) PAPI Relative to Pre-selected Glide Path. ...............................................62 
Table 7-3. Aiming of Type L-881 (2 Box) PAPI Relative to Pre-selected Glide Path. ...............................................63 

Table 8-1. Interface of Radio Control with Airport Visual Aids. ................................................................................76 

Table 13-1. AGL Control System Response Times...................................................................................................115 

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09/29/2010 AC 150/5340-30E

CHAPTER 1. INTRODUCTION.

1.1. GENERAL.

Numerous airport visual aids are available to provide information and guidance to pilots maneuvering on
airports. These aids may consist of single units or complex systems composed of many parts. Often
visual aids have different performance requirements and configurations, but may share common
installation procedures. For example, installation procedures for in-pavement lighting systems are
essentially the same, yet the lighting systems may perform different functions. This AC provides
installation details for all airport visual aids in one document. Performance specifications and
configuration details for the various visual aids can be found in the referenced ACs. Drawings in
Appendix 5 depict typical installation methods for various types of airport lighting equipment.

1.2. SCOPE.

This AC provides installation methods and techniques for airport visual aids. The standards contained
herein are standards the FAA requires in all applications involving airport development of this nature.
These standards must be met where lighting systems are required for FAA-developed procedures.
Installations should conform to the National Electrical Code (NEC) and local codes where applicable.
See referenced materials.

1.3. SAFETY.

Airports present a unique working environment. Airplanes traveling at high speed, multi-directional
traffic, noise, and night work are a few of the conditions that may confront a construction worker on an
airport. Safety is of paramount concern to all parties. We encourage you to become familiar with FAA
guidance contained in AC 150/5370-2, Operational Safety on Airports During Construction.

1.4. MIXING OF LIGHT SOURCE TECHNOLOGIES.

The increasing use of airport light emitting diode (LED) light fixtures on the air operations area (AOA)
has caused concerns when LED light fixtures are interspersed with their incandescent counterparts. LED
light fixtures are essentially monochromatic (aviation white excepted) and may present a difference in
perceived color and/or brightness than an equivalent incandescent fixture. These differences can
potentially distort the visual presentation to a pilot. Therefore, LED light fixtures must not be
interspersed with incandescent lights of the same type.

Example: An airport adds an extension to a runway. On the existing runway, the runway centerline light
fixtures are incandescent. The airport decides to install LED runway centerline fixtures on the new
section of runway and retains the incandescent fixtures on the existing section. This interspersion of
dissimilar technology is not approved for installation.

In addition, defective incandescent fixtures must not be replaced with their LED counterparts. When
replacing a defective light fixture, make certain that the replacement uses the same light source
technology to maintain a uniform appearance.

LED Technology System(s) that are not to be interspersed:

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AC 150/5340-30E 09/29/2010

Runway Guard Lights – each pair of elevated RGLs must be the same technology. For in-pavement
lights, do not mix LED with incandescent fixtures in the same bar.

Touchdown Zone Lights

Runway Edge Lights including Threshold, End and Stopway

Signs per location – do not collocate LED signs with incandescent signs. Example: runway holding
position signs on both sides of a taxiway, holding position signs on both sides of a runway, separate signs
that form a sign array.

Taxiway curved segments (centerline and edge)

Taxiway Straight Segments (centerline and edge)

Approach Light Systems

Stop Bars

Runway Centerline

Rapid Exit Taxiway Indicator Lights (RETIL) (up until the holding position or runway vacated position)

Precision Approach Path Indicator (PAPI)

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CHAPTER 2. RUNWAY AND TAXIWAY EDGE LIGHTING SYSTEMS.

2.1. GENERAL.

Edge lighting systems are used to outline usable operational areas of airports during periods of
darkness and low visibility weather conditions. These systems are classified according to the
intensity or brightness produced by the lighting system.

This chapter covers standards for the design and installation of the following systems (see Figure
1 in Appendix 1 for the legend for Figures 2 – 22):

Runway Edge Lighting Systems. Runway edge lights define the edge of the runway. The
following standard systems are described in this section:

LIRL - low intensity runway lights

MIRL - medium intensity runway lights
HIRL - high intensity runway lights

Taxiway Edge Lighting Systems. Taxiway edge lights define the edge of the taxiway. The
standard taxiway edge lighting system for airports is described in this section:

MITL - medium intensity taxiway lights

2.1.1. Selection Criteria.

The selection of a particular edge lighting system is generally based on the operational needs per
the following guidelines:

LIRL - install on visual runways (for runways at small airports),

MIRL - install on visual runways or non-precision instrument runways,
HIRL - install on precision instrument runways,
MITL - install on taxiways and aprons at airports where runway lighting systems are
installed.

As stated, the above are general selection criteria. However, the airport surface requirements for
specific approach procedures are the determining factor for system selection. See AC 150/5300-
13, Airport Design, Appendix 16, New Instrument Approach Procedures, for more information.
Any edge lighting system requires that the airport be equipped with a rotating beacon meeting the
requirements of AC 150/5345-12, Specification for Airport and Heliport Beacons.

2.1.2. Runway Edge Light Configurations.

A runway edge lighting system is a configuration of lights that defines the lateral and longitudinal
limits of the usable landing area of the runway. Two straight lines of lights installed parallel to
and at equal distances from the runway centerline define the lateral limits. The longitudinal limits
of the usable landing area are defined at each end of the area by straight lines of lights called
threshold/runway end lights, which are installed perpendicular to the lines of runway edge lights.
Table 2-3, Equipment and Materials, provides information on the recommended light fixture for
each application.

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AC 150/5340-30E 09/29/2010

a. Edge Lights.

(1) Colors.

(a) LIRL. The runway edge lights emit white light as shown in Figure 2.

(b) MIRL and HIRL. The runway edge lights emit white light, except in the caution
zone, (not applicable to visual runways) which is the last 2,000 feet (610 m) of
runway or one-half the runway length, whichever is less. In the caution zone,
yellow lights are substituted for white lights; they emit yellow light in the
direction facing the instrument approach threshold and white light in the opposite
direction. Instrument approach runways are runway end specific, meaning a
runway may have an instrument approach on one end and a non-instrument
approach on the opposite end. However, when there is an instrument approach at
each runway end, yellow/white lights are installed at each runway end in the
directions described above. The yellow lights indicate caution on rollout after
landing. An example is shown in Figure 3.

(2) Location and Spacing.

(a) General. The runway edge lights are located on a line parallel to the runway
centerline at least 2 ft (0.6 m), but not more than 10 ft (3 m), from the edge of the
full strength pavement designated for runway use. On runways used by jet
aircraft, we recommend 10 ft (3 m) to avoid possible damage by jet blasts. On
runways not used by jet aircraft, we recommend 2 ft (0.6 m). The edge lights are
uniformly spaced and symmetrical about the runway centerline, such that a line
between light units on opposite sides of the runway is perpendicular to the
runway centerline. Longitudinal spacing between light units must not exceed
200 ft (61 m), except as described in paragraph 2.1.2a(2)(b)1 below. Use the
threshold/runway end lights as the starting reference points for longitudinal
spacing calculations during design.

NOTE: See AC 150/5340-26, Maintenance of Airport Visual Aid Facilities, for

additional information about the toe-in of runway edge light fixtures. Follow the
manufacturer’s instructions for proper fixture toe-in alignment.

(b) Intersections.

1. LIRL/MIRL. For runways with MIRL or LIRL installed and where the
configuration of the runway intersection does not allow for the matching of
the runway edge lights on opposite sides of the runway to be maintained, the
distance between light units on the same side of the runway must not exceed
400 ft (122 m). On the side of the runway opposite the intersection, install a
single elevated runway edge light unit maintaining the designed spacing
shown in Figure 2. For MIRL, if the distance between the runway edge
lights units is greater than 400 ft (122 m), install an L-852D, Taxiway
Centerline fixture for Category (CAT) III (specified in AC 150/5345-46,
Specification for Runway and Taxiway Light Fixtures), light fixture
modified to produce white light (by removing the filters) and maintain the
designed spacing shown in Figure 3.

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09/29/2010 AC 150/5340-30E

2. HIRL. For runways approved for instrument landing system (ILS) CAT III
operations with HIRL installed at runway intersections, install L-850C, flush
in-pavement light fixtures (described in AC 150/5345-46, Specification for
Runway and Taxiway Light Fixtures), to maintain uniform spacing. For
other operations on runways with HIRL, the installation of a semi-flush
fixture should be based on the following:

a. The availability of other visual cues at the intersection, such as guidance

signs or centerline lighting.

b. The geometric complexity of the intersection, such as crossing runways.

When the gap exceeds 400 feet install an in-pavement light fixture to
maintain uniform spacing.

c. Whether the addition of a semi-flush fixture could confuse ground

operations.

(c) Runway Sections Used as Taxiways. For runway or sections of runways used as
taxiways, the runway/taxiway must have the specified runway lights with the
designed spacing maintained on the dual purpose area. Taxiway edge lights are
permitted to be installed on the dual purpose area. However, taxiway centerline
lighting compliant with Chapter 4 is preferred. In either case, the control system
must not allow the taxiway lights and the runway lights to be on concurrently.
The control systems must be designed such that either the taxiway lights or the
runway lights are on, but never may both runway and taxiway lights be
illuminated at the same time.

NOTE: The lights on the entire runway must be off when the taxiway lights are
illuminated.

See Figure 21 and Figure 22. In some cases where a section of the runway is
used as a taxiway, it may be desirable to install a controllable stop bar to prevent
taxiing aircraft from entering an intersecting runway; the stop bar should be
interlocked with the taxiway lights so that it is on when the taxiway lights are on.

b. Threshold/Runway End Lights.

(1) Color.

(a) Runway Thresholds. Threshold lights emit green light outward from the runway
and emit red light toward the runway to mark the ends of the runway. The green
lights indicate the landing threshold to landing aircraft and the red lights indicate
the end of the runway, both landing and departing. These lights are usually
combined into one fixture and special lenses or filters are used to emit the desired
light in the appropriate direction. The layout details for runway threshold lights
are shown in Figure 2, Figure 3, Figure 4, and Figure 5.

(b) Displaced Runway Thresholds. When the runway threshold is displaced, the
lights located in the area before the threshold emit red light toward the approach.
The threshold lights located at the displaced threshold emit green light outward
from the runway threshold. Examples of threshold lighting when the landing

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AC 150/5340-30E 09/29/2010

threshold is displaced from the actual runway threshold are shown in Figure 6.
Refer to AC 150/5300-13, Changes 1 through 11, Airport Design, Appendix 2
(Change 10 dated 09/29/2006), paragraph 2c, and Appendix 14 (Change 4 dated
11/10/94), paragraph 2(c)2 for additional information about obstructions with
regard to displaced thresholds and declared distances.

(2) Location and Spacing.

EXCEPTION: The FAA Airport Engineering Division is reviewing the current standard
for inboard/outboard runway and threshold end lights. Existing configurations of
inboard/outboard runway and threshold end lights installed per this AC may remain in
place until a new standard is issued. If a new standard is issued, the FAA will require that
such systems be upgraded within a reasonable time.

(a) General. The combination threshold and runway end lights are located on a line
perpendicular to the extended runway centerline not less than 2 ft (0.6 m) and not
more than 10 ft (3 m) outboard from the designated runway threshold. The lights
are installed in two groups located symmetrically about the extended runway
centerline. The outermost light in each group is located in line with the runway
edge lights. The other lights in each group are located on 10 ft (3 m) centers
toward the extended runway centerline. Coordinate locations and spacing of
threshold/runway end lights with other plans for future lighting equipment.
Approach lighting systems are equipped with threshold lighting located 2 ft (0.6
m) to 10 ft (3 m) from the threshold. If other airport navigational equipment
installed at the threshold prevents the lights from being properly spaced, each
light in a group may be offset not more than 1 ft (0.3 m) in the same direction.

1. Runways with LIRL/MIRL. Threshold/runway end lights installed on visual

runways with LIRL or MIRL must have 3 lights in each group per Figure 2.

2. Runways with MIRL/HIRL. Threshold/runway end lights installed on non-

precision instrument runways with MIRLs and precision instrument runways
with HIRLs must have 4 lights in each light group per Figure 3.

(b) Displaced Threshold. When the threshold is displaced from the end of the
runway or paved area, and access by aircraft prior to the threshold is allowed, the
threshold lights are located outboard from the runway as shown in Figure 6. The
innermost light of each group is located in line with the line of runway edge
lights, and the remaining lights are located outward, away from the runway, on
10 ft (3 m) centers on a line perpendicular to the runway centerline. When the
displaced runway area is usable for takeoff, red runway edge lights are installed
to delineate the outline of this area, as shown in Figure 6.

(c) Runways Where Declared Distances are Adjusted. Airport designs for
constrained airports may require implementation of runway declared distance
concepts to meet runway safety area (RSA), runway object free area (ROFA) or
the runway protection zone (RPZ) standards contained in AC 150/5300-13,
Airport Design. The criteria for selecting the applicable configuration are
described in AC 150/5300-13. The marking for declared distance runways must
comply with the specification described in AC 150/5340-1, Standards for Airport
Markings, and signing must comply with the standards in AC 150/5340-18,

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09/29/2010 AC 150/5340-30E

Standards for Airport Sign Systems. For configurations not covered by this AC
contact the FAA Airports Regional Office for guidance. Guidance for Declared
Distances is provided in Appendix 1 of this AC in Figures 7 thru 15.

2.1.3. Stopway Edge Lights

Definition of a stopway: A stopway is an area beyond the takeoff runway, centered on the
extended runway centerline, and designated by the airport owner for use in decelerating an
airplane during an aborted takeoff. It must be at least as wide as the runway and able to support
an airplane during an aborted takeoff without causing structural damage to the airplane. See
Figure 11 and Figure 12 for illustrations of stopways.

a. Color. The stopway edge lights emit unidirectional red light in the takeoff direction
of the runway.

b. Location and Spacing. Stopway lights are placed along its full length in two parallel
rows that are equidistant from the runway centerline and coincident with the rows of
runway edge lights. The spacing between the lights and distance from the edge is the
same as runway edge lights per paragraph 2.1.2. Lights must also be placed at the
end of the stopway (spaced symmetrically in relation to the extended runway
centerline) and no more than 10 feet (3 m) outboard of the stopway edge per Figure
11 and Figure 12. For visual runways with LIRL/MIRL, use two groups of three
lights. For non-precision and precision instrumented runways use two groups of 4
lights.

2.1.4. Taxiway Edge Light Configurations.

Taxiway edge lighting systems are configurations of lights that define the lateral limits of the
taxiway.

a. Color. The taxiway edge lights emit blue light, and edge reflectors reflect blue.

b. Location and Spacing. Fixtures in the edge lighting system are located in a line parallel
to the taxiway centerline not more than 10 ft (3 m) outward from the edge of the full
strength pavement. See Figure 107 for additional details about fixture height versus
lateral location requirements. Reflectors may be installed per paragraph 2.1.4.c of this
section in lieu of, or to enhance, taxiway edge lights. The spacing for taxiway edge lights
is calculated based on the taxiway configuration. The methods of calculating taxiway
edge light spacing are described below:

NOTE: The use of in-pavement taxiway edge lighting fixtures should be restricted to
where elevated lights may be damaged by jet blast or where they interfere with aircraft
operations.

(1) Straight Sections. The edge lights are spaced symmetrically using the criteria
outlined in Table 2-1, Straight Taxiway Edge Light Spacing. Lights installed on
opposite sides of a straight taxiway are aligned such that opposing lights are in a line
perpendicular with the taxiway centerline. Examples of taxiway lighting for straight
taxiway section are shown in Figure 16, Figure 18, and Figure 19.

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 AC 150/5340-30E 09/29/2010

Table 2-1. Straight Taxiway Edge Light Spacing.

Number,
Section Length (L) Edge Lights (N) Maximum Spacing (Max) Spacing (S)
(per side)1
L  50 ft (15 m) 2 50 ft (15 m) L

L > 50 ft (15 m) and L 3 50 ft (15 m) L/2

 100 ft (30 m)
L > 100 ft (30 m) and L 3 100 ft (30 m) L/2
 200 ft (61 m) [(L/max) + 1]2 ,3 50 ft (15 m) (single edges) 3 L/(N-1) 3
L > 200 ft (61 m) [(L/max) + 1]2 100 ft (30 m) (single edges) L/(N-1)
3

200 ft (61 m)
1
Number (N) excludes lights required for end and entrance/exit indicators.
2
Round value up to the next whole number, i.e. 1.31 becomes 2.
3
Applies to single straight taxiway only, where only one side exists. See Figure 18 and
Figure 19.

(2) Curved Sections. Curved taxiway edges require shorter spacing of edge lights. The
spacing is determined based on the radius of the curve. The applicable spacing for
curves is shown in Figure 17. The taxiway edge lights are uniformly spaced. Curved
edges of more than 30 degrees from point of tangency (PT) of the taxiway section to
PT of the intersecting surface must have at least three edge lights. For radii not listed
in Figure 17 determine spacing by linear interpolation. Taxiway spacing on curved
sections at other than 14 CFR Part 139, Certification of Airports, and certificated
airports may be reduced as shown in Figure 17. In such cases, like curves on an
airport will have the same spacing.

(3) Intersections. Install end indicators on straight taxiway sections 200 ft (61 m) or
longer. End indicators are additional taxiway edge lights installed before the
intersection spaced 50 ft (15 m) from the last light on straight taxiway sections.
These lights are installed on sections of taxiways that are more than 200 ft (61 m)
long, where edge light spacing exceeds 60 ft (18 m). Figure 18 and Figure 19 show
typical placement of end indicators.

(4) Runway-Taxiway Intersections. Taxiway guidance signs are installed at runway-

taxiway intersections to define the throat or entrance into the intersecting taxiing
route. Where taxiway signs would interfere with aircraft operations, or at small
general aviation (GA) airports, dual taxiway lights spaced as shown in Appendix 5,
Figure 138, may be installed instead of the sign. The taxiway lights used are L-861T
fixtures. Taxiway lights used per the above must be illuminated when the runway
edge lights are on.

c. Use of Reflectors. Reflectors are permitted to enhance taxiway lighting systems installed
on short taxiway sections, curves and intersections (see Figure 16 and Figure 17). In
such cases, lights are installed to meet the spacing requirements and reflectors are
installed uniformly between the lights. Reflectors are also permitted in lieu of edge lights

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09/29/2010 AC 150/5340-30E

where a centerline system is installed. In such cases, reflectors must be installed using
the required spacing for taxiway edge lights as specified in this AC. Specified reflectors
are described in AC 150/5345-39, FAA Specification L-853, Runway and Taxiway
Retroreflective Markers.

2.1.5. System Design.

Coordinate the lighting system design with the existing and future airport plans. Airport
drawings will show existing system(s) layout and available utilities. Install the conduits and
ducts needed for the lighting system prior to paving operations to eliminate the expense of
installing these utilities in existing pavement. Airport drainage systems may influence the
location of cable ducts and trenches. Develop design drawings showing the dimensional layout
of the lighting system prior to construction. Examples of system layouts are shown in Figure 20,
Figure 21, and Figure 22, for high-density traffic airports.

a. Lighting Fixtures. The lighting fixtures installed in the edge lighting systems are either
base-mounted or stake-mounted. Base mounts are used for either elevated fixtures or in-
pavement fixtures. In-pavement fixtures are not permitted for the full length of the
runway. They are typically used in areas where aircraft may roll over the fixture and
require load-bearing bases. Stake mounting is typically less expensive than base
mounting; however, base mounting provides additional protection for this equipment and
makes the equipment more accessible for maintenance. Stake mounting requires the
transformers, cables and connectors be buried in the earth. A typical drawing of fixture
mountings is shown on Figure 23. Base-mounted fixtures must be installed using series
circuits only and are recommended for HIRL, MIRL, or MITL. Stake-mounted fixtures
can be installed with either series or parallel circuits.

b. Electrical Power (Series vs. Parallel Circuits). Series powered circuits with isolation
transformers are recommended for the HIRL, MIRL, and MITL lighting systems. The
advantages of the series circuits are: 1) uniform lamp brightness, 2) lower installation
cost for long runways, generally over 4,000 ft long, 3) reduced cold-start burnouts and in-
rush currents on turn-on, and 4) unintentional grounding will not shut the system down.
Parallel power circuits are recommended for LIRL, but may also be used for MIRL or
MITL. Parallel circuits have a lower installation cost for short runways, 4,000 ft or less.
Parallel circuits should be designed using a 120/240 volt AC, single-phase, 3-wire system
with a shared neutral. Interleave the circuits so that each adjacent fixture is on a separate
leg. Series circuits may also be interleaved, considering requirements for equipment such
as regulators and adjacent lamp monitoring during design of the system. If two or more
circuits are used to power the edge lights for one runway and loss of power to any of
those circuits will leave more than 400 ft of the runway without edge lights, the circuits
should be coupled such that if one is energized both are energized, or if one is de-
energized both are de-energized.

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AC 150/5340-30E 09/29/2010

c. Power Source and Monitoring. Series powered airport lighting circuits are powered by
constant current regulators (CCRs). The regulators and the associated monitoring system
are described in AC 150/5345-10, Specification for Constant Current Regulators and
Regulator Monitors. The CCRs are designed to provide the desired number of brightness
steps. Some regulators, particularly Silicon Controlled Rectifier (SCR) designs, emit
electromagnetic interference (EMI) that may degrade the performance of other air
navigational equipment, such as computers, radars, instrument landing systems, radio
receivers, very high frequency omnidirectional radio ranges, etc. See Appendix 2 for
more information. Runway edge lighting systems that support CAT II or CAT III
operations should be remotely monitored and must provide the monitoring information to
the Airport Traffic Control Tower (ATCT). The monitoring systems must be capable of
detecting if more than 10 percent of the lights are inoperative.

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Table 2-2. Edge Lighting System Design Guide.

Lighting Installation Fixture Power Number Associated Threshold

System Type Mounting System of Steps Design Fixtures
RUNWAY EDGE LIGHTING
Inset 1 Base L-850C
HIRL Series 5 8 lights L-862E
Elevated Base or Stake L-862
Inset 1 Base Series
6 or 8 L-861SE2
MIRL Elevated Base or Stake L-861 Series or 3
lights L-861E2
Parallel

LIRL Elevated Base or Stake L-860 Series or 1 6 lights L-860E

Parallel
TAXIWAY EDGE LIGHTING
Inset Base L-852T Series 3
MITL Elevated Base or Stake L-861T Series or 3
Parallel
1 Inset fixtures are not permitted for the full length of the runway. They are typically installed
in areas where aircraft may roll over the fixture.
2 For runways with either a Precision Approach Path Indicator (PAPI), runway end
identifier lights (REIL), medium approach light system (MALS), or lead-in lighting
system (LDIN), L-861E light fixture may be installed in lieu of the L-861SE.

d. Brightness Steps. The brightness of the lamps is specified in steps that are defined as a
percentage of the full brightness of the lamp. (AC 150/5345-46 contains the
specifications for the light fixtures.) The following tables specify the appropriate lamp
current or voltage to achieve each brightness step:

(1) High Intensity Systems. The HIRL have five brightness steps as follows:

Percent Lamp
Brightness Current
Step 5 100 6.6 A
Step 4 25 5.2 A
Step 3 5 4.1 A
Step 2 1.2 3.4 A
Step 1 0.15 2.8 A

(2) Medium Intensity Systems. The MIRL and MITL, when installed using a series
circuit and powered by an L-828 or L-829 regulator, have three brightness steps as
follows:

Percent Lamp Current

Brightness Series Parallel
Step 3 100 6.6 A 120 V
Step 2 30 5.5 A 85 V
Step 1 10 4.8 A 60 V

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AC 150/5340-30E 09/29/2010

When MITL are installed using a parallel circuit, only one brightness step is required,
although it may be desirable to provide equivalent brightness steps as obtained with
the series circuit. This may be accomplished by use of a variable transformer, auto-
transformer, or other means.

(3) Low Intensity Systems. The LIRL have only one brightness step, 100%.

e. Control Methods. The edge lighting systems should have provisions for local and/or
remote control methods. Remote controls are recommended for locations served by a
control tower, flight service station, or other manned offices where the system(s)
operates. Refer to Chapter 13.3 for additional information on control systems.

(1) Local Control. Local controls may be designed using direct switching at the site or
automatic controls such as a photoelectric control device or timer switch with
provisions for switching from automatic to manual control.

(2) Remote Control. Remote controls may be designed using a fixed-wire method or
radio control with L-854 equipment as specified in AC 150/5345-49, Specification L-
854, Radio Control Equipment. Figure 24, Figure 25, Figure 26, Figure 27, Figure
28, Figure 29, and Figure 30 show some typical applications for remote controls.

(a) 120 Volts AC. Where the distance between the remote control panel and the
vault is not great enough to cause an excessive voltage drop (5%) in the control
leads, the standard control panel switches should be used to operate the control
relays directly. Control relays supplying power to the regulators must have coils
rated for the control voltage. Conductor size of the control cable should be of a
size that will not cause more than a 5% voltage drop. The voltage rating of the
conductor insulation must be rated for the system voltage. Refer to Chapter 13
for additional guidance.

(b) 120 Volts AC – Auxiliary Relay. Special low-burden pilot auxiliary relays,
having proper coil resistance to reduce control current, may be used to obtain
additional separation distance with 120 volt AC control circuits. It may be
advantageous to use these relays to expand existing 120 volt AC control circuits.

(c) 48 Volts DC. Where the distance between control panel and the vault would
cause an excessive voltage drop, a low voltage (48 volt DC) control system
should be used. In such a system, remote control panel switches activate
sensitive pilot relays, such as those specified in AC 150/5345-13, Specification
for L-841 Auxiliary Relay Cabinet Assembly for Pilot Control of Airport
Lighting Circuits, which, in turn, control the regulator relays. Use an
appropriately sized cable, of a type listed for use as direct earth burial, to connect
the control panel to the pilot relays. The DC control system is adequate for up to
7,900 feet (2408 m) separation between control point and vault. For typical
application details, see Figure 29, Figure 30 and AC 150/5345-3, Specification
for L-821 Panels for Control of Airport Lighting.

f. Runway Visual Range (RVR) Connections. Where RVR equipment is to be installed,

provide two No. 12 AWG wires for 120 volt AC control, or two No. 19 wires if 48-volt
control is used, between the control tower and the vault. The wires in the vault connect
to an interface unit provided with the RVR equipment. The wires in the tower connect to

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RVR equipment. All RVR connections must be per instructions provided with the RVR
system and made by personnel responsible for the RVR or their designee.

2.1.6. Equipment and Materials.

Equipment and material covered by FAA ACs are referred to by item numbers and the associated
AC numbers where the equipment is specified - all pertinent ACs and specifications are
referenced by number and title in Appendix 4. Equipment not covered by FAA specifications,
such as distribution transformers, circuit breakers, cutouts, relays, and other commercial items of
electrical equipment, must conform to the applicable rulings and standards of the electrical
industry and local code regulations. Electrical equipment must be tested and certified by an
Occupational Safety and Health Administration (OSHA) recognized Nationally Recognized
Testing Laboratory (NRTL) and should bear that mark. A current list of NRTLs can be obtained
by contacting the OSHA NRTL Program Coordinator. Table 2-3 contains a list of equipment and
material used for runway and taxiway edge lighting systems described in this section. See
Chapter 12 for additional information.

a. Light Bases, Transformer Housings and Junction Boxes. See paragraph 12.2.
b. Duct and Conduit. See paragraph 12.3.
c. Cable, Cable Connectors, Plugs and Receptacles. See paragraph 12.4.
d. Counterpoise (Lightning Protection). See paragraph 12.5.
e. Safety (Equipment) Ground. See paragraph 12.6.
f. Concrete. See paragraph 12.7.
g. Steel Reinforcement. See paragraph 12.8.
h. Adhesive and Sealants. See paragraph 12.9.
i. Load-bearing Lighting Fixtures. See paragraph 12.10
j. Inspection. See paragraph 12.11.
k. Testing. See paragraph 12.12.
l. Auxiliary Relays. See paragraph 12.13.
m. Vault. See paragraph 12.14.
n. Maintenance. See paragraph 12.15.

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 AC 150/5340-30E 09/29/2010

Table 2-3. Equipment and Materials.

Item Description Item No. ACs

or Specifications
Auxiliary Relay Cabinet L-841 AC 150/5345-13
Cable L-824 AC 150/5345-7
Cable Connectors L-823 series circuits AC 150/5345-26
L-108 parallel circuits AC 150/5370-10
Circuit Selector Switch L-847 AC 150/5345-5
Control Panel L-821 AC 150/5345-3
Elevated Edge Light Fixture (HIRL) L-862, L-850C1 AC 150/5345-46
Elevated Edge Light Fixture (LIRL) L-860 AC 150/5345-46
Elevated Edge Light Fixture (MIRL) L-861 AC 150/5345-46
Elevated Threshold Light Fixture (HIRL) L-862 AC 150/5345-46
Elevated Threshold Light Fixture (MIRL) L-861 SE, L861E 2 AC 150/5345-46
In-pavement Light Fixture L-852 AC 150/5345-46
In-pavement Light Fixture L-850 D, E AC 150/5345-46
Isolation Transformers L-830 AC 150/5345-47
4
Junction Box L-867/L-868, blank AC 150/5345-42
covers
Light Base and Transformer Housing 3 L-867, L-868 AC 150/5345-42
Regulators L-828, L-829 AC 150/5345-10
Retroreflective Markers L-853 AC 150/5345-39
Duct and Conduit L-110 AC 150/5370-10
Concrete P-610 AC 150/5370-10
Tape L-108 AC 150/5370-10
Vaults L-109 AC 150/5370-10
1 Install the L-850 C light fixture if in-pavement fixtures are applicable, per
paragraph 2.1.2.
2 For runways with either a Precision Approach Path Indicator (PAPI), runway end
identifier lights (REIL), medium approach light system (MALS), or lead-in
lighting system (LDIN), L-861E light fixture may be installed in lieu of the L-
861SE.
3 Elevated lights are installed with a 12 inch (size B) base or are stake-mounted,
and in-pavement light fixtures are installed with a 15 inch (size C) base or a 12
inch (size B) L-868 base.
4 Use an L-867 light base with blanking cover for a junction box or transformer
housing that must withstand occasional light vehicular loads. Use an L-868
light base with blanking cover for a junction box or transformer housing that
must withstand heavy loads from vehicles or aircraft.

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09/29/2010 AC 150/5340-30E

CHAPTER 3. RUNWAY CENTERLINE AND TOUCHDOWN LIGHTING SYSTEMS.

3.1. INTRODUCTION.

Runway centerline and touchdown zone lighting systems are designed to facilitate landings,
rollouts, and takeoffs. The touchdown zone lights are primarily a landing aid while the centerline
lights are used for both landing and takeoff operations.

3.2. SELECTION CRITERIA.

Runway centerline lights and touchdown zone lights are required for CAT II and CAT III
runways and for CAT I runways used for landing operations below 2,400 feet (750 m) RVR.
Runway centerline lights are required on runways used for takeoff operations below 1,600 feet
(480 m) RVR. Although not operationally required, runway centerline lights are recommended
for CAT I runways greater than 170 feet (50 m) in width or when used by aircraft with approach
speeds over 140 knots.

3.3. CONFIGURATION.

a. Runway Centerline Lighting.

(1) Location. The runway centerline lights are located along the runway centerline at 50
foot (15 m) longitudinal intervals. See Figure 33 for runway centerline lighting
layout. The line of runway centerline lights may be uniformly offset laterally to the
same side of the physical runway centerline a maximum of 2.5 feet (0.8 m) measured
from the physical runway centerline to the fixture centerline. For any new runway,
the light base installation must be no closer than 2 feet (0.6 m) (measured to the edge
of the fixture base) to any pavement joints. Runway extensions of existing runways
must use the convention already established for that runway. See Section 4.3 and
Figure 45 for additional information about the taxiway centerline lighting location
requirements related to runway centerline lights for major taxiway turnoffs. See AC
150/5340-1, Standards for Airport Markings, for additional information about runway
centerline marking widths and location.

(2) Color Coding. The last 3,000-foot (900 m) portion of the runway centerline lighting
system is color coded to warn pilots of the impending runway end. Alternating red
and white lights are installed, starting with red, as seen from 3,000 feet (900 m) to
1,000 feet (300 m) from the runway end, and red lights are installed in the last 1,000
foot (300 m) portion.

(3) Displaced Threshold. On runways having centerline lights, the centerline lights are
extended into the displaced threshold area. If the displaced area is less than 700 feet
(110 m) in length, the centerline lights are blanked out in the approach direction. For
displaced threshold areas over 700 feet (110 m) in length, the centerline lights in the
displaced area are circuited separately from the centerline lights in the non-displaced
runway area to permit turning “off” the centerline lights in the displaced area during
landing operations. If the displaced threshold area also contains a medium intensity
approach light system, the control of the approach lights and displaced threshold area
centerline lights is interlocked to ensure that when the approach lights are “on”, the
displaced area centerline lights are “off”, and vice versa. If the displaced threshold
area contains a high intensity approach lighting system, separate circuiting of the

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AC 150/5340-30E 09/29/2010

centerline lights in the displaced area is not required since the high intensity approach
lights will “wash out” the centerline lights.

b. Touchdown Zone Lighting. Touchdown zone lights consist of 2 rows of transverse light
bars located symmetrically about the runway centerline per Figure 34. Each light bar
consists of 3 unidirectional lights facing the landing threshold. The rows of light bars
extend to 3,000 feet (900 m), or one-half the runway length for runways less than 6,000
feet (1 800 m), from the threshold with the first light bars located 100 feet (30 m) from
the threshold. The light beam of the touchdown zone lights is toed four degrees toward
the runway centerline. This is achieved by either installing light fixtures that have had
their optical assembly toed four degrees, or by angling the light base four degrees and
installing the light fixture.

3.4. DESIGN.

a. Sequence of Installation. The installation of in-pavement lights should be done, if

possible, while the runway is under construction or when an overlay is made. This
allows for the installation of L-868 light base and transformer housings with a conduit
system, which is preferred. Even though lighting may not be programmed at the time of
runway paving or overlay, installation of bases and a conduit system should be
considered for future installation of in-pavement lighting. Installation of the lighting
system after paving is completed is very costly and requires a lengthy shutdown of the
runway.

b. Layout. The airport designer should provide a design drawing to the airport authority
showing the dimensional layout of the centerline and touchdown zone lighting systems
prior to construction. Correlate this design with current airport drawings to utilize
available ducts and utilities and to avoid conflict with existing or planned facilities.

c. Runway Centerline and Touchdown Zone.

(1) Light Fixtures and Wires. Design these systems for one of the following conditions:

(a) In new pavements, provide access to cables and transformers through the use of
conduits and L-868 transformer bases. This type of installation will reduce
downtime and repair costs when the underground circuits require maintenance.
See Figure 35, Figure 36, and Figure 37.

(b) In pavements being overlaid, a base and conduit system as shown in Figure 35
and Figure 36 may be used. This provides the advantages listed in (a) above.

(c) In existing pavements, provide recesses or holes for the light fixtures and shallow
sawed wireways for electrical conductors. This method does not require the
installation of bases and conduits. See Figure 38, Figure 39, Figure 40, Figure
41, and Figure 42.

(d) In existing pavements, the directional boring of a raceway under the pavement
along the lighting route is permitted. Core drill a 3 feet (0.91 m) diameter hole at
the light location. Install L-868 light bases in the cored hole and connect conduit.

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09/29/2010 AC 150/5340-30E

(2) Electric Power. Design each system as a 20-ampere or 6.6-ampere series circuit
using a CCR. Provide each light fixture with an isolation transformer sized by the
manufacturer to match the lamp. To estimate the size (Kw (kilowatt) capacity) of the
constant current regulator (CCR), allow for the total load for each fixture, as
calculated in paragraph 3.4d(1), plus losses in the feed cable from the regulator
around the entire loop. Use a 6.6-ampere primary circuit if the total load is 30 Kw or
less, and a 20-ampere primary circuit if the total load is over 30 Kw.

(3) Electrical Control. Make the centerline lighting system controls independent of the
touchdown zone lighting system and the high intensity runway edge lights. A normal
control circuit is 120 volt AC; see special considerations in the next paragraph. We
recommend including a minimum of 20% spare wires in the control cable for future
use. Refer to Chapter 13 for additional information on control systems.

d. Special Considerations.

(1) The total load of a fixture is calculated as follows:

 
LampWatts   LampWatts   1   TransformerEfficiency  TransformerPowerFactor  
   100 100  

Transformer power factor and efficiency is given in percentage, and is specified in

AC 150/5345-47, Isolation Transformers for Airport Lighting Systems.

(2) Voltage drop between control tower and regulator must be considered. Control
voltage at the regulator must be 100 volts (minimum). If this voltage cannot be
maintained, either an auxiliary low current AC relay must be installed at each
regulator or a low voltage DC remote control circuit must be used. In some
instances, it will be more economical, because of material costs, to install a low
voltage DC control circuit even though the voltage drop is within acceptable limits
with the standard 120 volt AC system. Refer to Chapter 13 for additional
information on control systems.

3.5. EQUIPMENT AND MATERIAL.

a. Specifications and Standards.

(1) Equipment and material covered by specifications are referred to by AC numbers.

(2) Distribution transformers, oil switches, cutouts, relays, terminal blocks, transfer
relays, circuit breakers, and all other commercial items of electrical equipment not
covered by FAA specifications must conform to the applicable rulings and standards
of the applicable National Fire Protection Association (NFPA) 70, NEC.

b. Light Fixtures.

(1) Provide runway centerline light fixtures per AC 150/5345-46, Specification for
Runway and Taxiway Light Fixtures, using light fixture Type L-850A
(Bidirectional).

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AC 150/5340-30E 09/29/2010

(2) Provide touchdown zone light fixtures per AC 150/5345-46, Specification for
Runway and Taxiway Light Fixtures, using light fixture Type L-850B
(Unidirectional).

c. Isolation transformers. Provide isolation transformers, L-830 (60 Hz) or L-831 (50 Hz),
per AC 150/5345-47. The transformers serve as a means of insulating the light unit from
the high voltage of the series circuit. When a lamp filament opens, the continuity of the
primary series circuit is maintained by the isolation transformer.

d. Light Base and Transformer Housings. Where required, provide L-868 bases per AC
150/5345-42, Specification for Airport Light Bases, Transformer Housing, Junction
Boxes, and Accessories. The bases consist of a cylindrical body with top flange and
cable entrance hubs; the user may specify an internal grounding lug. The internal
grounding lug is used where bases are interconnected with the duct and the ground wire
is installed through the duct system. Certain applications may require additional entrance
hubs. Provide necessary covers per AC 150/5345-42, Specification for Airport Light
Bases, Transformer Housings, Junction Boxes, and Accessories.

e. Regulators. Provide L-828 and L-829 CCRs per AC 150/5345-10, Specification for
Constant Current Regulators and Regulator Monitors. The regulator is designed for step
brightness control without interrupting load current. The assembly has lightning
arresters, open circuit and over current protective devices, and a local control switch. All
parts are suitably wired at the factory as a complete assembly. Series disconnects are
required but are not furnished with the regulator; various ratings are available.

f. Control Panel. System controls may be installed in the existing control panel if space is
available. Otherwise, provide an L-821 remote control panel per AC 150/5345-3,
Specification for L-821 Panels for Remote Control of Airport Lighting. The panel
consists of a top panel plate and housing, toggle switches, terminal boards, and brightness
controls, as required. The site of the panel and the number of components to be mounted
on the panel must be specified for each installation. In areas where lightning is prevalent,
lightning arrestors should be installed at the terminal points of this panel.

g. Auxiliary Relay Cabinet. L-841 auxiliary relay cabinet assemblies, manufactured per AC
150/5345-13, Specification for L-841 Auxiliary Relay Cabinet Assembly for Pilot
Control of Airport Lighting Circuits, can be obtained for use in 48-volt DC control
circuits. The assembly consists of an enclosure containing a DC power supply, control
circuit protection, and 20 pilot relays. In areas where lightning is prevalent, lightning
arresters should be installed at the terminal points of this cabinet.

See Chapter 12, Equipment and Material, for additional information.

a. Light Bases, Transformer Housings and Junction Boxes. See paragraph 12.2.
b. Duct and Conduit. See paragraph 12.3.
c. Cable, Cable Connectors, Plugs and Receptacles. See paragraph 12.4.
d. Counterpoise (Lightning Protection). See paragraph 12.5.
e. Safety (Equipment) Ground. See paragraph 12.6.
f. Concrete. See paragraph 12.7.
g. Steel Reinforcement. See paragraph 12.8.
h. Adhesive and Sealants. See paragraph 12.9.
i. Load-bearing Lighting Fixtures. See paragraph 12.10

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09/29/2010 AC 150/5340-30E

j. Inspection. See paragraph 12.11.

k. Testing. See paragraph 12.12.
l. Auxiliary Relays. See paragraph 12.13.
m. Vault. See paragraph 12.14.
n. Maintenance. See paragraph 12.15.

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AC 150/5340-30E 09/29/2010

Intentionally left blank.

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09/29/2010 AC 150/5340-30E

CHAPTER 4. TAXIWAY LIGHTING SYSTEMS.

4.1. INTRODUCTION.

Other taxiway lighting systems such as taxiway centerline lights, runway guard lights (RGLs),
stop bars, and clearance bars are designed to facilitate taxiing and may be required for airport
operations during low visibility conditions. Coordinate these systems with Flight Standards and
Air Traffic Control (ATC) for all low visibility operations:

a. Taxiway Centerline lights. Taxiway centerline lights provide taxi guidance between the
runway and apron areas.

b. Runway Guard Lights. RGLs provide a visual indication to anyone approaching the
runway holding position that they are about to enter an active runway.

c. Stop Bars. Stop bars provide a distinctive "stop" signal to anyone approaching a runway.

(1) In low visibility conditions, controlled stop bars are used to permit access to the
active runway. Uncontrolled stop bars protect the active runway at taxiway/runway
intersections that are not part of the low visibility taxi route. Stop bars are required
for operations below 600 feet (183 m) RVR on illuminated taxiways that provide
access to the active runway.

(2) Stop bars may also be used as a means of preventing runway incursions regardless of
visibility conditions. For example, stop bars could be illuminated in certain airfield
configurations that would prevent aircraft access from particular taxiways to active,
as well as closed runways.

d. Clearance Bars. Clearance bars serve two purposes:

(1) In low visibility, clearance bars advise pilots and vehicle drivers that they are
approaching a hold point (other than a runway holding position). They are installed
at designated hold points on the taxiway for operations below 600 feet (183 m) RVR.

(2) At night and in inclement weather, clearance bars advise pilots and vehicle drivers
that they are approaching an intersecting taxiway. They are generally installed at
taxiway intersections where the taxiway centerline lights do not follow the taxiway
curve, as depicted in Figure 43, and where taxiway edge lights are not installed.

4.2. IMPLEMENTATION CRITERIA.

Airports approved for scheduled air carrier operations below 1,200 feet (365 m) RVR are
required to have some or all of the various lighting systems (taxiway centerline lights, RGLs, stop
bars, and clearance bars) discussed in this chapter per the criteria in AC 120-57, Surface
Movement Guidance and Control System (SMGCS), and the FAA-approved SMGCS plan.

In addition, taxiway centerline lights, RGLs, and stop bars may be installed where a taxiing
problem exists. Such problems include, but are not limited to, the following:

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AC 150/5340-30E 09/29/2010

a. Runway Incursions.

(1) RGLs provide runway incursion protection regardless of visibility conditions and are
recommended at runway holding positions to enhance the conspicuity of the hold
position at problem intersections or where recommended by an FAA Runway Safety
Action Team (RSAT).

(2) Stop bars used for runway incursion prevention will primarily be the uncontrolled
type.

(a) For example, an uncontrolled stop bar may be installed on a high speed exit to a
runway that is never used for entering or crossing the runway in order to prevent
aircraft from inadvertently entering the runway from that exit.

(b) Controlled and uncontrolled stop bars may also be installed during certain
runway use configurations or runway closures to prevent access to the runway.

(c) Stop bars may also be installed on runways (that are used as part of a taxiing
route) at the intersection with another runway. In this case the stop bar should be
interlocked with any taxiway lighting installed on the runway so that the stop bar
and taxiway lights will not be illuminated when the runway lights are
illuminated. See Paragraph 2.1.2a(2)(c).

(3) Color coded (green/yellow) taxiway centerline lights are used enhance pilot
situational awareness of the runway area to reduce potential runway incursions

b. Complex Taxiway Configurations. Taxiway centerline lights should be installed to

improve guidance for complex taxiway configurations. Edge lights may be installed in
addition to centerline lights if warranted by operational and weather conditions.

c. Apron Areas. Taxiway centerline lights should be installed in apron areas where other
lighting may cause confusion to taxiing or parking operations.

4.3. TAXIWAY CENTERLINE.

a. General. A taxiway centerline lighting system consists of unidirectional or bidirectional

in-pavement lights installed parallel to the centerline of the taxiway.

b. Color-Coding. Taxiway centerline lights are green except as provided in the following
subparagraphs:

(1) Lead-off Lights. Taxiway centerline lights which provide visual guidance to persons
exiting the runway (lead-off lights) are color-coded to warn pilots and vehicle drivers
that they are within the runway environment or instrument landing
system/microwave landing system (ILS/MLS) critical area. Alternate green and
yellow lights are installed from the runway centerline (beginning with a green light)
to one centerline light position beyond the runway hold or ILS/MLS critical area
hold position ending with a yellow light. The fixture inside the runway hold position
must always be green when approached from the taxi direction and yellow when
approached from the runway direction (bidirectional). If the layout of the lights
results in an odd number of color-coded lights, the first two taxiway centerline lights

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09/29/2010 AC 150/5340-30E

on the runway should be green. See Figure 44, Detail A, for an example of a lead-off
light configuration.

(2) Lead-on Lights. Lead-on lights provide visual guidance to pilots entering the
runway. They are also color-coded with the same yellow/green color pattern as lead-
off lights to warn pilots and vehicle drivers that they are within the runway
environment or ILS/MLS critical area. The color-coding begins with a green light at
the runway centerline and progresses to one light beyond the runway hold or
ILS/MLS critical hold position. The fixture used prior to the runway hold or
ILS/MLS critical area position must always be green when approached from the taxi
direction and yellow when approached from the runway direction (bidirectional).

(3) Taxiway centerline lights that cross a runway are color-coded yellow/green per
Figure 44 Detail B. Color coded taxiway centerline lights must end with a
bidirectional yellow/green light fixture one centerline light position beyond the
runway holding position painted marking or ILS/MLS critical area holding position
painted marking. The bidirectional light must be green for traffic on the taxiway
approaching the runway and yellow for traffic crossing the runway. Depending on
the number of lights required, it may be necessary to use the same color twice on the
runway to achieve the required colors for the bidirectional light fixtures before the
runway holding position.

c. Longitudinal and Lateral Spacing. The lights are spaced longitudinally per Table 4-1 for
minimum authorized operations above and below 1,200 feet (365 m) RVR. Fixtures
should be installed so that their nearest edge is approximately 2 feet (0.6 m) from any
rigid pavement joint. Allow a tolerance for individual fixtures of ±10 percent of the
longitudinal spacing specified to avoid undesirable spots. However, a tolerance of ±2 ft
(0.6 m) is allowed for fixtures spaced at 12.5 ft (4 m). Displace centerline lights laterally
a maximum of 2 feet (0.6 m) (to the nearest edge of the fixture) to avoid rigid pavement
joints and to ease painting the centerline marking. Apply this lateral tolerance
consistently to avoid abrupt and noticeable changes in guidance; i.e., no "zigzagging"
from one side of the centerline to the other.

NOTE: Taxiway fillets are designed in relation to the centerline of the curve and, therefore,
the location of the centerline marking. Displacement of taxiway centerline lights 2.5 feet (0.6
m) to the inside of a curve does not necessitate enlargement of the fillet.

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AC 150/5340-30E 09/29/2010

Table 4-1. Longitudinal Dimensions.

Maximum Longitudinal Spacing

1,200 Feet (365 m) RVR and Below 1,200 Feet (365
Above m) RVR
Radius of Curved Centerlines
75 ft (23 m) to 399 ft (121 m) 25 ft (7.6 m) (2) 12.5 ft (4 m)
25 feet (7.6m) (1)
400 ft (122 m) to 1199 ft (364 m) 50 ft (15 m) 25 ft (7.6 m)
1200 ft (365 m) 100 ft (30 m) 50 ft (15 m)
Acute-Angled Exits 50 ft (15 m) 50 ft (15 m)
(See Figure 45 and AC 150/5300-13)
Straight Segments 100 ft (30 m) (3) 50 ft (15 m)(3)

NOTES:

(1) A L-852K fixture may be used vice a L-852D.

(2) A L-852J fixture may be used vice a L-852B.
(3) Short straight taxiway segments may require shorter spacing per paragraphs 4.3.c.

d. Acute-Angled Exits. For acute-angled exits, taxiway centerline lead-off lights begin 200
feet (61 m) prior to the point of curvature of the designated taxiway path, as shown in
Figure 45. See Figure 45 additional details about requirements for light spacing and
offsets. If the acute-angled exit is used only as an exit, then install unidirectional
centerline light fixtures so that the pilots of an exiting aircraft can only see the lights.

On existing systems: If a bidirectional fixture is used, we recommend blanks be installed

in the opposite side of the lead-off fixture so that neither lead-on lights nor lights leading
from the parallel taxiway to the holding position would be visible.

e. Taxiway/Runway Intersections Other Than Acute-Angled Exits. For these exits that lie
on low visibility taxi routes, taxiway centerline lead-off lights begin at the point of
curvature on the runway if the runway has approach or departure minimums below 600 ft
(183 m) RVR. Lead-off/lead-on lights are recommended below 1,200 ft (365 m) RVR.
(Extra lead-off/lead-on lights should not be installed before the point of curvature on the
runway because they would erode the visual distinction between acute-angled exits and
other exits.) Taxiway centerline lead-on lights should extend to the PT on the runway, as
shown in Figure 45, if the runway has departure minimums below 600 ft (183 m) RVR.
Where operations are not conducted below 1,200 ft (365 m) RVR, neither taxiway
centerline lead-on nor lead-off lights may be installed within the confines of the runway.
Further, if the taxiway is perpendicular to and dead-ends into the runway, the taxiway
centerline light nearest the runway must be installed 150 feet (46 m) from the centerline
of the runway. Otherwise, taxiway centerline lights must not extend into the confines of
the runway per Figure 43.

f. Taxiways Crossing a Runway. At airports where operations less than 600 ft (183 m)
RVR are conducted, color coded (alternating green/yellow per paragraph 4.3b(3))

24
09/29/2010 AC 150/5340-30E

taxiway centerline lights should continue across a runway if they are installed on a
designated low visibility taxi route per the airport’s SMGCS plan (see AC 120-57,
Surface Movement Guidance and Control System, for additional information). It is also
recommend that color coded centerline lights continue across a runway for operations
below 1,200 ft (365 m) RVR where the taxiway is an often used route or there is a jog in
the taxiway at the intersection with the runway. Otherwise, taxiway centerline lights
must not extend onto the runway.

g. Taxiways Crossing Another Taxiway. Continue taxiway centerline lighting across the
intersection when a taxiway intersects and crosses another taxiway. If the fillets at a
given taxiway intersection meet the design criteria of AC 150/5300-13, Airport Design,
and the taxiway centerline markings follow the taxiway curves per AC 150/5340-1,
Standards for Airport Markings, then taxiway centerline lights must be installed as shown
in Figure 47; otherwise, install them as shown in Figure 43. See paragraph 4.7a and 4.7b
for criteria on the installation of taxiway intersection centerline lights and clearance bars.

h. Short Straight Taxiway Segments. There must be a minimum of four taxiway centerline
lights installed on short straight taxiway segments. See Table 4-1.

i. Orientation of Light Beam for Taxiway Centerline Lights. Taxiway centerline lights
must be oriented as follows, with a horizontal tolerance of ±1 degree.

(1) On Straight Portions. On all straight portions of taxiway centerlines, the axis of the
light beam must be parallel to the centerline of the taxiing path.

(2) On Curved Portions (Excluding Acute-Angled Exits) with Standard Fillets. Orient
the axes of the two beams of bidirectional lights parallel to the tangent of the nearest
point of the curve designated as the true centerline of the taxiway path. Orient the
axis of a unidirectional light beam so that it is "toed-in" to intersect the centerline at a
point approximately equal to four times the spacing of lights on the curved portion.
Measure this chord spacing along the curve. See Figure 48.

(3) On Curved Portions (Excluding Acute-Angled Exits) with Non-Standard Fillets. See
Figure 43 for orientation and configuration of bidirectional and unidirectional
fixtures for taxiway intersections, taxiways crossing a taxiway or a runway and
taxiway curves.

(4) Acute-Angled Exits. Orient the axis of a unidirectional light beam so that it is "toed-
in" to intersect the centerline at a point approximately equal to four times the spacing
of lights on the curved portion. Measure this chord spacing along the curve. Orient
the axes of the two beams of bidirectional lights parallel to the tangent of the nearest
point of the curve designated as the true centerline of the taxiing path.

j. Supplemental Taxiway Edge Lights and Elevated Edge Reflectors. Refer to AC 120-57,
Surface Movement Guidance and Control System, for criteria on supplementing taxiway
centerline lights with taxiway edge lights (L-861T), or certified elevated edge reflectors
(L-853) for low visibility operations. For higher visibilities (>600 RVR), where taxiway
edge lights are not installed, taxiway centerline lighting should be supplemented with
certified elevated edge reflectors installed adjacent to the taxiway edge on paved fillets
and on curves of radii less than 800 feet (244 m) (measured to the taxiway centerline).
Supplemental edge lights may be installed to aid taxi operations when centerline lights

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AC 150/5340-30E 09/29/2010

are obscured by snow. Space edge lights and reflectors per the requirements of Chapter
2. Supplemental reflectors may be used in ramp areas.

4.4. RUNWAY GUARD LIGHTS (RGLs).

a. General. Elevated and in-pavement RGLs serve the same purpose and are generally not
both installed at the same runway holding position. However, if snow could obscure in-
pavement RGLs, or there is an acute angle between the holding position and the direction
of approach to the holding position, it may be advantageous to supplement in-pavement
RGLs with elevated RGLs. Each elevated RGL fixture consists of two alternately
illuminated, unidirectional yellow lights. In-pavement RGLs consist of a row of
alternately illuminated, unidirectional yellow lights.

b. Location of In-Pavement RGLs. In-pavement RGLs are centered on an imaginary line

which is parallel to, and 2 feet (0.6 m) from, the holding side of the runway holding
position marking as shown in Figure 49. The lights may vary from this imaginary line up
to ±2 inches (±50 mm) in a direction perpendicular to the holding position marking.
Holding position marking locations are described in AC 150/5340-1, Standards for
Airport Markings. If a conflict with rigid pavement joints occurs, move both the runway
holding position marking and the RGLs away from the runway the minimum distance
required to resolve the conflict. If other markings (e.g., geographical position markings)
are installed, they must be moved as well.

(1) Lateral Spacing - Preferred Method. The lights are spaced across the entire taxiway,
including fillets, holding bays, etc., at intervals of 9 feet, 10 inches (3 m), ±2 inches
(±50 mm), center-to-center, as shown in Figure 49. The lights are spaced in relation
to a reference fixture that is installed inline (longitudinally) with existing or planned
taxiway centerline lights. However, it is not intended that the reference fixture
replace a taxiway centerline light. If a conflict between the reference fixture and a
centerline light occurs, the reference fixture takes the place of an existing centerline
light and a new centerline light is installed per the criteria in paragraph 4.3.c. If the
holding position marking is intersected by multiple taxiway centerline markings, the
reference fixture is set at the centerline that is used most often. A fixture whose
outboard edge falls at a point less than 2 feet (0.6 m) from the defined edge of the
taxiway (outboard edge of the taxiway marking) may be omitted. Individual fixtures
may be moved laterally a maximum of ±1 foot (305 mm) in order to avoid
undesirable spots: i.e., conduit and rigid pavement joints, etc.

NOTE: If undesirable spots cannot be avoided in this way, fixtures may be moved
no more than 2 feet (0.6 m) using the following alternate method.

(2) Lateral Spacing - Alternate Method. The following alternate method of spacing the
lights must be followed if it is not possible to meet the preferred method specified in
paragraph 4.4.b(1). The lights are spaced across the entire taxiway, including fillets,
holding bays, etc. If it is possible to meet paragraph 4.4.b(1) by allowing the
reference fixture to be moved any amount laterally, then that method should be used.
Otherwise, the lights must be spaced as uniformly as possible with a minimum
spacing of 8 feet (2.4 m) and a maximum of 13 feet (4 m).

c. Light Beam Orientation for In-Pavement RGLs. The L-868 bases for in-pavement RGLs
must be installed such that a line through one pair of bolt holes on opposite sides of the

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base is parallel to the runway holding position marking. Each fixture is installed so that
the light beam faces away from the runway and is perpendicular to the runway holding
position marking within a tolerance of ±1 degree. For some pavement configurations, it
may be necessary to orient the lights at some angle to the marking. To accomplish this,
install a 12 bolt hole base using the above procedure; this allows the light fixtures to be
adjusted 30 degrees left or right, as required. See Figure 51 for a typical example.

d. Location of Elevated RGLs. Elevated RGLs are collocated with the runway holding
position marking and are normally installed on each side of the taxiway. The distance
from the defined taxiway edge to the near side of an installed light fixture must be 10 to
17 feet (3 to 5 m). To avoid undesirable spots, the RGL may be moved up to 10 feet (3
m) farther from the runway, but may not be moved toward the runway (see Figure 50). If
a stop bar is installed at the runway holding position, the elevated RGL must be located at
least 3 feet, 6 inches (1 m) outboard of the elevated stop bar light. The RGL must not
interfere with the readability of the runway holding position sign, obscure any taxiway
edge lights, or interfere with other airport lighting.

e. Light Beam Orientation for Elevated RGLs. RGLs must be oriented to maximize the
visibility of the light to pilots of aircraft approaching the runway holding position. The
orientation must be specified by the design engineer to aim the center of the light beam
toward the aircraft cockpit when the aircraft is between 150 feet (45 m) and 200 feet (60
m) from the holding position, along the predominant taxi path to the holding position.
The vertical aiming angle must be set between 5 degrees and 10 degrees above the
horizontal. The designer must specify aiming of the lights such that the steady-burning
intensity at all viewing positions between 150 feet (45 m) and 200 feet (60 m) from the
holding position is at least 300 candela (cd) for an incandescent lamp when operated at
the highest intensity step. (Refer to AC 150/5345-46, Specification for Runway and
Taxiway Light Fixtures, for specifications and photometrics of the L-804 RGL fixture.)
If these criteria cannot be met for all taxi paths to the L- holding position, consider using
multiple fixtures aimed to adequately cover the different taxi paths. Use in-pavement
fixtures to increase the viewing coverage, or aim the single fixtures on each side of the
holding position to optimize the illumination of the predominant taxi path.

4.5. RUNWAY STOP BAR.

a. General. A stop bar consists of a row of unidirectional in-pavement red lights and an
elevated red light on each side of the taxiway.

b. Location of In-Pavement Stop Bar Lights. In-pavement stop bar lights are centered on an
imaginary line which is parallel to, and 2 feet (0.6 m) from, the center of the fixture and
the holding side of the runway holding position marking, as shown in Figure 50. The
lights may vary from this imaginary line up to ±2 inches (±50 mm) in a direction
perpendicular to the holding position marking. Holding position marking locations are
described in AC 150/5340-1, Standards for Airport Markings. If a conflict with rigid
pavement joints occurs, move both the runway holding position marking and the stop bar
lights away from the runway the minimum distance required to resolve the conflict. If
other markings (e.g., geographical position markings) are installed, they must be moved
as well.

(1) Lateral Spacing - Preferred Method. The lights are spaced across the entire taxiway,
including fillets, holding bays, etc., at intervals of 9 feet, 10 inches (3 m), ±2 inches

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(±50 mm), center-to-center, as shown in Figure 50. The lights are spaced in relation
to a reference fixture which is installed inline (longitudinally) with existing or
planned taxiway centerline lights. However, it is not intended that the reference
fixture replace a taxiway centerline light. If a conflict between the reference fixture
and a centerline light occurs, the reference fixture takes the place of an existing
centerline light and a new centerline light must be installed per the criteria in
paragraph 4.3.c. If the holding position marking is intersected by multiple taxiway
centerline markings, the reference fixture must be set at the centerline that is used
most. If a fixture’s outboard edge falls at a point less than 2 feet (0.6 m) from the
defined edge of the taxiway marking, the outboard edge of the taxiway marking may
be omitted. Individual fixtures may be moved laterally a maximum of ±1 foot (305
mm) in order to avoid undesirable spots, e.g., conduit, etc.

NOTE: If undesirable spots cannot be avoided in this way, fixtures may be moved
no more than 2 feet (0.6 m) using the following alternate method.

(2) Lateral Spacing - Alternate Method. This alternate method of spacing the lights
should be followed if it is not possible to meet the preferred method per paragraph
4.5b(1). The lights are spaced across the entire taxiway, including fillets, holding
bays, etc. If it is possible to meet paragraph 4.5b(1) by allowing the reference fixture
to be moved any amount laterally, then that method should be used. Otherwise, the
lights should be spaced as uniformly as possible with a minimum spacing of 8 feet
(2.4 m) and a maximum spacing of 13 feet (4 m).

c. Light Beam Orientation for In-Pavement Stop Bar Lights. The L-868 bases for in-
pavement stop bar lights must be installed such that a line through one pair of bolt holes
on opposite sides of the base is parallel to the runway holding position marking. Each
fixture is installed so that the axis of the light beam faces away from the runway and is
perpendicular to the marking with a tolerance of ±1 degree. In some instances, it may be
necessary to aim the lights at some angle to the marking. To accomplish this, install a 12
bolt-hole base using the above procedure. This allows the light fixtures to be adjusted 30
degrees left or right, as required. See Figure 51 for typical examples.

d. Location of Elevated Stop Bar Lights. Elevated stop bar lights are installed in line with
the in-pavement stop bar lights on each side of the taxiway. They are located not more
than 10 feet (3 m) from the defined edge of the taxiway. For airports that perform any
snow removal operations, if taxiway edge lights are present, the elevated stop bar light
should not be installed closer to the taxiway edge than the line of taxiway edge lights.
This is to help prevent the elevated stop bar light from being struck by snow removal
equipment. In order to avoid conflicts with taxiway edge lights or undesirable spots, the
elevated stop bar lights may be moved up to 10 feet (3 m) away from the runway, but
may not be moved toward the runway. See Figure 50.

e. Light Beam Orientation for Elevated Stop Bar Lights. Elevated stop bar lights should be
oriented to enhance conspicuity of the light by pilots of aircraft approaching the runway
holding position. The designer must specify aiming of the lights such that the axis of the
light beams intersects the primary taxiway centerline between 120 feet (37 m) and 170
feet (52 m) from the holding position. The vertical aiming angle must be set between 5
degrees and 10 degrees above the horizontal. The designer must specify aiming of the
lights such that the axis of the light beams intersects the primary taxiway centerline
between 120 feet (37 m) and 170 feet (52 m) from the holding position.

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4.6. COMBINATION IN-PAVEMENT STOP BAR AND RGLS.

At the option of the airport, combination in-pavement stop bar and RGL lights may be installed in
lieu of standard in-pavement stop bar fixtures. This option is provided to allow for the provision
of in-pavement RGLs above 1,200 feet (365 m) RVR and a stop bar below 1,200 feet (365 m)
RVR for a given location. (A typical application includes taxiways >150 feet (46 m) wide which
lie on a designated low visibility taxi route for operations below 600 feet (183 m) RVR.) The
circuit should be designed so that the yellow and red lights cannot both be "on" at the same time.
Combination stop bar/RGL fixtures are installed in the same location and with the same light
beam orientation as in-pavement stop bars. Refer to AC 120-57, Surface Movement Guidance
and Control System, for further criteria on the application of combination stop bar/RGLs below
1,200 feet (365 m) RVR.

4.7. CLEARANCE BAR CONFIGURATION.

a. General. A clearance bar consists of a row of three in-pavement yellow lights to indicate
a low visibility hold point. The fixtures are normally unidirectional but may be
bidirectional depending upon whether the hold point is intended to be used in one or two
directions. Refer to AC 120-57, Surface Movement Guidance and Control System, for
criteria on the application of clearance bars. In addition, with the following exceptions,
clearance bars are installed (without regard to visibility) at a taxiway intersection with
non-standard fillets or where the taxiway centerline lights do not follow curves at
intersections, as depicted in Figure 43. Clearance bars installed for this purpose consist
of unidirectional fixtures.

(1) Clearance bars may be omitted if taxiway edge lights are installed at the intersection
per paragraph 2.1.4b(3).

(2) Clearance bars at a "T" or "+" shaped taxiway/taxiway intersection may be replaced,
or supplemented, by an omnidirectional yellow taxiway intersection light (L-852E or
F, as appropriate) installed near the intersection of the centerline markings if the
angle between the centerlines of any two adjacent segments of the pavement is 90
degrees ± 10 degrees.

(3) The clearance bar located on an exit taxiway may be omitted if it would be located
before, or within 200 feet (61 m) beyond, a runway holding position (as viewed while
exiting the runway).

b. Location of a Clearance Bar Installed at a Low Visibility Hold Point. A low visibility
hold point consists of an intermediate holding position marking, a geographic position
marking, and a clearance bar. However, hold points are not necessarily located at
taxiway/taxiway intersections. In-pavement clearance bar lights are centered on an
imaginary line which is parallel to, and 2 feet (0.6 m) from, the holding side of the
taxiway/taxiway holding position marking, as shown in Figure 52. The lights may vary
from this imaginary line up to ±2 inches (±50 mm) (perpendicular to the holding position
marking). If a conflict occurs with rigid pavement joints or other undesirable areas, move
the taxiway/taxiway holding position marking, geographic position marking, and the
clearance bar longitudinally any amount necessary to resolve the conflict. However, if
the hold point is located at a taxiway/taxiway intersection, the aforementioned items must
all be moved away from the intersecting taxiway the minimum necessary to resolve the
conflict. If a conflict occurs between the center fixture in the clearance bar and a

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centerline light, the center fixture takes the place of an existing centerline light, and a
new centerline light must be installed per the criteria in paragraph 4.3c.

c. Location of a Clearance Bar Installed at a Taxiway Intersection. A clearance bar

installed at a taxiway intersection is located per the criteria in paragraph 4.7b if that
location is established as a hold point and taxiway/taxiway holding position markings are
present. Otherwise, the clearance bar must be located in the same manner as if the
holding position marking were present. This allows room for the possible future
installation of the marking.

NOTE: Taxiway/taxiway holding position marking locations are described in AC

150/5340-1, Standards for Airport Markings.

(1) Lateral Spacing. The center light of the clearance bar is installed in line with existing
or planned taxiway centerline lights. The two remaining lights are installed outboard
of the center fixture on 5 foot (1.5 m) intervals, center-to-center, as shown in Figure
43, Clearance Bar Detail A. The outboard fixtures may be moved laterally a
maximum of ±1 foot (305 mm) in order to avoid undesirable spots, e.g., conduit, etc.

d. Light Beam Orientation for Clearance Bars. The axis of the light beam for each fixture
must be parallel to the centerline of the designated taxiway path with a tolerance of ±1
degree.

4.8. DESIGN.

a. General. The installation of in-pavement L-868 light bases and conduit should be done,
if possible, while the pavement is under construction or when an overlay is made.
Installation of light bases after paving is very costly and requires a lengthy shutdown of
the taxiway or runway.

b. Layout. Develop a design drawing prior to construction that shows the dimensional
layout of each lighting system to be installed. Correlate this design with current airport
drawings to utilize available ducts and utilities and to avoid conflict with existing or
planned facilities. Do not exceed 40% conduit fill, as stated in the conduit fill tables of
NFPA 70, NEC. Also, correlate this design with the type of existing equipment fed by
the existing cable system to minimize the effects of Electromagnetic Interference (EMI).

c. In-Pavement Light Fixtures and Electrical Cables. Design each in-pavement lighting
system for one of the conditions listed in Chapters 10 and 11.

d. General Circuit Design and Control Concept

(1) For Airports That Use RGLs and/or Stop bars to Prevent Runway Incursions in
Visibility at or Above 1200 (365 m.) RVR. Each of these systems should be on
dedicated circuits (see paragraphs 4.8f(1)(a) and 4.8.g(3)(a)).

(2) For Airports With Operations Below 1,200 ft (365 m) RVR. As the weather
deteriorates below 1,200 ft (365 m) RVR, SMGCS procedures to be in effect and will
activate the "below 1,200 ft RVR" system on the airport lighting control panel. All
low visibility lighting systems necessary for below 1,200 ft (365 m) RVR operations
will be turned on, as detailed in AC 120-57, Surface Movement Guidance and

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Control Systems. We recommend turning off taxiway centerline lights and edge
lights on taxiways that are not designated as low visibility taxi routes.

(3) For Airports With Operations Below 600 ft (183 m) RVR. See AC 120-57, Surface
Movement Guidance and Control System, paragraph 8b(2)(a), for operations below
600 ft (183 m) RVR.

e. Taxiway Centerline Lighting and Clearance Bar Systems.

(1) Fixture Selection. L-852C (narrow beam), L-852D (wide beam), and L-852F
(omnidirectional) fixtures are installed on taxiways that are designated as low
visibility taxi routes below 1,200 ft (365 m) RVR per AC 120-57, Surface Movement
Guidance and Control Systems. Where the RVR 1200 feet, L-852A (narrow beam),
L-852B (wide beam), and L-852E (omnidirectional) taxiway centerline fixtures must
be installed.

(2) The appropriate L-852B (RVR  1200 feet) or L-852D (RVR < 1200 feet)
bidirectional fixture must be installed at the intersections of taxiways with taxiways,
taxiways with runways, and/or runways at single taxiway curves, and on all straight
sections of taxiways off runways up to a distance of at least 400 ft (122 m). The
appropriate L-852B or L-852D unidirectional fixture must be installed on curved
sections of taxiways. Alternatively, an L-852J (RVR  1200 feet) or L-852K (RVR
< 1200 feet) fixture may be used for curved sections of taxiways positioned per Table
4-1. The appropriate L-852A or L-852C fixture must be installed on straight sections
of taxiways (excluding straight sections of taxiways off runways to an intersection).
See Figure 43, Figure 45, and Figure 47 for typical lighting configurations.
Unidirectional L-852A or L-852C fixtures are normally installed on acute-angled
exits. However, bidirectional fixtures may be installed to provide guidance for
emergency vehicles approaching the runway.

(3) Power Supply. Series circuits for clearance bars and taxiway centerline lighting
systems should be powered from an appropriately-sized L-828 or L-829, Class 1,
Style 2 (5-step) (preferred) or Style 1 (3-step) CCR. Brightness control is achieved
by varying the output current. Determine the appropriate size and number of
regulators for a specific 6.6-ampere series lighting circuit by using the curves shown
in Figure 53.

(4) Secondary Circuit Design for Taxiway Centerline Lights. Example design
calculations for the secondary circuit for taxiway centerline lights are shown in
Figure 53. The example calculations assume four fixtures are installed on the
secondary side of each isolation transformer. Other designs/configurations will
require individual analysis. Manufacturers’ recommendations should be sought when
sizing components.

(5) Circuit Design for Clearance Bars and Low Visibility Taxi Routes.

(a) Clearance bars. We recommend that clearance bars installed at low visibility
hold points have the capability of being switched "off" in visibilities above 1,200
ft (365 m) RVR. This can be accomplished through the use of local control
devices or circuit selector switches. Other clearance bars must be "on" whenever
the taxiway centerline lights are "on."

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AC 150/5340-30E 09/29/2010

NOTE: If a clearance bar is installed for both purposes described in paragraph

4.7a, then it must be "on" whenever the taxiway centerline lights are "on."

(b) Taxiways Designated as Low Visibility Taxi Routes Below 1,200 ft (365 m)
RVR. We strongly recommend that new taxiway centerline lighting circuits be
designed with consideration of the low visibility taxi routes designated in the
airport’s SMGCS plan for operations below at or 1,200 ft (365 m) RVR and
below 600 ft (183 m) RVR. It is advantageous for lights on a low visibility taxi
route to be installed on a separate circuit from those that are not. Further, take
care to account for the possibility of different low visibility routes above and
below 600 ft (183 m) RVR. For example, an uncontrolled stop bar installed for
operations below 600 ft (183 m) RVR will be turned on below 1,200 ft (365 m)
RVR. This, in effect, eliminates the possibility of that taxiway being considered
as part of a low visibility taxi route below 1,200 ft (365 m) RVR. The alternative
is to design the taxiway centerline and edge light circuits so that they may be
turned off below 600 ft (183 m) RVR, thus eliminating the requirement for an
uncontrolled stop bar.

(6) Taxiway Centerline Lighting and Clearance Bar Control Methods. Refer to Chapter
13 for control methods.

(a) General. Where possible, use simple switching to energize and de-energize the
circuits or to control lamp brightness.

(b) Remote Control. Remote control systems are controlled from a panel located in
the cab of the Air Traffic Control Tower (ATCT) or at some other location. Use
the control panel recommended in AC 150/5345-3. This panel controls operating
relays located in the vault, from which power is supplied to the taxiway
centerline lighting regulators.

There are many methods of providing for the remote control of L-828/L-829
CCRs, L-847 circuit selector switches, etc. Such methods may include ground-
to-ground radio control (see AC 150/5345-49, Specification L-854, Radio
Control Equipment), twisted shielded pair copper, and fiber optic control lines.
Control signals may be digital or analog. The designer is responsible for
ensuring that the control system is suitable and that EMI does not cause adverse
effects in the lighting systems or subsystems.

Two common methods used to control CCRs and other equipment are described
below. They may be used as a basis for the design of more complex control
systems.

1. 120 Volt AC. Where the distance between the remote control panel and the
vault is not great enough to cause excessive voltage drop (greater than 5%) in
the control leads, use the standard control panel switches to operate the
control relays directly. Operating relays supplying power to the taxiway
centerline regulators must have coils rated for 120 volt AC. A No. 12 AWG
control cable must be used to connect the control panel to the power supply
equipment in the vault. Special pilot low burden auxiliary relays, having
proper coil resistance to reduce control current, may be used to obtain
additional separation distance with 120 volt AC control circuits. It may be

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advantageous to use these relays for expanding existing 120 volt AC control
circuits. Figure 27 and Figure 28 illustrate typical applications of 120 volt
AC control circuits.

2. 48 Volt DC. Where the distance between the control panel and the vault
would cause an excessive control voltage drop, a low voltage (48-volt DC)
control system must be used. In such a system, remote control panel
switches activate sensitive pilot relays, such as those specified in AC
150/5345-13, Airport Design, which, in turn, control the regulator relays.
Use an appropriately sized cable, of a type which is listed for direct earth
burial, to connect the control panel to the pilot relays. The DC control
system is adequate for up to 7,900 feet (2408 m) separation between control
point and vault. For typical application details, see Figure 29, Figure 30 and
AC 150/5345-3, Specification for L-841 Auxiliary Relay Cabinet Assembly
for Pilot Control of Airport Lighting Circuits.

(7) Partitioning of Circuits for Traffic Control.

(a) General. The taxiway centerline lighting system may be sectionalized to

delineate specific routes for ground movements and to control traffic where such
control is deemed necessary by consultation with the air traffic facility manager
and airport sponsor. In order to control taxiway centerline lighting segments,
taxiway centerline lighting systems may either be designed with many small
circuits or with fewer circuits covering multiple taxiway segments. If portions of
larger circuits need to be switched on and off separately from the remainder of
the circuit, local control devices or L-847 circuit selector switches may be used.

NOTE: CCR manufacturers should be consulted for information on the

recommended minimum load for their regulators.

(b) Local Control Devices. Segments of the taxiway centerline lighting system may
be turned on and off by the transmission of control commands to local control
devices via some means, e.g., power line carrier or separate control cable.
Individual lights or groups of lights may be installed on each local control device,
per the manufacturer’s recommendations.

(c) Selector Switch. A circuit selector switch may be used to select short segments
of separate taxiway centerline lighting circuits supplied from the same regulator.
This switch may be remotely controlled from separately installed circuit breakers
or an L-821 control panel conforming to AC 150/5345-3, Specification for L-841
Auxiliary Relay Cabinet Assembly for Pilot Control of Airport Lighting Circuits.
Use the appropriate selector switch per AC 150/5345-5, Specifications for
Airport Lighting Circuit Selector Switch, for the number of individual loops to be
controlled.

1. Combination of Selector Switches. Combinations of selector switches may

be used to control remotely more than four series loops.

2. Maximum Power. The selector switch described in AC 150/5345-5,

Specifications for Airport Lighting Circuit Selector Switch, is designed for a
maximum of 5000 volts, limiting the maximum connected load on 6.6-

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AC 150/5340-30E 09/29/2010

ampere series circuits to approximately 30 KW. For application of the

selector switch, see Figure 28.

f. Runway Guard Light (RGL) System.

(1) Power Supply.

(a) General. Elevated RGLs are available as constant current fixtures (Mode 1) or
constant voltage fixtures (Mode 2). (See AC 150/5345-46, Specification for
Runway and Taxiway Light Fixtures, for further information on the modes.) If
Mode 1 elevated RGLs are selected, install them using separate constant current
regulators. This will allow independent control of the elevated runway guard
lights and in-pavement guard lights. In addition, confirm with the manufacturer
to ensure that the regulator is compatible with the loads characteristic to flashing
lights (typically a ferro-resonant type of regulator). If Mode 2 elevated RGLs are
selected, install them on a dedicated 120 volt AC or 240 volt AC circuit and
install any in-pavement RGLs on their own series circuit. This provides for
independent on/off control for operation during daytime visual meteorological
conditions (VMC), if desired, and allows the RGLs to be turned off when the
runway is closed. Furthermore, RGLs often need to be operated at a different
intensity setting than that of runway or taxiway edge lights. You should power
dedicated series RGL circuits from an appropriately sized L-828 or L-829, Class
1, Style 1 (3-step) CCR. Brightness control for series circuits is achieved by
varying the output current of the CCR. Brightness control for Mode 2 elevated
RGLs is achieved by an integrated or remote sensing device (e.g. photocell) for
each fixture.

NOTE: Consult with CCR manufacturers to determine the suitability of specific

regulators to power flashing lights.

(b) Elevated RGLs. When you install a small number of elevated RGLs on an
airport, it may be more economical to tap into a nearby circuit than to install a
dedicated circuit. However, if you intend to operate the RGLs during the day for
runway incursion prevention purposes, we do not recommend tapping into a
nearby circuit because of the increased costs of operating the circuit 24-hours a
day. Furthermore, a partial circuit load consisting of either elevated or in-
pavement RGLs may cause unwanted pulsing of the steady-burning lights on the
circuit. This effect, if present, will vary with the actual load and type of CCR.

(c) Mode 1 RGLs should not be installed on a circuit powered from a 5-step CCR
where all 5 steps are available. Elevated RGLs may appear dim when operated
on step 1 or 2. See Figure 54 for a typical elevated RGL.

(2) Circuit Design.

(a) Constant Voltage Circuits for Elevated RGLs. It is important that the voltage
provided to elevated RGLs be within the tolerances specified by the light
manufacturer. The circuit designer should verify the voltage drop of the circuit
and make any special provisions necessary to obtain adequate operating voltage
at the RGL.

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(b) Elevated RGL Electrical Interface. If elevated RGLs will be monitored, you
should order them with a two conductor lead or a five conductor lead, as required
by the L-804 manufacturer. Monitoring with a two conductor lead normally
involves the use of power line carrier signals. The five conductor lead (2 power,
2 monitoring, 1 case ground) terminates with a 5-pin plug. The mating 5-socket
receptacle is either: 1) purchased separately, or 2) provided with a separately
purchased control and monitoring device, i.e., as would be provided in a power
line carrier system. A 5-socket receptacle and lead must be used to interface with
the 5-pin plug. The method of connecting the two leads is at the discretion of the
elevated RGL manufacturer.

(c) In-Pavement RGL Control Methods. Refer to Chapter 13 for Control Methods.
There are two typical methods used to control in-pavement RGL systems:

1. Method 1. In the first method, a power line carrier system is used. Two
common methods for connecting a power line carrier system are shown in
Figure 55 and Figure 56. In Figure 55, a remote control device is connected
to each in-pavement RGL. Communication occurs on the series circuit
between each remote control device and a master control device located in
the airfield lighting vault. In Figure 56, a remote control device is connected
to every fourth light fixture to prevent adjacent light fixtures from becoming
inoperative in the event of the failure of a single control device.

NOTE: You should consult the manufacturer of the power line carrier
system for any equipment or environment limitations, e.g., the condition of
the lighting cables, presence of moisture, etc. See Appendix 6 for additional
information about power line carrier systems.

2. Method 2. In the second method, a separate communication connection

(copper wire, fiber-optic cable, etc.) is made to a remote input/output (I/O)
control device located adjacent to the in-pavement RGL system as shown in
Figure 57.

This is typically a programmable logic controller (PLC). The

communication link is typically connected to a separate vault computer.
Provide control and monitoring terminals in the vault computer. The vault
computer must have a monitoring link to the CCR in order to verify that
current is present on the output of the regulator. As an option, you may
locate the control and monitoring terminal blocks (or other interface device,
as required) in the remote I/O control device. See Appendix 6 for additional
information about Airfield Lighting Control and Monitoring Systems
(ALCMS).

You must provide a terminal block (see Figure 58) or other interface device
in the master control device or vault computer at which a closed contact is
made to activate all in-pavement RGL systems connected to the CCR. When
the "on" signal is activated, all RGL systems must turn on and should
automatically begin pulsing. If you use electronic monitoring, you must use
a separate "caution" and "fault" terminal block to activate the "caution" and
"fault" signals. The "caution" signal will be activated with the failure of at
least one in-pavement RGL, a single local control device, or an I/O control

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module. The "fault" signal will be activated and displayed if two adjacent in-
pavement RGLs, or a total of three, fail in any RGL row.

(d) When a "caution" signal occurs, maintenance personnel manually reset the alarm
using a dedicated contact closure as shown in Figure 58. Resetting allows the
"caution" signal to be generated again if another non-critical failure occurs. A
"fault" signal can only be cleared after the problem is corrected. Note that a
"caution" signal is always active when a "fault" signal is active.

(e) Mode of Operation for In-Pavement RGLs. An entire row of in-pavement RGLs
must pulse in such a manner that the even-numbered lights in the row pulse
simultaneously and, as they extinguish, the odd-numbered lights pulse
simultaneously. Power must be applied alternately to each set of fixtures for 50
percent ±0.5 percent, of the total cycle. Each fixture must pulse at a rate of 30-32
flashes per minute overall brightness settings.

(f) Failure Modes of In-Pavement RGLs. In the event of a lamp failure, the
remaining lights in the RGL row must continue to pulse normally. In the event
of a control system communications failure, the lights must continue to pulse in
the normal sequence for eight hours, the lights within each of the even and odd
sets must pulse simultaneously, within a tolerance of 0.05 second. Further, the
even set must pulse exactly opposite to the odd set, within a tolerance of 0.13
second. A failure of a local control device (component failure) must cause the
associated lamp(s) to fail "off." A component failure is considered to be a failure
of a lamp, local control device, isolating transformer, or “smart” transformer. A
communication failure is considered a loss of communication to the local control
device.

g. Stop Bar System.

(1) General. There are two types of stop bars: controlled and uncontrolled. Controlled
stop bars are controlled individually via L-821 stop bar control panel(s) or via buttons
on a touch screen display panel in the ATCT. Uncontrolled stop bars are generally
"on" for the duration of operations below 1,200 ft (365 m) RVR. If the need arises
for an uncontrolled stop bar to be turned off, all stop bars for a given low visibility
runway may be temporarily turned off via a master stop bar button for each low
visibility runway. See AC 120-57, Surface Movement Guidance and Control System,
for additional information about the use and operation of stop bars.

(2) Power Supply. You must power elevated and in-pavement stop bar light circuits
from an appropriately sized L-828, Class 1, Style 1 (3-step) CCR. Brightness control
is achieved by varying the output current of the CCR. You must install elevated stop
bar fixtures on the same circuit as the associated in-pavement stop bar fixtures.

(3) Circuit Design.

(a) General. When the stop bar system is activated, all controlled and uncontrolled
stop bars must be turned on at the same time and at the same intensity.
Subsequent intensity changes must also occur in unison. It is not required to
install all stop bars for a given runway on a dedicated circuit, although that is the
simplest method of meeting the foregoing requirement.

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(b) Controlled Stop Bars. Controlled stop bars operate in conjunction with taxiway
centerline lead-on lights (this also applies to taxiway lights crossing a runway),
which are grouped into two segments as shown in Figure 46, Figure 59, Figure
60, and Figure 61. Segment #1 begins at the stop bar and is 155 to 165 ft (47 to
50 m) long. Segment #2 consists of the remainder of the lead-on lights to the PT
at the runway centerline if the total distance from the stop bar to the point of
tangency (PT) (measured along the curve) is less than 300 ft (90 m). If the total
length exceeds 300 ft (90 m), segment #2 may consist of all lead-on lights
between the end of segment #1 and the PT at the runway centerline, or segment
#2 may be such that the total length of segment #1 and segment #2 is at least 300
feet (90 m) long.

Two stop bar sensors are used to re-illuminate the stop bar and to extinguish the
lead-on lights. Sensor #1 is located approximately at the end of lead-on segment
#1. Sensor #2 is located approximately at the end of lead-on segment #2. There
are many different types of sensors that can be used to control stop bars and their
exact location will depend on the type of sensor used. Sensors for stop bar
control must be per AC 150/5000-13, Airport Design, Announcement of
Availability: RTCA Inc., Document RTCA-221.

(c) Normal Operation of Controlled Stop Bars.

1. Depressing the stop bar button on the L-821 stop bar control panel or touch
screen display causes two backup timers to start, the red stop bar to be
extinguished, and both segments of lead-on lights to illuminate. The first
timer (approximately 45 seconds) provides a backup to the first sensor. The
second timer (approximately 2 minutes) provides a backup to the second
sensor. In the event of a failure of either sensor, the backup timers will
perform the same function as the respective sensor.

2. When the aircraft or vehicle activates sensor #1, the stop bar is re-illuminated
and lead-on segment #1 is extinguished. This protects the runway against
inadvertent entry by a trailing aircraft or vehicle.

3. When the aircraft or vehicle activates sensor #2, lead-on segment #2 is

extinguished. If a detection on sensor #2 occurs before sensor #1 times out,
then the backup timers per paragraph 4.8g(3)(c)1 must automatically reset
the stop bar. Alternatively, if sensor #1 has failed, and the backup timer for
sensor #1 has not ended by the time sensor #2 is activated, then both
segments of lead-on lights must be extinguished and the stop bar must be re-
illuminated.

(d) Special Operation of Controlled Stop Bars. From time to time, there is a need for
multiple vehicles (i.e., airport rescue and firefighting equipment and snow
removal equipment) to be cleared simultaneously onto or across a runway at a
location where a controlled stop bar is installed. In that event, the stop bar button
is depressed while depressing the “Sensor Override” button on the control panel.
(See AC 150/5345-3, Specification for L-821, Panels for the Control of Airport
Lighting, for information on the control panel.) The control system must be
designed so that the foregoing sequence of events will cause inputs from both

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sensors to be ignored. The stop bar and lead-on lights must be reset to their
original state when the backup timer for sensor #2 runs out.

(e) Failure Modes of Stop Bar Lights. In the event of a lamp failure, the remaining
lights in the stop bar must continue to operate normally. The failure of a local
control device (component failure) must cause any connected lamps to fail “off.”
In the event of a control system failure (inclusive of a communication failure),
the failure mode of the local control devices must be selectable depending upon
visibility. An entire stop bar must fail “on” (individual lights fail “off”) for
visibilities at or below 1,200 ft (365 m) RVR. The entire stop bar and individual
lights must fail “off” for visibilities above 1,200 ft (365 m) RVR. Selection of
the failure mode must be achieved remotely. Following the occurrence of a
communications failure, a method must be provided to allow a failed stop bar to
be turned off. This may be accomplished through various means, including
turning off the power to an individual stop bar through an L-847 circuit selector
switch, manually changing the failure mode of the local control devices, or
having an integral timer within each local control device which automatically
shuts off the lights 10 minutes, ±5 seconds, after the failure.

NOTE: The indication, on the stop bar control panel, of a failed controlled stop
bar must continue to be displayed until the stop bar is returned to service.

(4) Stop Bar Control Methods. Refer to Chapter 13 for additional information.

(a) General. The two control methods described in paragraph 4.8.f(2)c for the
control of in-pavement RGLs may also be used for the control of controlled stop
bars and lead-on lights. However, when multiple lights are installed on each
local control device, every second, third, or fourth light may be installed on the
same local control device.

(b) Control and Monitoring System Response Time. Within 2 seconds from the time
the stop bar button in the ATCT is activated, the stop bar lights switch off and the
lead-on lights switch on.

(5) Monitoring Requirements for Controlled Stop Bars. Controlled stop bars and
associated lead-on lights must be electronically monitored. Within 5 seconds of
pressing the stop bar button, the actual status of the lights must be displayed on the
stop bar control panel in the ATCT. This response time reflects the state-of-the-art
for local control devices. Ideally, the lights would be switched and their status
returned to the ATCT within 2 seconds of pressing the stop bar button. The
monitoring system should have the capability of determining the number of lights
that are not functional and whether or not the failed lights are adjacent. A standard
L-827 monitor or L-829 CCR with integral monitor may be used if it is accurately
calibrated to indicate a fault indication with approximately 2 stop bar or lead-on
lights not functioning. Because this monitoring system is not capable of determining
adjacency, a visual inspection would have to be made to determine whether or not the
failed lights are adjacent. There is individual lamp monitoring technology currently
available; the system manufacturer must be consulted for the application of this
technology – see Appendix 6 for additional information.

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NOTE: In locations where the circuit resistance to ground varies widely from day to
day, it may not be possible to use the L-827 monitor for this level of precision.

h. Combination In-Pavement Stop Bar and RGLs.

(1) Power Supply. Combination in-pavement stop bar/runway guard light fixtures have
two lights, one red and one yellow, which are independently controlled. The power
supply for the yellow light is as described in paragraph 4.8f(1). The power supply for
the red light is as described in paragraph 4.8g(2).

(2) Circuit Design.

(a) Mode of Operation. The yellow lights must be operated down to, but not below,
1,200 ft (365 m) RVR. The red lights must be operated at or below 1,200 ft
RVR, and not above.

NOTE: The yellow lights must not be temporarily turned on during the "GO"
Configuration depicted in Figure 46.

(b) Failure Modes of Combination Stop Bars/RGLs. In the event of a lamp failure,
the remaining lights in the stop bar or RGL row must continue to operate
normally. In the event of a control system communications failure, the failure
mode of the local control device must be selectable depending upon visibility.
For visibilities below 1,200 ft (365 m) RVR, the yellow lights must fail “off” and
the red lights must fail “on.” For visibilities at or above 1,200 ft (365 m) RVR,
the yellow lights must pulse normally and the red lights must fail “off.”
Selection of the failure mode must be achieved remotely. Following the
occurrence of a communications failure, the failure mode must be selectable
locally. The failure of a local control device (component failure) must cause both
lights to fail “off.”

(3) Control Methods. Control methods for the yellow lights are as described in
paragraph 4.8f(2)c. Control methods for the red lights are as described in paragraph
4.8g.

(4) Monitoring requirements for the red lights are as described in paragraph 4.8g(5).

4.9. EQUIPMENT AND MATERIAL.

General. Equipment and material used in a taxiway centerline lighting system listed below
conform to the AC and specification specified. All pertinent ACs and specifications are
referenced by number and title in Appendix 4. See Chapter 12 for additional information.

a. Light Bases, Transformer Housings and Junction Boxes. See paragraph 12.2.
b. Duct and Conduit. See paragraph 12.3.
c. Cable, Cable Connectors, Plugs and Receptacles. See paragraph 12.4.
d. Counterpoise (Lightning Protection). See paragraph 12.5.
e. Safety (Equipment) Ground. See paragraph 12.6.
f. Concrete. See paragraph 12.7.
g. Steel Reinforcement. See paragraph 12.8.

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h. Adhesive and Sealants. See paragraph 12.9.

i. Load-bearing Lighting Fixtures. See paragraph 12.10
j. Inspection. See paragraph 12.11.
k. Testing. See paragraph 12.12.
l. Auxiliary Relays. See paragraph 12.13.
m. Vault. See paragraph 12.14.
n. Maintenance. See paragraph 12.15.

Table 4-2. Equipment and Material Used for Low Visibility Lighting Systems.

Equipment and Material ACs or Items

L-821 Remote Control Panel AC 150/5345-3
L-847 Circuit Selector Switch AC 150/5345-5
L-824 No. 8 AWG Cable AC 150/5345-7
L-824 No. 10 AWG THWN Cable AC 150/5345-7
L-824 No. 12 AWG Cable AC 150/5345-7
L-828 Regulator AC 150/5345-l0
L-841 Auxiliary Relay Cabinet Assembly AC 150/5345-13
L-823 Connectors AC 150/5345-26
L-853 Retroreflective Markers AC 150/5345-39
L-867 and L-868 Bases and L-868/L-867 AC 150/5345-42
Junction Box, Blank Covers
L-804, L-852, and L-862S Light Fixtures AC 150/5345-46
L-830 Isolation Transformer AC 150/5345-47
L-854 Radio Control Equipment AC 150/5345-49
Counterpoise Cable *Item L-108
Airport Transformer Vault *Item L-109
Conduit and Duct *Item L-110
Joint Sealer, Type III *P-605 (See Chapter 12)
Sealer Material (Liquid and Paste) *P-606 (See Chapter 12)
Concrete Backfill *P-610

* These items are referenced in AC 150/5370-10, Standards for Specifying Construction of

Airports.

4.10. INSTALLATION.

See Chapter 10 for various pavement types.

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CHAPTER 5. LAND AND HOLD SHORT LIGHTING SYSTEMS.

5.1. INTRODUCTION.

Land and hold short lighting systems are installed to indicate the location of hold-short points on
runways approved for land and hold short operations (LAHSO).

5.2. BACKGROUND.

FAA Order 7110.118, Land and Hold Short Operations (LAHSO), provides operational
requirements for lighting systems and other visual navigational aids that are required to conduct
LAHSO.

5.3. DEFINITIONS.

a. Available Landing Distance (ALD) - That portion of a runway available for landing roll-
out for aircraft cleared for LAHSO. This distance is measured from the landing threshold
to the hold-short point.

b. Hold-Short Point - A point on the runway beyond which a landing aircraft with a LAHSO
clearance is not authorized to cross.

c. LAHSO - These operations include landing and holding short of an intersecting runway,
a taxiway, a predetermined point, or an approach/departure flight path.

5.4. IMPLEMENTATION CRITERIA.

Install land and hold short lighting systems at locations described in the letter of agreement
between the airport authority and the local ATCT. See FAA Order 7110.118, Land and Hold
Short Operations (LAHSO), for information about the letter of agreement.

5.5. CONFIGURATION.

A land and hold short lighting system consists of a row of six or seven in-pavement unidirectional
pulsing white lights installed across the runway at the hold-short point. A 6-light bar is standard
for new installations. A 7-light bar is standard for airports with existing 5-light bars. Five-light
bars must be upgraded to meet the standard by adding a light fixture on each end of the existing
installation, with the same spacing as the existing fixtures. Selection of the 6- or 7-light bar is not
based on the presence of runway centerline lights.

a. Location. Center the light fixtures on an imaginary line that is parallel to, and 2 feet (0.6
m) -0 ft (0 mm) +3 feet (0.9 m) prior to, the holding side of the runway holding position
marking, as shown in Figure 62. Individual fixtures may vary from the imaginary line up
to 2 inches (51 mm) in a direction parallel to the runway centerline. Install fixtures so
that their nearest edge is approximately 2 feet (0.6 m) from any rigid pavement joint or
another fixture. In the event of a conflict between any of the light fixtures and
undesirable areas, such as rigid pavement joints, etc., which cannot be resolved through
the +3-foot (0.9 m) longitudinal tolerance or by varying the lateral spacing as specified in
the following paragraph, move the holding position marking and the entire land and hold
short lighting system sufficiently toward the landing threshold (shortening the ALD) to
resolve the conflict.

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b. Lateral Spacing of Light Fixtures. The total width of the row of lights (measured
between the centers of the outboard fixtures) should be 50% (±10%) of the defined
runway width for 6-light bars, as shown in Figure 62, and 65% (+5%, -15%) for 7-light
bars. Space the remaining lights uniformly between the outboard fixtures within a
tolerance of ±2 inches (51 mm). Arrange the light bar symmetrically about the runway
centerline for 6-light bars, or about the center fixture for 7-light bars. Refer to Chapter 3.

5.6. DESIGN.

Land and hold short lighting systems are designed for installation in new or existing pavements.
When possible, install land and hold short lighting systems during construction of the runway or
when the pavement is being overlaid. This would allow for the installation of L-868 light bases
interconnected by conduit, which is preferred. In this system, the isolation transformers are
contained within the light bases.

a. Light Fixtures and Electrical Cables. You may select one of two types of fixtures for the
land and hold short lighting system: 1) L-850F, unidirectional white light, or 2) L-850A
unidirectional white light, per AC 150/5345-46, Specification for Runway and Taxiway
Light Fixtures. The fixtures are similar except that the L-850F fixture includes a second
lamp which illuminates in the event the first lamp fails. Design the system for the
appropriate pavement condition listed below:

(1) New pavements. In new pavements, provide access to electrical cables and isolation
transformers through the use of conduits and L-868 light bases. This type of
installation will reduce downtime and repair costs when the underground circuits
require maintenance. Refer to Chapter 11.

(2) Pavement overlays. You may use a base and conduit system as described in the
preceding paragraph. Two-section bases and spacer rings or an adjustable base to
reach proper elevation may be required. Refer to Chapter 11.

(3) Existing pavements. Provide recesses or holes for direct-mounted light fixtures or
fixtures installed on bases. Locate isolation transformers at the side of the runway.
Run No. 10 AWG wire between the transformers and the lights through shallow
sawed wire ways (saw kerfs) in the pavement surface. See Figure 63 and Figure 64.
Alternatively, you may retrofit L-868 bases and conduit systems into existing
pavements. Locate isolation transformers within the bases.

b. Electrical System. An L-884 Power and Control Unit (PCU), described in AC 150/5345-
54, Specification for L-884 Power and Control Unit for Land and Hold Short Lighting
Systems, is typically used to power land and hold short lighting systems. The PCU
pulses the lights by varying the voltage on the primary side of the series circuit shown in
Figure 65. The light fixtures must be isolated from the series circuit via 6.6/6.6-ampere
isolation transformers specified in AC 150/5345-47, Specification for Series to Series
Isolation Transformers for Airport Lighting Systems.

c. PCU. You may install PCUs either indoors (Style I) in a vault or outdoors (Style II) near
the lighting system, as required. The PCUs may be relatively heavy and, when installed
outdoors, must be located as far from the runway as possible to present the minimum
possible obstruction to aircraft. They must be mounted at the minimum possible height,

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and must be located outside the RSA, taxiway safety area, and taxiway object-free area.
The safety and object free areas are defined in AC 150/5300-13, Airport Design.

d. Control System. The system must have provisions for local and remote control. Local
control ("on/off" and intensity control) must be provided at the PCU. Remote control
("on/off" exclusively) must be provided in the ATCT. If there are two or more land and
hold short lighting systems installed on the airport, install each system on dedicated
circuits with its own set of L-884 PCUs. However, you may power two lighting systems
installed on the same runway (e.g., installed on opposite sides of an intersecting runway
and facing in opposite directions) from the same set of PCUs through the use of L-847
circuit selector switches specified in AC 150/5345-5, Specifications for Airport Lighting
Circuit Selector Switch. Configure the L-847 switches so that only one lighting system at
a time may be selected. Figure 65 shows a typical block diagram of the LAHSO lighting
system.

(1) Automatic Intensity Control. When the PCUs are under remote control, intensity
selection is automatic and is derived from PCU photoelectric control inputs and
sensing of the intensity of the runway edge lights that are installed on the same
runway as the land and hold short lighting system. The required intensity levels are
described in AC 150/5345-54, Specification for L-884, Power and Control Unit for
Land and Hold Short Lighting Systems.

(2) Photocell. Use a photocell to switch the PCU into day or night mode. The photocell
is an integral part of a PCU designed for outdoor installation. With the PCU
installed, face the photocell north. A PCU installed indoors must have a remotely
mounted photocell in a readily accessible outdoor location. Install the photocell
facing north and clearly label it for ease of maintenance. If surrounding airport lights
activate a photocell, then turn it as necessary to prevent false activation. The
designer should not gang multiple PCUs on a single photocell, as it would create a
single point source of failure.

e. Remote Control. Remote control may be provided in the ATCT through an appropriate
L-821 control panel per AC 150/5345-3, Specification for L-821, Panels for the Control
of Airport Lighting. Where possible, you may integrate remote control switches into
existing airfield lighting control panels. Two common methods used to control L-884
PCUs and other equipment are described below:

(1) 120 Volt AC. Where the distance between the remote control panel and the vault is
not great enough to cause excessive voltage drop (>5%) in the control leads, use the
standard control panel switches to operate the control relays directly. Operating
relays supplying power to the L-884 PCUs must have coils rated for 120 volt AC.
Use a #12 AWG control cable to connect the control panel to the power supply
equipment in the vault. The curves in Figure 66 are used to determine the maximum
permissible separation between the control panel and the vault for 120 volt AC
control. You may use special pilot low burden auxiliary relays, having proper coil
resistance to reduce control current, to obtain additional separation distance with 120
volt AC control circuits. It may be advantageous to use these relays for expanding
existing 120 volt AC control circuits.

(a) 48 Volt DC. Where the distance between the control panel and the vault would
cause excessive control voltage drop, use a low voltage (48-volt DC) control

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AC 150/5340-30E 09/29/2010

system. In such a system, remote control panel switches are used to activate
sensitive pilot relays such as those specified in AC 150/5345-13, Specification
for L-841 Auxiliary Relay Cabinet Assembly for Pilot Control of Airport
Lighting Circuits, which, in turn, control the L-884 relays. Use an appropriately
sized cable, of a type that is listed for direct earth burial, to connect the control
panel to the pilot relays. The DC control system is adequate for up to 7,900 feet
(2408 m) separation between control point and vault.

(2) Remote Control Using Other Methods. There are many methods of providing for the
remote control of L-884 PCUs, L-847 circuit selector switches, etc. Such methods
may include ground-to-ground radio control (see AC 150/5345-49, Specification L-
854, Radio Control Equipment), copper wire, or fiber-optic control lines. Control
signals may be digital or analog. Whatever the method used, the airport design
engineer is responsible for ensuring that the control system is reliable and that EMI
does not cause unintended switching of the lighting system.

f. Monitoring. The status of each land and hold short lighting system must be indicated on
the L-821 control panel in the ATCT. A monitoring system is a required component of
an L-884 PCU and is described in AC 150/5345-54, Specification for L-884, Power and
Control Unit for Land and Hold Short Lighting Systems.

5.7. EQUIPMENT AND MATERIAL.

Equipment and material covered by FAA ACs are referred to by AC numbers. Equipment not
covered by FAA specifications, such as distribution transformers, circuit breakers, cutouts, relays,
and other commercial items of electrical equipment, must conform to the applicable rulings and
standards of the electrical industry and local code regulations. Electrical equipment must be
tested and certified by an OSHA recognized Nationally Recognized Test Laboratory (NRTL) and
must bear that mark. A current list of NRTLs can be obtained by contacting the OSHA NRTL
Program Coordinator at web site www.osha-slc.gov/dts/otpca/nrtl. Table 5-1 contains a list of
equipment and material used for land and hold short lighting systems.

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Table 5-1. Equipment and Material Used for Land and Hold Short Lighting Systems.

Item No. Item Description ACs or Specifications

L-821 Remote Control Panel AC 150/5345-3
L-847 Circuit Selector Switch AC 150/5345-5
L-824 #8 AWG Cable Electrical Cable AC 150/5345-7
L-824 #10 AWG THWN Cable Electrical Cable AC 150/5345-7
L-824 #12 AWG Cable Electrical Cable AC 150/5345-7
L-841 Auxiliary Relay Cabinet Assy. AC 150/5345-13
L-823 Cable Connectors AC 150/5345-26
L-867 Transformer Housing AC 150/5345-42
L-868 Light Base AC 150/5345-42
L-850F (unidirectional) Light Fixture AC 150/5345-46
or L-850A (unidirectional) Light Fixture AC 150/5345-46
L-830 Isolation Transformer AC 150/5345-47
L-854 Radio Control Equipment AC 150/5345-49
L-884 Power and Control Unit AC 150/5345-54
Item L-110 Conduit and Duct AC 150/5370-10
Item P-605 Joint Sealer, Type III AC 150/5370-10
Item P-606 Sealer Material (Liquid and Paste) AC 150/5370-10
Item P-610 Concrete Backfill AC 150/5370-10

5.8. INSTALLATION.

This section recommends installation methods and techniques; however, other methods and
techniques, and variations of those outlined here, may be used provided they are approved by the
appropriate local FAA Airports Office. The installation must conform to the applicable sections
of NFPA 70 (NEC) and local codes. See Chapter 12 for additional information.

a. Light Bases, Transformer Housings and Junction Boxes. See paragraph 12.2.
b. Duct and Conduit. See paragraph 12.3.
c. Cable, Cable Connectors, Plugs and Receptacles. See paragraph 12.4.
d. Counterpoise (Lightning Protection). See paragraph 12.5.
e. Safety (Equipment) Ground. See paragraph 12.6.
f. Concrete. See paragraph 12.7.
g. Steel Reinforcement. See paragraph 12.8.
h. Adhesive and Sealants. See paragraph 12.9.
i. Load-bearing Lighting Fixtures. See paragraph 12.10
j. Inspection. See paragraph 12.11.
k. Testing. See paragraph 12.12.
l. Auxiliary Relays. See paragraph 12.13.
m. Vault. See paragraph 12.14.
n. Maintenance. See paragraph 12.15.

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Intentionally left blank.

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09/29/2010 AC 150/5340-30E

CHAPTER 6. AIRFIELD MISCELLANEOUS AIDS.

6.1. AIRPORT ROTATING BEACONS.

Airport rotating beacons must be per AC 150/5345-12, Specification for Airport and Heliport Beacons.
All airport rotating beacons project a beam of light in two directions, 180 degrees apart. For civil land
fields only, the optical system consists of one green lens and one clear lens. The rotating mechanism is
designed to rotate the beacon to produce alternate clear and green flashes of light with a flash rate of 24-
30 flashes per minute. The main purpose of the beacon is to indicate the location of a lighted airport, and
a rotating beacon is an integral part of an airfield lighting system.

a. L-802A Beacon. The L-802A rotating beacon is the standard high intensity rotating beacon and
is installed at all airports where high intensity lighting systems are used. See Figure 67 for a
typical beacon.

b. L-801A Beacon. The L-801A rotating beacon is the standard medium intensity beacon and is
installed at airports where only medium intensity lighting systems are used, unless special
justification exists requiring the use of a high intensity beacon at the site. Such a justification
includes high background brightness caused by neighboring lights, or where the beacon is used as
a navigational aid rather than for location and identification.

6.2. SYSTEM DESIGN.

a. Power Supply. Primary power supply for airport rotating beacons is either from an existing
120/240 volt AC power supply or from a separately located distribution transformer. Match, as
closely as possible, the primary circuit wire size to the lamp’s rated voltage. See Figure 68 for
formulae to calculate wire size and voltage drop. Where the separation distance between power
supply and the beacon is excessive, booster transformers are recommended to maintain proper
voltage at lamp receptacles.

b. Control Circuits. Airport rotating beacons are designed to employ simple switching circuits to
energize and to de-energize the power supply. The control system design varies. At a small
airport, all control equipment and circuitry is self-contained in the power supply equipment; at a
large airport a complex control system is needed. The two types of control systems used are
direct control or remote control:

(1) Direct Control. Direct control systems are controlled at the power supply through a switch by
energizing the branch circuit supplying the power to the airport beacon. Normally, this type
of system is used for the control of rotating beacons at small airports and for other
miscellaneous associated lighting circuits. Automatic control of the beacon is obtained
through a photoelectric switch with a built-in method of switching from automatic to manual
control. See Figure 69 for typical automatic control.

(2) Remote Control. Remote control systems are controlled from a remote control panel which
may be located in the cab of the control tower or at other remote areas, using a control panel
per AC 150/5345-3, Specification for L-821, Panels for the Control of Airport Lighting. This
panel contains switches and other devices which control operating relays in the vault from
which the power is supplied through the relay contacts to the lighting visual aid. The
following control voltages are used for remote control of equipment. See Figure 70.

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(a) 120 Volt AC. Where the distance between the remote control panel and the vault is not
great enough to cause an excessive voltage drop in the control leads, use the standard
control panel switches to operate the miscellaneous equipment power supply relays
directly.

Use No. 12 AWG control cable to connect the control panel to the power components in
the vault. Use the formula in Figure 68 to calculate the maximum permissible separation
between control point and vault, using the manufacturer’s electrical operating circuit.

In many cases, the use of 120 volt AC, special low-burden auxiliary relays, having the
proper coil resistance, may be more advantageous for expanding the existing 120 volt AC
control system than redesigning the control system to 48 volt DC.

(b) 48 Volt DC. Use a low voltage 48 volt DC control system where the distance between
the control panel and the vault would cause an excessive voltage drop with a 120 volt AC
control system. In this system, the remote control panel switches that, in turn, control the
miscellaneous lighting circuits activate sensitive pilot relays. The DC control system is
adequate for up to 7,900 ft. (2408 m) separation.

c. Duct and Conduit System. For an underground power supply, install cable runs in ducts or
conduits in areas that are to be stabilized or surfaced. Install cable runs to the top of towers in
conduit. This will provide ready access for maintenance, modification of circuits, and protection
to cables during repairs of surface or stabilized areas. Provide a reasonable number of spare ducts
or conduits in each underground bank for maintenance and future expansion of facilities. Avoid
routing underground duct or conduit through areas that may have to be excavated. Ensure that all
duct and conduit dimensions meet national, state, and local electrical codes.

6.3. INSTALLATION.

a. Rotating Beacons.

(1) Mounting the Beacon. All airport rotating beacons are mounted higher than the surrounding
obstructions so that the bottom edge of the beacon’s light beam, when adjusted correctly, will
clear all obstructions. Beacons may be mounted on the roof of hangars or other buildings; on
top of control towers when authorized by the local FAA regional office; or, on wooden power
pole towers and metal towers. Check the mounting for the beacon support legs with the
appropriate space and dimensions as furnished by the beacon manufacturer.

(2) Hoisting and Securing. Prior to hoisting the beacon, review the manufacturer’s certified
assembly drawings of the beacon. Where it is impractical to hoist the assembly in one piece,
disassemble the beacon into parts following the manufacturer’s recommendations. Ensure
the mounting platform at the top of the tower has the correct bolt pattern from the
manufacturer’s installation drawings. Hoist the beacon into place by means of a sling, taking
care not to chafe any surface of the assembly. Once in place, secure the base of the beacon to
the mounting platform and reassemble per the manufacturer’s instructions.

(3) Leveling. Level each beacon following the manufacturer’s instructions.

(4) Servicing. Before placing the beacon in operation, check the manufacturer’s manual for
proper servicing requirements. Follow the manufacturer’s servicing requirements for each
size beacon.

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6.4. MAINTENANCE.

Maintenance must be performed per AC 150/5340-26, Maintenance of Airport Visual Aid Facilities.

6.5. BEACON TOWERS.

Typical beacon towers are shown in Figure 71, Figure 72, and Figure 73.

a. LOCATION. AC 150/5300-13, Airport Design, contains the standards for locating beacon
towers. The FAA may recommend obstruction lights on beacon towers that are less than 200 ft
(61 meters) above ground level (AGL) or 14 CFR Part 77 standards because of a particularly
sensitive location. The design engineer should ensure that all requirements in AC 70/7460-1,
Obstruction Lighting and Marking, are met before erecting any structure that may affect the NAS.

b. DESCRIPTION OF TOWERS.

(1) Structural steel towers conform to AC 150/5370-10, Standards for Specifying Construction of
Airports, and consist of structural steel parts for the basic tower. (Standard heights are 51,
62, 75, 91, 108, 129, and 152 feet (15.5, 19, 23, 28, 33, 39, and 46 meters).) Each tower is
supplied with a telescoping ladder and a mounting platform for a high intensity beacon,
approximately 7 feet square (0.65 meters square) with rails and grating. The railings are
punched to permit mounting of a "T" cabinet on any inner surface. See Figure 71 for typical
51 foot (15.5 m) tower installations.

(2) Tubular steel towers consist of different lengths of low alloy, high strength tubular steel
sections with 60,000 PSI yield strength, welded together to obtain a basic tower of 51 feet
(15.5 m) in height when erected. At the top of the tower is a platform (welded) designed to
accommodate a high intensity beacon, and a safety device consisting of a cable, locking clip,
and belt combination, which permits a workman to climb the tower and to secure himself in
the event of a misstep. Check with the airport beacon manufacturer to ensure the best tower
design is selected for the model of beacon purchased. The design engineer should be
prepared to supply local wind velocity and ice load data to the tower manufacturer. See
Figure 72.

(3) Prefabricated tower structure components consist of two lower sections fabricated in 20 foot
(6 m) lengths with one 11 foot (3.5 m) upper section and an 8 foot (2.4 m) diameter service
platform with rails and caging for mounting a beacon, and a steel rung ladder for entrance to
the platform. See Figure 73.

(4) Tip-down pole towers consist of a two section octagonal tapered structure with a
counterweight and hinge. The top section/counterweight is attached to the bottom section
using a hinge that rotates upon a 1 1/4-inch diameter stainless steel rod. The top section can
easily be raised and lowered by one person using an internal hand-operated winch. Pole
lengths to 55 feet are available. Check with the beacon manufacturer about the proper model
of beacon to use with this type of tower. The design engineer should also be prepared to
supply local wind velocity and ice loading data to the tower manufacturer.

NOTE: A fall protection device must be installed on all ladders per OSHA requirements.

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c. INSTALLATION.

(1) Clearing and Grading. Clear and level the site on which the beacon tower is to be erected.
Remove all trees and brush from the area within a distance of 25 feet (7.6 m) from the tower
or as called for in job plans. Remove stumps to a depth of 18 inches (0.5 m) below finished
grade and fill the excavation with dirt and tamp. If a transformer vault or other structure is
included as part of the installation, clear the area to a distance of 25 feet (7.6 m) from these
structures. Level the ground near the tower to permit the operation of mowing machines.
Extend the leveling at least 2 feet (0.6 m) outside the tower legs. Dispose of all debris
removed from the tower site per Federal, state, or local regulations.

(2) Excavation and Fill. Carry the excavation for the tower footing to a minimum of 4 inches
(100 mm) below the footing depth. Then backfill the excess excavation below the footing
depth with gravel or crushed stone and compact to the required level. Install the footing
plates and then place a thickness of not less than 18 inches (0.5 m) of the same gravel or
crushed stone immediately above the footing plates in layers of not over 6 inches (152 mm).
Thoroughly tamp in place each layer above the footing plates. The remainder of the backfill
may be of excavated earth placed in layers not to exceed 6 inches (152 mm). Thoroughly
compact each layer by tamping. Where solid rock is encountered, cut the tower anchor posts
off at the required length and install the hold down bolts as indicated in the plans. Anchor
each tower leg to the rock by means of two 7/8 inch (22 mm) diameter by 3-foot (0.9 m) long
expansion or split hold down bolts and then grout each bolt into holes drilled into the natural
rock with neat Portland cement. Except as required for rock foundations, do not cut off or
shorten the footing members. If the excavated material is not readily compacted when
backfilled, use concrete or other suitable material. Install the concrete footing for tubular
towers per the manufacturer’s recommendations. Footing height does not include the footing
portions located in the topsoil layer.

6.6. WIND CONES.

a. GENERAL. This section covers the installation of both types of wind cones: L-806
(supplemental wind cone) and L-807 (primary wind cone). Title 14 CFR Part 139, Certification of
Airports, requires that an airport must have a wind cone that visually provides surface wind direction
information to pilots. However, if a single airport wind cone or that primary wind cone is not visible
to pilots on final approach and takeoff at each runway end, supplemental (additional) wind cone(s)
must be provided. If the airport is open for air carrier operations at night, the wind cones (both
primary and supplemental) must be lit. The guidance in this AC is recommended for all applications
involving wind cones.

b. DISCUSSION. Primary and supplemental wind cones are intended to provide wind direction
information to pilots. Primary wind cone is needed at any airport without a 24-hour ATCT. At an
airport certificated under Title 14 CFR Part 139, Certification of Airports, a primary wind cone is
required regardless of whether the airport traffic control tower is full time or part time. The source
of airport wind information reported to pilots may be 2 to 3 miles (3.2 to 4.8 km) from the approach
end of a runway. Factors such as topography, approaching fronts or thunderstorms could result in
much different wind conditions near runway ends than those reported to pilots from the primary
wind information source. Under these conditions, supplemental wind cones may be useful to
provide pilots a continuing visual indication of wind conditions near the runway ends during landing
and takeoff operations.

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c. SITING. The primary wind cone should be installed so that it is readily visible to pilots and will
likely be located within a segmented circle. In addition, the primary wind cone should be installed
so there is no conflict with airport design criteria requirements in AC 150/5300-13, Airport Design.
See Title 14 CFR Part 77, Objects Affecting Navigable Airspace, to determine if obstruction lights
will be required. See Figures 131 and 132 for installation details. The supplemental wind cone must
be located near the runway end so that pilots have an unobstructed view during either landing or
takeoff operations. The supplemental wind cone must be installed outside the runway safety area
(RSA). The supplemental wind cone must not be inside the object free area (OFA) unless there is a
need; and if so, documentation must be provided to explain the reason for the location. The
supplemental wind cone must not penetrate the obstacle free zone (OFZ) per AC 150/5300-13,
Airport Design. The proposed location must also be coordinated with the local Technical Operations
(Airway Facilities) Office to ensure that it will not cause interference with the radiation pattern of
any navigational aid facility. See Figures 74 and 75 for installation details on supplemental wind
cones.

d. PERFORMANCE REQUIREMENTS. Locally fabricated or commercially available

supplemental wind cones may be used, provided they meet the criteria in AC 150/5345-27,
Specification for Wind Cone Assemblies.

e. WIND CONE MOUNTING STRUCTURES. The primary wind cone is mounted on a rigid
supporting structure, Type L-807. The supplemental wind cone is mounted on a frangible structure,
Type L-806. See AC 150/5345-27, Specification for Wind Cone Assemblies, for detailed
descriptions of the mounting structures.

f. MAINTENANCE. Maintenance must be performed in accordance with AC 150/5340-26,

Maintenance of Airport Visual Aid Facilities.

6.7. OBSTRUCTION LIGHTS.

6.7.1. LOCATION.

AC 70/7460-1, Obstruction Marking and Lighting, contains the criteria for locating obstruction lights.
Obstruction lights must conform to AC 150/5345-43, Specification for Obstruction Lighting Equipment.

a. SELECTION CONSIDERATION. AC 70/7460-1, Obstruction Lighting and Marking, contains

guidance on the type of obstruction lights to be used as well as the placement and number of
lights required to light the obstruction properly.

b. OBSTRUCTION LIGHT INSTALLATION. Obstruction lights are installed on all obstructions

that present a hazard to air traffic, warning pilots of the presence of an obstruction during hours of
darkness and during periods of limited daytime visibility. An obstruction’s height, size, shape,
and the area in which it is located, determine the position of lights on the obstruction and the
number of lights required to adequately light the obstruction to assure visibility of such lighting
from an aircraft at any angle of approach. Standards for determining obstructions to air
commerce are contained in 14 CFR Part 77, Objects Affecting Navigable Airspace.

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c. POWER SUPPLY. Design the power supply to ensure that the specified voltage is available at
the input terminals of the obstruction light. Coordinate with the certified equipment manufacturer
for proper operating voltage and tolerance.

d. CONTROL SYSTEM. Obstruction lights installed in conjunction with a rotating beacon may be
controlled from a tell-tale relay within the beacon controller. Other obstruction lights may be
controlled from a light-sensitive device. Adjust this device so that the lights will automatically be
turned on when the north sky light intensity reaches a level of 35 foot-candles, and automatically
turned off when the north sky light intensity reaches a level of 58 foot-candles; otherwise, the
light must burn continuously. Where the connected load exceeds the contact rating in the light
sensitive control device, design the control circuit to include a load contactor relay rated for the
connected load with the number of poles required.

e. DUCT AND CONDUIT SYSTEM. Design the duct and conduit system for the obstruction light
as specified in paragraph 6.1.c for rotating beacons.

6.7.2. INSTALLATION.

a. Placing the Obstruction Lights. Install obstruction lights per AC 70/7460-1, Obstruction
Lighting and Marking.

b. Installation on Poles. Where obstruction lights are to be mounted on poles, install each
obstruction light with its hub sized per National Electric Code (NEC). If pole steps are specified,
install the lowest step 5 feet above ground level. Install steps alternately on diametrically
opposite sides of the pole to give a rise of 18 inches (0.5 m) for each step. Fasten conduit to the
pole with galvanized steel pipe straps secured by galvanized lag screws.

c. Installation on Beacon Towers. Where obstruction lights are installed on beacon towers, mount
two obstruction lights on top of the tower using rigid steel conduit. Method of installation must
be per AC 150/5370-10, Standards for Specifying Construction of Airports, Item L-101, Lighting
Installation - Airport Rotating Beacons. If obstruction lights are specified at lower levels, install
not less than 1/2 inch (13 mm) galvanized rigid steel conduit with standard conduit fittings for
mounting the fixtures. Mount all fixtures in an upright position.

d. Installation on Buildings, Towers, Smokestacks, etc. Mount the hub of the obstruction light not
less than 1 foot (0.3 m) above the highest point of the obstruction, except in the case of
smokestacks. For smokestacks, mount the uppermost units not less than 5 feet (1.5 m) or more
than 10 feet (3 m) below the top of the stack.

e. Wiring. If underground cable is required for the power feed, and if duct is required under paved
areas, install the duct and cable per Items L-108 and L-110. Install overhead line wire from pole
to pole, where specified, conforming to Federal Specification J-C-145, Cable, Power, Electrical
and Wire, Electrical (Weather-Resistant).

f. Lamps. Install one or two lamps, as required. All lamps used must be listed in AC 150/5345-53,
Airport Lighting Equipment Certification Program, Addendum, Appendix 3.

6.7.3. MAINTENANCE.

See AC 150/5340-26, Maintenance of Airport Visual Aid Facilities, for additional details about wind
cone maintenance.

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6.8. EQUIPMENT AND MATERIALS.

See Chapter 12 for additional information.

a. Light Bases, Transformer Housings and Junction Boxes. See paragraph 12.2.
b. Duct and Conduit. See paragraph 12.3.
c. Cable, Cable Connectors, Plugs and Receptacles. See paragraph 12.4.
d. Counterpoise (Lightning Protection). See paragraph 12.5.
e. Safety (Equipment) Ground. See paragraph 12.6.
f. Concrete. See paragraph 12.7.
g. Steel Reinforcement. See paragraph 12.8.
h. Adhesive and Sealants. See paragraph 12.9.
i. Load-bearing Lighting Fixtures. See paragraph 12.10
j. Inspection. See paragraph 12.11.
k. Testing. See paragraph 12.12.
l. Auxiliary Relays. See paragraph 12.13.
m. Vault. See paragraph 12.14.
n. Maintenance. See paragraph 12.15.

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Intentionally left blank.

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CHAPTER 7. ECONOMY APPROACH AIDS.

7.1. INTRODUCTION.

a. The economy approach lighting aids were developed to make visual aids available to airports at a
low cost. The design and installation requirements are flexible to permit the equipment to be
installed and operated with minimal changes to the power distribution system at the airport.

b. The drawings required to plan and install a system are described and referenced throughout this
chapter. These are drawings of typical installations. Local applications may require variations
from the drawings, but no variations in the layout, spacing, and tolerances are permitted.
Although it is possible to plan an installation from the drawings, various characteristics affecting
the systems and their design, equipment, and installation deserve special consideration.

7.2. TYPES OF ECONOMY APPROACH LIGHTING AIDS.

a. Medium Intensity Approach Lighting System With or Without Sequenced Flashing Lights
(MALSF or MALS). If medium intensity approach lights are to be installed without sequenced
flashing lights, apply only the applicable portions of the paragraphs for MALSF.

b. Omni-directional Approach Lighting System (ODALS).

c. Runway End Identifier Lights (REIL).

d. Precision Approach Path Indicator (PAPI).

7.3. SELECTION CONSIDERATIONS.

Select a particular system on the basis of an operational requirement for light signals in addition to
runway edge lights. Consider the following when selecting an economy approach lighting aid:

a. The airport’s current operations and forecasts for three years indicate that the airport will not
meet the criteria under the FAA’s planning standards for the installation of an instrument landing
system/approach lighting system (ILS/ALS). See the paragraphs below for a listing of FAA-
owned approach lighting systems. (Configurations and design details pertaining to these systems
are in FAA Order 6850.2, Visual Guidance Lighting Systems.)

b. The runway to be served has at least a MIRL lighting system.

c. If a MALSF is to be installed, the airport should have assigned, or have the potential for, a non-
precision instrument approach procedure other than ILS/precision approach radar (PAR). See AC
150/5300-13, Airport Design, Appendix 16 for additional information about non-precision
approach requirements.

d. MALSF and REIL are not installed on the same end of a runway. If required, install the PAPI
with either MALSF or REIL on the same end of a runway.

e. MALSFs are not installed at locations where in-pavement approach light fixtures are required.

f. Prior to the selection of a particular lighting aid, discuss with regional airport FAA personnel the
operations and environmental needs of the individual site. In addition, make an individual site
evaluation to determine which aid will best serve in reducing the deficiency(s) in a particular

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area. Reduction to instrument approach minimums may be made per FAA Order 8260.3B, U.S.
Standard for Terminal Instrument Procedures. Use the following information as a guide for
selecting a particular system.

(1) MALS/MALSF. This system provides early runway lineup and lead-in guidance, runway
end identification and, to a degree, roll guidance. The lights are helpful during some periods
of restricted visibility. The MALS is beneficial where extraneous lighting prevents the pilot
from lining up with the runway centerline or where the surrounding terrain is devoid of
lighting and does not provide the cues necessary for proper aircraft attitude control. At
locations where approach area identification is difficult at night due to surrounding lights,
MALSF installed at the three outermost bars should resolve this problem. See FAA Order
6850.2, Visual Guidance Lighting Systems, for details on Medium-intensity Approach
Lighting System with Runway Alignment Indicator Lights (MALSR).

(2) REIL. These lights aid in early identification of the runway and runway end. They are more
beneficial in areas having a large concentration of lights and in areas of featureless terrain.
These lights must be installed where there is only a circling approach or a circling and non-
precision straight-in approach. If it is operationally acceptable at an airport, the
omnidirectional REIL provides good circling guidance and is the preferred system. The
unidirectional REIL must be installed where environmental conditions require that the area
affected by the flash from the REIL be greatly limited.

(3) ODALS. This system provides visual guidance for circling, offset, and straight-line
approaches to non-precision runways. An ODALS (or MALS, SSALS, SALS) is required
where the visibility minimum is less than 1 statue mile with a minimum paved runway length
of 3,200 feet (975 meters) and MIRL. ODALS is recommended for a minimum visibility
equal to 1 statute mile or greater on runways 3,200 feet with MIRL/LIRL. See AC 150/5300-
13, Airport Design, Appendix 16, Table A16-1C for additional details about ODALS and
runway lengths less than 3,200 feet. ODALS use for unpaved runways will require an
evaluation by the regional Flight Standards personnel before it can be implemented.

(4) PAPI. This system enhances safety by providing beneficial visual approach slope guidance
to assist the pilot of an aircraft in flying a stabilized approach. The system has an effective
visual range of approximately 5 miles during the day and up to 20 miles at night. The
presence of objects in the approach area may present a serious hazard if an aircraft descends
below the normal path. This is especially true where sources of visual reference information
are lacking or deceptive: i.e., hilltops, valleys, terrain grades, and remote airports. The PAPI
assists the pilot in maintaining a safe distance above hazardous objects. The visual aiming
point obtained with the PAPI reduces the probability of undershoots or overshoots. The 2-
box PAPI system is normally installed on runways that are not provided with electronic
guidance, on non-Part 139 airports, or when there is a serious hazard where the aircraft
descends below the normal approach path angle. The system can be expanded to a 4-box
system when jet aircraft operations are introduced at a future time.

7.4. CONFIGURATIONS.

a. MALSF.

(1) Provide a configuration of steady-burning and flashing lights arranged symmetrically about
and along the extended runway centerline as shown in Figure 76. Begin the system

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approximately 200 feet (61 m) from the runway threshold and extend it to an approximate
1,400 foot (427 m) overall length. (See Figure 76 for tolerances.)

(2) Use seven light stations with five steady-burning lights at each station. Provide one flashing
light at each of the three outermost stations. At the station 1,000 feet (305 m) from the
runway threshold, use two additional bars (one of each side of the centerline bar) each with
five steady-burning lights.

(3) All lights in the system emit white light. Only two intensity steps are required for MALSF –
three steps are desirable.

b. REIL. Provide two flashing lights near the end of the runway as shown in Figure 77. The
optimum location of the lights is 40 feet (12 m) from the runway edge and in line with the
existing runway threshold lights. You may locate the light units laterally up to 75 feet (23 m)
from the runway edge and longitudinally 40 feet (12 m) downwind or 90 feet (27 m) upwind from
the runway threshold. When possible, install the two light units equidistant from the runway
centerline. When location adjustments are necessary, the difference in the distance of the two
lights to the centerline may not exceed 10 feet (3 m). Each light unit must be a minimum of 40
feet (12 m) from the edge of taxiways and runways. The elevation of both units must be within 3
feet (0.9 m) of a horizontal plane through the runway centerline, with the maximum height above
ground limited to 3 feet (0.9 m). When the centerline elevation varies, the centerline point in line
with the two units must be used to measure the centerline elevation. Orient the beam axis of an
un-baffled unit 15 degrees outward from a line parallel to the runway and inclined at an angle 10
degrees above the horizontal. If this standard setting is operationally objectionable, provide
optical baffles (per the manufacturer's instructions) and orient the beam axis of the unit 10
degrees outward from a line parallel to the runway centerline and inclined at an angle of 3
degrees above the horizontal.

c. ODALS. Provide seven omnidirectional sequenced discharge type strobe lights located in the
runway approach area. Five runway alignment strobe lights are installed along the extended
runway centerline beginning 300 feet (92 meters) from the threshold and spaced 300 feet (92
meters) apart. One runway end identifier light is located 40 feet (13 meters) from each of the left
and right runway edges adjacent to the runway threshold. The ideal system will consist of all
seven strobe lights in a single horizontal plane. Sloping installations are permitted with a
maximum positive slope of 2 percent and a maximum negative slope of 1 percent. See Figure 78
for a typical ODALS layout.

d. PAPI. Provide light units that project the visual signal towards an approaching aircraft with the
innermost light unit located 50 feet (15 m) from the left runway edge. The light units are installed
in a line perpendicular to the runway edge. Each light unit emits a two-color (red and white) light
beam. When the light units are properly aimed, the optical system provides visual approach slope
information. Where terrain, intersecting runways, or taxiways make an installation on the left
side of the runway impractical, the light housing units may be located on the right side of the
runway. See 7.5d(6) for aiming criteria. See Figure 80 for PAPI signal presentation as seen from
the approaching aircraft.

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7.5. DESIGN.

a. MALSF.

(1) Electrical Systems. The design of the electrical system is identified by the method used to
control the on/off operation of the lights. The controls available are remote, radio, and
control from the runway edge lighting circuit. Select the type of control best suited for the
airport’s operation.

(a) Remote Control. A typical remotely controlled system consists of on/off and brightness
switches, control relays, distribution transformers, MALSF equipment, and
interconnecting wires. See Figure 82 for a typical wiring diagram. Normally the initial
installation cost for remote controls is more than that for a system with radio controls or
controls from the runway lighting circuit.

(b) Radio Control. Use the system wiring diagram shown in Figure 82 with the exceptions
listed below. Select radio controls if the lights are needed for short duration (less than
15 minutes at a time).

1. Locate the AC 150/5345-49, Specification L-854, Radio Control Equipment,

Specification L-854 receiver near the MALSF to eliminate costly underground
cables.

2. Substitute the L-854 radio controls for the on/off switch shown in Figure 82 and use a
control relay with a coil compatible with the output of the L-854 receiver.

3. Use a photoelectric device in lieu of the high/low switch shown in Figure 82.

(c) Runway Lighting Circuit Control. See Figure 83 for a typical system controlled from
the runway edge lighting circuit. Use components such as an isolation transformer, a
series control device, and a distribution transformer in conjunction with the MALSF
equipment to assure proper on/off operation. Select the brightness control as specified
in FAA Order 6850.2B.

(d) Power Supply and Wiring. Use a distribution transformer with a center tap to obtain the
120 volt AC and 60 volt AC input to the MALS PAR 38 spotlights. As an alternate, use
two distribution transformers with the necessary switching equipment to connect these
transformers alternately in series and parallel to obtain 120 volt AC and 60 volt AC
across the MALS PAR 38, 120-watt spotlights. Obtain the high setting of the MALS
lamp with the 120 volt AC and the low setting with the 60 volts.

1. Transformer Rating. Obtain a transformer with a minimum rating of 10 kilowatts at

120 volt AC, 60 Hz. Use this power to supply the lamp load and field wiring shown
in Figure 84. Select a transformer designed to carry the rated load continuously
under expected environmental conditions.

2. Field Wire Sizes. Calculate the minimum wire sizes for each installation. If the field
wiring is similar to the typical layout shown in Figure 84, use a No. 4 AWG wire
(maximum) for power circuits and a No. 19 AWG wire (minimum) for sequenced
flashing lights timing circuits. Provide not less than 114 volts, 60 Hz; nor more than
126 volt AC, 60 Hz at all steady-burning and flashing MALSF lamps.

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(2) Structures.

(a) Where possible, mount all lights in the inner 1,000 foot (305 m) section of the MALSF
on frangible structures, meeting the RSA standards of AC 150/5300-13.

(b) Use semi-frangible structures at all light stations of the MALSF where the distance from
ground level to lamp center is over 40 feet (12 m). Semi-frangible structures have the
upper 20-foot (6 m) portion frangible and the remaining portion rigid.

(c) Structure must be per FAA-E-2702, Specification for Low Impact Resistant Structures.

b. REIL.

(1) Electrical Systems. Design the system to permit operation of the light units within the rated
tolerances of the equipment. Select light units that operate either in a parallel circuit or series
circuit. Light units will conform to AC 150/5345-51, Specification for Discharge-Type
Flasher Equipment, Type L-849.

(a) Controls. Control the operation of the light units with one of the methods listed below:

1. Remote Controls. Provide an on/off switch as shown in Figure 86 at a remote

location. Use this switch to control the input power to the light unit. Select a switch
rated to carry continuously the required rated load. Figure 86 is intended to be
generic and shows a single intensity system powered by 120/240 volt AC. See the
manufacturer's installation instructions for three-step intensity control remote control.

2. Radio Controls. Use the L-854 receiver in conjunction with a pilot relay to control
the light units. Select a relay with contacts rated to carry continuously the required
rated load.

3. Runway Regulator Controls. See Figure 87 for a typical installation of REIL in a

series lighting circuit. Provide a selector switch to permit the independent control of
the REIL though the REIL may share a common power source with the runway edge
lights. A series circuit adapter may be required to provide operating power to the
REIL from the series lighting circuit. Some manufacturers may include the series
adapter as part of the control cabinet. Include any current sensing options (if
required) for a three intensity step REIL for both parallel and series power. Consult
the manufacturer's representative for information relevant to options and
configurations.

(b) Power Supply and Wiring. Use a source capable of producing 120 volt AC ± 6 volts, 60
Hz or 240 volt AC ± 12 volts, 60 Hz at the terminal of a 1.3 kilowatt inductive load.
Calculate the wire size used to connect the multiple light units to the source voltage.
See Figure 87 for a typical example. Use 5 kilovolt (KV) cables for connecting REILs
into series circuits. If using a CCR (constant current regulator) for REIL primary power,
ensure that the regulator will accommodate a pulsing load that may have reactive
components. Consult the manufacturers of both the CCR and REIL before making a
final decision.

(2) Structures. Install per the manufacturer’s requirements. Use a 2.197 inch (56 mm) or 2.375
inch (60 mm) (outside diameter) pipe support to secure the light unit. Ensure that any

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frangibility requirements are addressed for the equipment installation (see AC 150/5345-51,
Specification for Discharge-Type Flashing Light Equipment, for additional information about
frangible couplings) - see Figure 91.

c. ODALS.

(1) Electrical Systems. The design of the electrical system required for ODALS is primarily
based upon the method used to control the on/off operation of the lights. The controls available
are remote, radio, and control from the runway edge lighting circuit. Select the type of control
best suited for the airport’s operation. See AC 150/5345-51A, Specification for Discharge-type
Flashing Light Equipment, L-859V (powered by airport voltage source) or L-859I (powered by
airport series 6.6 Amp power source). ODALS requires three intensity steps, HIGH, MEDIUM,
and LOW. For voltage powered systems, intensity control will be internally generated. For
series ODALS, 6.6A corresponds to HIGH, 5.5A to MEDIUM, and 4.8A to LOW intensity. See
the manufacturer’s approved installation manual for additional details and criteria.

d. PAPI.

(1) Siting Considerations.

(a) The PAPI system should be located at the approach end of the runway on the left side.

(b) The PAPI must be sited and aimed so it defines an approach path with sufficient
clearance over obstacles and a minimum threshold crossing heights per Table 7.1.

(c) See the manufacturer’s installation manual for a light housing assembly aiming
procedure.

(d) Other PAPI alignment tolerances and considerations common to installations are in
paragraph 7.5d(7).

(2) Siting PAPI on a Runway With an ILS Glide Path. When siting PAPI on a runway with an
ILS system, the PAPI visual approach path must coincide with the ILS glide path. The PAPI
must be placed at the same distance from the threshold as the touchdown point of the ILS
glide path with a tolerance of ±30 feet (±10 m). If the PAPI is installed on an ILS runway
primarily used by aircraft in height group 4 (see Table 7.1), the PAPI distance from the
threshold must equal the distance to the ILS glide path touchdown point plus an additional
300 feet +50, -0 (90 m +15, -0) from the runway threshold.

(3) Siting PAPI on a Runway Without an ILS Glide Path. When a runway is not ILS equipped,
the position and aiming for the PAPI must be aligned to produce the required threshold
crossing height and obstacle clearance for the runway approach path per the following:

NOTE: The following method can be used to determine the PAPI distance from the runway
threshold provided there are no obstacles in the area from which the PAPI signals can be
observed, no differences in elevation between the threshold and the installation zone of the
PAPI or between the units, or reduced length of runway.

a. The distance of the PAPI units from the runway threshold can be calculated from the
equation:

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D1 = TCH x cotangent (angle of lowest on-course signal)

D1 = calculated distance of the PAPI unit from the runway threshold
TCH = threshold crossing height

b. The TCH is determined by the height group of aircraft that primarily use the runway.
Refer to Table 7-1 and determine the recommended TCH.

c. Refer to Table 7-2 and determine the lowest on course signal for the third light unit from
the runway edge - 10 minutes (') below glidepath.

d. The standard visual glideslope for PAPI is 3. For non-jet runways, the glideslope may be
increased to 4 to provide obstacle clearance.

e. The aiming angle of the third light unit is:

3 - 10' = 2 50'

f. Determine the distance of the PAPI from the runway threshold (TCH = 45 feet, Height
Group 2):

D1 = 45 x cotangent 2 50’ (2 50’ = 2.833) (cotangent = 1/tan)

D1 = 45 x 20.20579
D1 = 909.26 feet from the runway threshold

(4) PAPI Obstacle Clearance Surface (OCS).

a. Reference Figure 79. The PAPI obstacle clearance surface is established to provide the
pilot with a minimum clearance over obstacles during approach. The PAPI must be
positioned and aimed so that no obstacles penetrate this surface. The surface begins 300 feet
(90 m) in front of (closer to the runway threshold) the PAPI system and proceeds outward
into the approach zone at an angle 1 degree less than the aiming angle of the third LHA
(lowest on course signal, L-880) from the runway. For an L-881 PAPI, the lowest on course
signal is for the unit farthest from the runway. The OCS extends 10 on either side of the
runway centerline to a distance of 4 miles (6.44 km) from the point of origin.

b. Position and aim the PAPI so that there is no risk of an obstruction penetrating the OCS.
Perform a site survey and verify that an obstacle will not penetrate the OCS.

c. If an obstruction penetrates the obstacle clearance surface and cannot be removed, increase
the PAPI glideslope angle or move the PAPI farther from the threshold to provide an
increased TCH equal to the obstacle penetration height. Use the following formula:

D1 = TCH + H x cotangent 
where:

D1 = calculated distance of the PAPI from the runway threshold

TCH = threshold crossing height
H = the height of the object above the OCS
 = PAPI lowest on course signal

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(5) Threshold Crossing Height (TCH). The TCH is the height of the lowest on-course signal at a
point directly above the intersection of the runway centerline and the threshold.

(a) The minimum TCH varies with the height group of aircraft that primarily use the runway.

(b) The PAPI approach path must provide the proper TCH for the most demanding height
group using the runway per Table 7.1.

(6) PAPI AIMING. The standard aiming angles for Type L-880 and Type L-881 systems are
shown in Tables 7.2 and 7.3.
Table 7-1. Threshold Crossing Heights.

Representative aircraft Approximate Visual Remarks

type Cockpit-to-wheel Threshold
height Crossing
Height
Height Group 1
General aviation 10 feet (3 m) or less 40 feet (+5, -20) Many runways less than 6,000
Small commuters 12 m (+2, -6) feet (1829 m) long with reduced
Corporate turbo jets widths and/or restricted weight
bearing that would normally
prohibit landings by larger
aircraft.
Height Group 2
F-28, CV-340/44O/580 15 feet (4.5 m) 45 feet (+5, -20) Regional airport with limited air
A-737, DC-9, DC-8 14 m (+2, -6) carrier service

Height Group 3
B-727/707/720/757 20 feet (6 m) 50 feet (+5,-15) Primary runways not normally
15 m (+2, -6) used by aircraft with ILS glide-
path-to-wheel heights exceeding
20 feet (6 m).
Height group 4
B-747/767, L-1011, DC-10 Over 25 feet (7.6 m) 75 feet (+5, -15) Most primary runways at major
A-300 23 m (+2, -4) airports.

Table 7-2. Aiming of Type L-880 (4 Box) PAPI Relative to Pre-selected Glide Path.

Light Unit Aiming Angle Ht group 4 aircraft.

(in minutes of arc) on runway with ILS
Standard
installation
Unit nearest runway 30’ above glide path 35’ above glide path
Next adjacent unit 10’ above glide path 15’ above glide path
Next adjacent unit 10’ below glide path 15’ below glide path
Next adjacent Unit 30’ below glide path 35’ below glide path

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Table 7-3. Aiming of Type L-881 (2 Box) PAPI Relative to Pre-selected Glide Path.

Light Unit Aiming angle (in minutes of arc)

Unit nearest runway 15’ above glide path

Unit farthest from runway 15’ below glide path

(7) OTHER SITING DIMENSIONS AND TOLERANCES.

(a) Distance from Runway Edge:

1. The inboard light unit must be not be less than 50 feet, +10, -0, (15 m, +3, -0) from
the runway edge (see Figure 79) or to other runways or taxiways.

2. The distance from the runway edge may be reduced to 30 feet (10 m) for small
general aviation runways used by non-jet aircraft.

(b) Separation Between Light Units:

1. The PAPI light units must have a lateral separation of:

a. Between 20 and 30 feet (6 to 9 m) for L-880 systems.

NOTE: the distance between light units is measured center to center.

b. For the L-880, the distance between light units may not vary by more than ± 1
foot (0.3 m).

(c) Azimuth Aiming. Each light unit must be aimed outward into the approach zone on a line
parallel to the runway centerline within a tolerance of ±1/2 degree.

(d) Mounting Height Tolerances.

1. The beam centers of all light units must be within ±1 inch of a horizontal plane.

2. The PAPI horizontal plane must be within 1 foot (0.3 m) of the elevation of the
runway centerline at the intercept point of the visual glide path with the runway
(except for the siting conditions in subparagraph g below).

(e) Tolerance Along Line Perpendicular to Runway. The front face of each light unit in a bar
must be located on a line perpendicular to the runway centerline within +6 inches (+152
mm).

(f) Correction for Runway Longitudinal Gradient.

1. On runways where there is a difference in elevation between the runway threshold

and the PAPI, it may be necessary to adjust the location of the light units with respect
to the threshold to meet the required obstacle clearance and TCH.

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2. When an elevation difference exists, the following steps (reference Figure 81) must
be used to compute the change in the distance from the threshold required and
preserve the proper geometry.

a. Obtain the runway longitudinal gradient (RWY) from “as-built” drawings or

airport obstruction charts.

NOTE: If the information cannot be obtained from the above sources, a survey
must be performed to obtain RWY.

b. Determine the ideal (D1, zero gradient) PAPI distance from the runway threshold
(T).

c. Assume a level reference plane at the runway threshold elevation. Plot the
location determined in (2) above.

d. Plot the runway longitudinal gradient (RWY).

e. Project the visual glide path angle (θ) to its intersection with the runway
longitudinal gradient (RWY).

f. Solve for the adjusted distance from threshold (d) either mathematically or
graphically.

g. Double-check to see that the calculated location gives the desired TCH.

(g) Additional Siting Considerations.

1. If the terrain drops off rapidly near the approach threshold and severe turbulence is
experienced, then PAPI must be located farther from the threshold to keep the aircraft
at the maximum possible threshold crossing height.

2. For short runways, the PAPI must be as near the threshold as possible to provide the
maximum amount of runway for braking after landing.

3. At locations where snow is likely to obscure the light beams, the light units may be
installed so the top of the unit is a maximum of 6 feet (2 m) above ground level.

4. PAPI LHAs must not be located closer than 50 feet from a crossing runway, taxiway,
or warm-up apron or within the ILS critical area.

5. The inboard light housing may be located up to 75 feet (23 m) from the runway edge
where damage may occur arising from jet blast and wing vortices. This is a deviation
from standard and must be submitted to the local Airport District Office for approval
prior to installation.

NOTES:

 Increasing the height of the PAPI light units will also raise the threshold
crossing height for the glide path.

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 This may also require locating the light units farther from the runway edge to
ensure adequate clearance for aircraft.

 The location for the light units (closer to the runway threshold) must be
recalculated to maintain the correct TCH and Obstacle Clear Surface (OCS).

(8) Electrical Systems. Select equipment and connect the light units for continuous operation,
series operation. See Figure 88 and Figure 89 for typical wiring diagrams.

(a) Continuous Operation. Provide a continuous power source to permit the PAPI to be
energized at all times.

(b) Series Operation. Use isolation transformers (not supplied with PAPI equipment) in
conjunction with the light unit to connect them into the series lighting circuit. The CCR
will control the brightness of the system. Select a series circuit capable of accepting an
additional load for each installation. Provide a selector switch as shown in Figure 89 to
permit independent control of the PAPI. At an existing runway lighting installation, the
2-box PAPI may be connected into the series runway lighting circuit; however, it would
be necessary to burn the runway edge lights at top brightness if approach slope
information is needed during daytime conditions.

(c) Multiple Operation. Use the light boxes with accessories provided for the specification
to permit operation from a 2 Kw, 120 volt AC ± 10 percent, 60 Hz source or a 240 volt ±
10 percent, 60 Hz source. Control the on/off operation of the light units with a remote
switch or with radio controls. Provide pilot relays with contacts rated to operate the 2-
kilowatt load on a continuous basis.

(d) Wire. Use No. 8 AWG wires to connect light units in series circuits. Make connections
to multiple circuits with wire insulated for 600 volts minimum.

(9) Foundation. See Figure 90 for design details for the light unit’s foundation.

(10) Feeder Circuit. The PAPI may be specified to operate from a standard utility voltage
(Style A) or from a constant current power supply (Style B).

(a) The power cable must be per FAA Type L-824 per AC 150/5345-7, Specification for L-
624 Underground Electrical Cable for Airport Lighting Circuit, or equivalent.

(b) Lightning arresters for both power and control lines must be provided per AC/150-5345-
28, Precision Approach Path Indicator (PAPI) Systems.

NOTE: The output power lines for an L-828 regulator used for Style B systems already
have integral lightning protection).

(c) All fuses or circuit breakers must be within the equipment ratings.

(11) Style A PAPI Systems.

(a) Input Voltage. Although PAPI systems may be designed to operate from any standard
utility voltage:

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1. The site designer must ensure the PAPI will operate from the airfield service voltage
available and avoid installing a transformer for the system operating voltage.

2. The site designer must determine if there is any fluctuation in the utility line voltage
exceeding the PAPI power design limits that will cause reduced lamp life.

a. If the line voltage variations exceed the PAPI power regulation limits, then a
voltage regulator must be provided to ensure the PAPI provides its specified
lamp brightness.

3. The power distribution cabling to individual light units must be sized so any voltage
drop does not exceed the PAPI power design limits.

(b) Location of the Power and Control Unit (PCU).

1. The PCU must be located as far from the runway as possible for a minimum
obstruction to aircraft.

2. If the PCU is integral with a light unit, it must be placed farthest from the runway.

3. If the PCU is a separate unit, it must be mounted at the minimum possible height, and
located outside the RSA.

4. If the PCU cannot be located outside the RSA, it must be mounted with frangible
couplings and breakaway cabling.

(12) Style B PAPI System.

(a) PAPI systems that operate from a constant current source must use several types of
FAA equipment:

1. The system power source is an L-828 CCR (AC 150/5345-10, Specification for
Constant Current Regulators and Regulator Monitors), with an output current of
6.6 amps. The CCR automatically compensates for up to -5 percent to +10
percent deviations from its nominal input voltage, and may be ordered with three
or five brightness steps.

2. The five-step regulator is recommended, since the lowest brightness step on a

three-step regulator may be too bright for some rural PAPI installations.

(b) The output of the CCR powers L-830 isolation transformers (per AC 150/5345-47,
Isolation Transformers for Airport Lighting Systems). The isolation transformer wattage
must be chosen for PAPI maximum load.

(13) Wiring the PAPI Light Units.

(a) For Style A systems, the cable used to deliver the power to the individual light units
must be a gauge large enough to minimize any voltage drop.

(b) Ensure all PAPI light boxes are properly grounded to the connection point provided
by the manufacturer.

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(c) All wiring entering the PAPI light unit must be through plugs and receptacles that
will separate if the box is struck by an aircraft. The receptacles are located and
secured at the frangible couplings.

(d) A length of flexible watertight conduit conveys the PAPI wiring between the
frangible coupling and the PAPI light box. The flexible conduit is required so the
PAPI box has sufficient movement for proper aiming.

(e) All underground connections must be made with either splices or plugs and
receptacles per AC 150/5345-26, Specification for L-823, Plug and Receptacle, Cable
Connectors.

(14) PAPI Lamp Brightness Control.

(a) Style A Systems.

1. The Style A PAPI system automatically selects day or night intensity settings with a
photocell.

2. There are two night intensity settings (one time manual configuration), approximately
5 and 20 percent of full intensity, when the PAPI is in night mode.

(b) Style B Systems. The lamp intensity of style B systems is controlled by the tap settings
on an L-828 regulator. See AC 150/5345-10, Specification for Constant Current
Regulators and Regulator Monitors.

1. We recommend that the PAPI not be powered from a runway edge lighting circuit, as
this will require the edge lights to be at full intensity during day operations.

2. A dedicated L-828 CCR with five current steps (2.8 to 6.6A) is the preferred method
of powering the PAPI. The regulator current steps may be controlled either manually
or automatically via a photocell.

(15) PAPI Power Control. The PAPI may be turned on and off by a number of different
methods.

(a) For Style A systems, a contactor is provided in the power control unit (PCU),
allowing the system to be turned on and off via control signals.

(b) For Style B systems, the PAPI is turned on and off by the L-828 regulator control
circuitry.

(c) The remote control that activates either Style A or B systems may be located in the
control tower, flight service station, or other attended facility.

(d) Alternatively, the PAPI power control lines may be activated by an L-854 radio
control receiver (AC 150/5345-49, Specification L-854, Radio Control Equipment).
The L-854 allows the PAPI to be energized by either a pilot on approach, or by an
airport ground control station.

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(16) Other PAPI Power Control Configurations.

(a) PAPIs On Both Runway Ends.

1. It is desirable to independently control PAPIs for each runway end, energizing

only the PAPI that serves the active runway end.

2. Turning off both systems when the runway is inactive will conserve energy.

(b) Interlock Relay.

1. During the night, it is desirable that the PAPI be energized only when the runway
lights are on.

2. To provide this feature, an interlock relay must be installed in series with the
night intensity contacts on the photocell controller.

3. The normally open contacts of the interlock relay are closed only when it is night
or the runway edge lights are on.

4. Daylight PAPI operation must not be affected.

(17) Style B PAPI Lamp Bypass. CCRs will increase the output current as the number of
isolation transformers with an open secondary (caused by burned-out lamps) increases.
The increased current will cause more lamp failures, increasing the regulator current.
This situation is particularly critical when the connected load is small (less than 50
percent) compared to the regulator rating. A lamp bypass device prevents the runaway
effect by shorting the secondary of the isolating transformer and simulating the resistance
of a lamp. Lamp bypass devices are an optional feature, and are recommenced for all
Style B PAPIs powered by resonant-type CCRs.

7.6. EQUIPMENT AND MATERIAL.

a. Specifications and Standards.

(1) Equipment and material covered by specifications are referred to by specification number.

(2) Use distribution transformers, oil switches, cutouts, relays, terminal blocks, transfer relays,
circuit breakers, photoelectric controls, and all other commercial items of electrical
equipment not covered by FAA specifications that conform to the applicable rulings and
standards of the electrical industry.

b. Shelter. If power supplies and accessories are not designed for outdoor service, enclose them in
the prefabricated metal housing or other outdoor enclosure conforming to industry standards.

c. Wires. Use No. 12 to No. 4 AWG wires per AC 150/5345-7, Specification for L-824
Underground Electrical Cable for Airport Lighting Circuits. Use No. 19 AWG wires per
ANSI/ICEA S-85-625, Telecommunications Cable Air Core, Polyolefin Insulated, Copper
Conductor, Technical Requirements.

d. Concrete. Use concrete and reinforcing steel per AC 150/5370-l0, Standards for Specifying
Construction of Airports, Item P-610.

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e. Radio Controls. Select radio controls per Chapter 8.

f. Isolation Transformer. If control is provided from the runway lighting circuit, select an isolation
transformer per FAA Order 6850.2B, Visual Guidance Lighting Systems. to obtain a sensing
current from the circuit.

g. MALSF.

(1) Equipment. Select equipment per the guidance in Specification FAA-E-2325, Medium
Intensity Approach Lighting System with Runway Alignment Indicator Lights

(2) Aiming Device. Obtain a device for aiming the light units from the equipment manufacturer.

h. REIL.

(1) Light Unit. Only select condenser discharge lights and accessories per AC 150/5345-51,
Specification for Discharge-Type Flashing Light Equipment. Obtain L-868 fittings to permit
the installation of the light unit on a 2.197 inch (56 mm) or 2.375 inch (60 mm) diameter
frangible vertical support.

(2) Aiming Device. Obtain a device for aiming the REIL unit from the equipment manufacturer.

i. ODALS. Select equipment per AC 150/5345-51, Specification for Discharge-Type Flashing

Light Equipment.

j. PAPI.

(1) Light Unit. Select light units per AC 150/5345-28, Precision Approach Path Indicator.
Those items not covered in the specification are provided by the installation contractor.

(2) Aiming Device. Obtain a device for aiming the PAPI light unit from the equipment
manufacturer.

See Chapter 12 for additional information.

7.7. INSTALLATION.

Install the economy approach lighting aid per AC 150/5370-10, Standards for Specifying Construction of
Airports. Additional details are contained in the following paragraphs:

a. Wiring. Install underground cable per the requirements of AC 150/5370-10, Standards for
Specifying Construction of Airports, Item L-108. Make installations of wiring in vaults or
prefabricated metal housings per AC 150/5370-10, Standards for Specifying Construction of
Airports, Item L-109.

b. Duct. Install underground electrical duct per the requirements of AC 150/5370-10, Standards for
Specifying Construction of Airports, Item L-110.

c. Equipment. Assemble the lighting equipment per the manufacturer’s instructions.

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d. MALSF.

(1) Approach Light Plane. Define the approach light plane as an imaginary plane. This plane
passes through the beam center of the steady-burning lights in the system. The plane is
rectangular in shape, 400 feet (122 m) wide, and centered on the MALS centerline. It
originates at the landing threshold and extends 200 feet (61 m) beyond the last light bar at the
approach end of the MALSF. You may consider elevated lights in station 2 + 00, at runway
elevation even though they project several inches above it (see FAA Order 6850.2B, Visual
Guidance Lighting Systems, for additional information about station numbers).

(2) Clearance. Permit no objects above the approach light plane. For approach light plane
clearance purposes, consider all roads, highways, vehicle parking areas, and railroads as
vertical solid objects. Make the clearance required above interstate highways 17 feet (5 m),
for railroads 23 feet (7 m), and for all other roads, highways, and vehicle parking areas 15
feet (4.6 m). Measure the clearance for roads and highways from the crown and edges of the
road and make measurements for railroads from the top of rails. Make measurements for
vehicle parking areas’ clearances from the grade in the vicinity of the highest point. Airport
service roads, where vehicular traffic is controlled in any manner that would preclude
blocking the view of the approach lights by landing aircraft, are not considered as
obstructions in determining the approach light plane.

(3) Location and Orientation. Install all light bars perpendicular to the vertical plane containing
the MALSF centerline.

(4) Visibility. Provide a clear line of sight to all lights of the system from any point on a surface,
l/2-degree below a 3-degree glide path, intersecting the runway 1,000 feet (305 m) from the
landing threshold. This line of sight applies to 250 feet (76 m) each side of the entire length
of the MALSF and extends up to 1,600 feet (488 m) in advance of the outermost light in the
system. See Figure 76 for details.

(5) Slope Gradient. Keep the slope gradient as small as possible and do not exceed 2 percent for
a positive slope or 1 percent for a negative slope. For additional guidance, see FAA Order
6850.2.

(6) Frangible Structures. Install frangible MALS structures as shown in Figure 85.

(7) Equipment. Assemble the lighting equipment per the manufacturer’s instructions.

e. REIL.

(1) Location. Locate the REIL units and aim them as shown in Figure 77.

(2) Structures. See Figure 91 for typical installation details.

f. PAPI.

(1) Location. Locate the PAPI and aim the light units as shown in Figure 79.

(2) Structures. Install light units on supports and concrete foundations as shown in Figure 90.

(3) Foundations.

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(a) Foundations for mounting light boxes must be made of concrete (or comparable material)
and designed to prevent frost heave or other displacement.

(b) The foundation should extend at least 1 foot (0.3 m) below the frost line.

(c) A column may be provided under each mounting leg for attachment of the mounting
flanges, or a pad with appropriate reinforcement may be used.

(d) The pad or surface stabilization must extend at least 1 foot (0.3 m) beyond the light
boxes, to minimize damage from mowers, and should not be more than 1 inch (25 mm)
above grade.

(e) All PAPI light boxes will be mounted to the foundation with frangible fittings.

(f) For Style B systems, a transformer housing may be installed in the pad below grade to
provide both a convenient and protected location for the isolation transformer (see AC
150/5345-47, Isolation Transformers for Airport Lighting Systems).

(4) Interfering Airport Lighting. Because PAPI system is dependent upon the pilot seeing a red
and/or white signal from the light units, care should be taken to assure that no other lights
are located close enough to the system to interfere with the signal presentation.

(5) Electrical. The PAPI installation must conform to the NEC and any local codes.

(a) All electrical connections to the light unit must be made with plugs and receptacles
designed to separate in the event of an aircraft strike.

(b) Extra control circuitry must be housed in an enclosure for protection from the airport
environment.

(c) All underground cable must be installed per item L-108 of AC 150/5370-10, Standards
for Specifying Construction of Airports.

(6) COMMISSIONING NOTICE TO AIRMEN (NOTAM).

(a) The Flight Service Station (FSS) has jurisdiction over the airport where the PAPI is
installed and must be notified when the system is ready to be commissioned.

(b) The FSS must be requested to issue a commissioning NOTAM, and to forward copies of
this NOTAM to the National Flight Data Center, the local ATC Tower, the Air Route
Traffic Control Center, and the FAA Regional Office. This will ensure that the new
PAPI system will be included in the Airport Facility Directory.

(c) The following items must be reported to the FSS:

1. Airport name and location.

2. Runway number and location of PAPI (left or right side of runway).

3. Type of PAPI (L-880 or L-881).

4. Glide path angle.

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5. Runway threshold crossing height (TCH).

6. Date of commissioning.

(7) FLIGHT INSPECTION PROCEDURES FOR PAPI AND OTHER VISUAL GLIDESLOPE
INDICATORS (VGSI).

(a) A commissioning inspection is required for all new VGSI(s) with an associated
Instrument Flight Rules (IFR) procedure (to include circling approaches). Since many
existing VGSI systems were placed into service without flight inspection, they may
remain in service until reconfigured to new systems or the addition of electronic vertical
guidance to that runway. Specific VGSI facility data per FAA Order 8240.52,
Aeronautical Data Management, (see Appendix 4 for information about obtaining a copy
of the FAA Order) is required for any VGSI inspection except Surveillance. Do not
attempt to conduct the inspection using data from other facilities on the runway, e.g., ILS
data.

(b) There is no periodic inspection requirement for VGSI facilities. However, the
confirmation of safe operation should be accomplished in conjunction with other flight
inspections involving the associated runway.

(c) For detailed information about current Flight Inspection Procedures and GVGI systems,
see FAA Order 8200.1C (with current changes), United States Standard Flight Inspection
Manual, Chapter 7, Lighting Systems.

g. Alternate Installation Details. Use details contained in FAA Order 6850.2B for guidance to
obtain alternate methods of installing economy approach lighting aids.

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CHAPTER 8. RADIO CONTROL EQUIPMENT.

8.1. RADIO CONTROL EQUIPMENT.

Air-to-ground radio control may be used to turn on and adjust the intensity of airport lighting
systems by clicking the aircraft radio microphone. This system permits a pilot to select the light
intensity while minimizing power consumption when the runway is not in use. The airport
operator must review the operating configurations described in this circular and implement the
ones which give the pilot the greatest possible utilization of the airport lighting systems while
keeping operating expenses at a minimum.

8.1.1 Restrictions on Use of Radio Control.

Air-to-ground radio control may be used at uncontrolled airports or at controlled airports during
periods when the ATC tower is closed. Obstructions lights and the airport beacon may not be
radio controlled. All other lighting systems on the airport may be operated by air-to-ground radio
control.

8.1.2 Radio Control Equipment

a. Operation. The air-to-ground radio control equipment permits the pilot to turn on the
airfield lights and select any one of the available intensity steps (normally three). The
intensity is selected by keying the microphone of the aircraft communication transmitter a
prescribed number of times in a 5-second interval. Keying the microphone three times
selects the lowest intensity; five times selects a medium intensity; and seven times selects
the highest intensity. Once energized, the lights will stay on for 15 minutes. At the end
of the 15-minute cycle, the lights will be either turned off or returned to a preset
brightness depending on the selected operating mode. The system may be recycled at
any time for another 15 minute period at any intensity step desired by keying the
microphone the appropriate number of times. Except for REILS with 1 or 2 steps, the
lighting systems may not be turned off by radio control before the end of the 15-minute
cycle.

b. Frequency. The radio control is tuned to a single frequency in the range of 118-136
MHz, which is assigned as described in paragraph 8.1.4.a. Whenever possible, the
Common Traffic Advisory Frequency (CTAF) is used for radio control of airport
lighting. The CTAF may be UNICOM, MULTICOM, FSS, or tower frequency and will
be identified in appropriate aeronautical publications.

c. FAA-Owned Radio Controls. At some airports, the FAA may own and maintain an air-
to-ground radio control which operates FAA-owned approach light systems and/or
PAPIs. This radio control may not be used to control airport-owned lighting systems. If
a second radio control is installed to operate the airport’s lighting systems, it must operate
on the same frequency as the FAA unit. See AC 150/5345-49, Specification L-854,
Radio Control Equipment, for additional information.

d. Equipment. Specifications for radio control equipment are in AC 150/5345-

49,Specification L-854, Radio Control Equipment.

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8.1.3 Interfacing the Radio Control with the Lighting Systems.

The output of a single airport-owned radio controller is usually connected to the control inputs of
several lighting systems. The radio controller may be directly connected to the lighting systems,
or an interface box may be used to reduce the load on the radio controller’s output relays or to
allow additional switching capabilities. The following paragraphs discuss the design
considerations when interfacing a radio control with several lighting systems.

a. Standard System Configurations. The radio control system must be configured so that
the runway lights are on whenever the other lighting systems serving the runway are on
(except during day operations --- see paragraph 8.1.3.d). When a runway has approach
lights that are radio controlled and edge lights that are not, then the edge lights are left on
at a brightness selected according to the anticipated weather conditions during the hours
of night operation. If the runway lights are radio controlled and the approach lights are
not, then the approach lights may be left off or both the runway lights and approach lights
may be left at a preset brightness. The approach lights must never be on while the
runway lights are off.

b. Intensity Control.

(1) Linking of Approach Lights and Edge Lights. On runways where the approach lights
and the runway lights are both radio controlled, the intensities of both systems are
increased or decreased simultaneously by the radio control.

(2) Selection of Intensity Settings. While the radio control equipment is equipped with
three intensity settings, airport lighting systems may have one, two, three, or five
intensity steps. Table 8-1 gives guidance on how to interface the radio control with
the intensity steps of the airport lighting system. For example, a lighting system with
five intensity steps would be connected so that three clicks of the microphone would
energize brightness step 1 or 2, five clicks would energize step 3, and seven clicks
would energize step 5. The airport authority may select either step 1 or 2 for the
lowest brightness setting, depending on the background lighting at the airport.

(3) Systems with Automatic Intensity Control. On systems where the intensity is
automatically controlled by a photocell or other means, the radio control will simply
energize the system and the intensity will be selected automatically by the photocell.

(4) REILS. REIL systems may have one or three intensity steps. The radio control of
REIL should be tailored to the equipment used and the needs of the facility. The
common practice is to have the REIL turned off at the lower intensities and energized
at the higher intensities.

c. Idle Setting. When air-to-ground radio control is used at night, the lighting system may
not be energized for long periods of time. During these “idle” periods, the airport
beacon, obstruction lights, and any other lighting systems which are not radio controlled
will continue to operate while the radio-controlled systems are off. As an option, the
runway edge lights may be left on a low intensity step. (The step selected will depend on
local conditions.) If the runway lights are left on during idle periods, other lighting
systems may also be left on at a pre-selected intensity.

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d. Radio Control for Day Operations. Since the runway and taxiway edge lights, approach
lights and lighting for taxiway signs are not normally needed during the day (except
during restricted visibility conditions), the radio control system may be configured with a
day mode that energizes only those lighting systems which are useful during the day.
Using this control mode, however, means that daytime instrument flight rule (IFR)
procedures associated with the deactivated lighting systems may not be used. The day
mode may be selected automatically by means of a photocell or manually by use of a
switch. In areas with heavy voice traffic on the frequency used by the radio controller,
there may be nuisance activation due to three random microphone clicks in a 5-second
period. If this is a problem, the three-click setting on the radio control may be bypassed
for daytime use.

e. Interface Box. Other control devices, such as interlocks, photocells, and switches, may be
used to provide flexibility of the radio control system under differing operational
conditions. These devices are not included as part of the FAA L-854 air-to-ground radio
controller and must be procured separately and installed in an appropriate interface panel
or box. For runways with lighting systems on both ends of a runway or at airports with
more than one runway, it may be desirable to incorporate a manual switching system to
allow the airport operator to choose which lighting systems will be energized by the radio
control. This will permit the pilot to activate only those lighting systems which serve the
active approach runway and taxiways.

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Table 8-1. Interface of Radio Control with Airport Visual Aids.

Lighting System Number of Status during Intensity step selected per

intensity idle periods* no. of microphone clicks
steps
3 clicks 5 clicks 7 clicks
Approach Lights 2 Off Low Low High
3 Off Low Medium High
5 Off 1 or 2 3 5
Edge Lights
Low Intensity 1 Off on On On
Medium Intensity 3 Off or Low Low Medium High
High Intensity 5 Off or Low 1 or 2 3 5

Taxiway Edge Lights 1 Off on On On

2 Off Low Low High
3 Off Low Medium High

Runway Centerline, 5 Off 1 or 2 3 5

Touchdown Zone
Lights.

Taxiway Centerline 3 Off Low Medium High

Lights 5 Off 1 or 2 3 5

REIL 1 Off Off Off On

2 Off Off Low High
3 Off Low Medium High

Visual Glideslope 3 Off On On On

Systems 5 Off Low Medium High

* If the runway lights are left on during idle periods, other lighting systems may also be left on at a
pre-selected brightness.

8.1.4 Coordination With FAA.

a. Frequency Selection. Assignment of a radio control frequency in the 118-136 MHz range
must be obtained from the regional Frequency Management Officer, Airways Facilities
Division, prior to ordering the radio control equipment.

b. Data Reporting. At least 90 days prior to implementing new or retrofitting existing radio
control systems, you must report information concerning the use of the system to the
FAA for publication in appropriate documents. Information to be reported includes
airport name, city or state, sponsor, facilities controlled, runway(s), frequency, and hours
of operation. Any special operating features should also be described. This data must be
reported to the nearest FAA Flight Service Station or directly to the FAA National Flight
Data Center, Air Traffic Operations, Washington DC 20591.

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CHAPTER 9. STANDBY POWER – NON-FAA.

9.1. BACKGROUND.

FAA policy requires that visual aids associated with facilities in the National Airspace System
(NAS) have a definite configuration for electrical power. This chapter contains electrical power
details acceptable for non-FAA owned lighting aids, as described in paragraph 9.4.

9.2. DEFINITIONS.

a. "Prime Power Source" denotes the normally available supply of electrical power. This is
power furnished by a utility company, the military, or other Government agencies.

b. "Emergency Power Unit(s)" denotes any self-contained device, (e.g., engine generator,
battery backup, thermo-electric device, etc.) from which electrical power can be obtained
upon failure of the prime power source. See Article 700 of the NEC and local code.

c. "Alternate Prime Power Source" is of the type described in paragraph a above and is a
system substantially separate from the first source in that it is arranged so that any single
equipment failure, accident, lightning strike, or damage which interrupts power from the
first source will not normally interrupt power from the second source.

d. "Quality of Power" denotes the availability of useable electrical power. A power

interruption, or a variation of voltage or frequency outside the standards set for the
facility will degrade the quality of power for the facility.

e. "Continuous Power Facility" is a facility so designated herein and provided with the
quality of power required to assure that the facility’s services continue to meet
operational requirements even in the event of an extended widespread loss of commercial
power. Continuous power facilities will have power Configuration "A", as specified in
paragraph 9.4.a(l).

f. "Continuous Power Airport" is an airport equipped with an emergency power unit(s)

which will provide the power required for facilities on the selected runway to sustain
operations in the event of an area-wide or catastrophic-type prime power failure.

g. "Uninterruptible Power" is Configuration "A" power augmented, as necessary, with a

device which will assure that power to the load is not interrupted during the 15 second
transfer time allowed for Configuration "A".

9.3. FAA POLICY.

Policy requirements are in FAA Order 6030.20, Electrical Power Policy. The power systems for
NAS facilities will be of quality sufficient for:

a. Safety of aircraft movement.

b. Efficient air traffic operations.

c. Meeting requirements of national defense.

d. Minimizing inconvenience and cost to the aviation community.

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9.4. ELECTRICAL POWER CONFIGURATIONS.

a. Basic Configurations. The minimum quality of power needed at a facility varies with the
effect that an outage of the facility would have on the provisions of paragraph 9.3. The
exact relationship of an individual facility to its environment is, of course, unique; but
each type of facility (e.g., HIRL, centerline lights, etc.) has been evaluated for criticalness
in the NAS. The evaluation resulted in the development of the configurations listed
below:

(1) Configuration “A”. This configuration provides facilities with power from an
emergency power unit within 15 seconds after failure of the prime power source,
except those CAT II lighting aids (listed in paragraph 9.4.a(2)) requiring a one-
second transfer. Details concerning CAT II operation are contained in AC 120-29,
Criteria for Approval of Category I and Category II Weather Minima for Approach.
The system consists of:

(a) Connection to a prime power source.

(b) Emergency power unit(s).

(c) Automatic transfer capability.

(2) Configuration “B”. This configuration provides facilities with power from an
alternate prime power source within 15 seconds after failure of the prime power
source except those CAT II lighting aids requiring a one-second transfer. These are
CAT II HIRL, centerline lights, and touchdown zone lights. The system consists of:

(a) Connection to a prime power source.

(b) Connection to an alternate prime power source.

(c) Automatic transfer capability.

(3) Configuration “C”. Configuration “C” provides connections of the facility to a single
power source. There are no provisions for alternate prime power or engine generator
sets. All lighting aids not covered in Configurations “A” and “B” are in
Configuration “C”. Even though standby power is not required for Configuration
“C”, a higher grade configuration of power is encouraged for airport lighting systems
where a second source can be provided at a reasonable cost.

b. Combined Configurations. Systems having two sources of power (Configuration “A”

and “B”) must be designed so the second source will be available to the facility within 15
seconds after interruption of the prime power, except that the essential visual aids for
CAT II operations require a one-second changeover time. Where the second source of
power is an engine generator, the one-second changeover time may be obtained by
powering the visual aid facility by the engine generator during CAT II operations using
commercial power as the second source (standby). Failure of the engine generator plant
is monitored by safety devices which automatically transfer the facility load to
commercial power in a nominal one-second changeover time. After prime power is
restored and stabilized, the facility must be automatically returned to the prime power
supply.

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9.5. DESIGN.

Design power systems at all facilities to meet the requirements of the applicable electrical codes.
The detailed design requirements for the systems in this AC are flexible to permit the equipment
to be installed and operated with minimum changes to the power distribution system at the
airport.

a. Configuration “A” Power. (See Figure 92 for configuration.)

(1) KVA Requirements. Prior to the selection of standby power equipment, determine
the kilovolt ampere (KVA) input to the regulator. Specification values may be used
for this purpose. If qualified personnel are used and the proper equipment is
available, the actual input requirements may be determined by the following method:

(a) Set the regulator to supply maximum output current.

(b) Energize the regulator with the lighting load connected.

(c) Measure the volts and amperes at the regulator’s input terminals. Only qualified
personnel must make the measurements at the high voltage input of the regulator.

(d) Calculate the input KVA by multiplying the measured volts times the measured
amperes and dividing by 1,000. Normally, the measured KVA input to the
regulator is less than the calculated KVA input.

(e) If the regulator does not have rated load connected to the output circuit, calculate
the KVA input to the regulator with rated load connected. This can be calculated
by dividing the rated kilowatts (KW) of the regulator by the regulator’s
efficiency and power factor. Typical calculations are shown in Figure 93.

(2) Power and Control.

(a) Design the system to provide an automatic changeover for the prime power to the
engine generator equipment within 15 seconds after a power failure occurs. The
detailed design requirement for the installation may vary to conform to local
conditions, but no variations are permitted in the system’s performance
requirements. Additional details are contained in paragraph 9.4 and in Figure 94.

(b) If the engine generator set is not designed to operate continuously under a no-
load condition, provide a relay or some other protective device as shown in
Figure 94. This relay prevents the engine generator set from operating under a
no-load condition in case a power failure occurs when the regulator’s remote
control switch is in the “off” position. This is accomplished by bypassing the
control switch used to control on/off operation of the regulator. The operation of
the engine generators continuously under a no-load condition can affect the
equipment’s performance.

(c) Space and Ventilation. Provide adequate space and ventilation for the engine
generator equipment. The required space, ventilation, and engine exhaust
provisions will be controlled by the KVA rating of the engine generator, the
design characteristics of the equipment, and the space required to maintain the

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engine generator set and its auxiliary equipment. Locate the engine generator as
close as practical to the CCR it is serving. Typical equipment layout and floor
spaces are shown in Figure 95.

b. Configuration “B” Power.

(1) Connection Requirements. Obtain connections for this configuration with one of the
methods listed below. See Figure 96 and Figure 97 for typical electrical diagrams
and connection details.

(2) Dual Feeders. Separate feeders to the extent that electrical malfunction or physical
damage is unlikely to result in outage of both.

c. Configuration “C” Power. This configuration has no provisions for standby power;
however, Configuration “A” or “B” is recommended for all visual aids where it can be
provided at a reasonable cost.

d. Category II Runway. Provide a one-second power transfer for runway centerline lights,
touchdown zone lights, and high intensity runway edge lights on CAT II runways.
Methods of obtaining this one-second transfer are contained in paragraph 9.4. At CAT II
locations with an engine generator set, use a remote controlled switch on the L-821
control panel to start the standby power when CAT II weather is approaching. Provide a
red indicator light on the L-821 panel to indicate “standby on” when the engine generator
is running. If the CAT II runway has Configuration “B” power, use automatic transfer
switches designed for a one-second or less transfer.

e. Emergency Lighting. Ensure that an adequate number of battery-powered emergency

lights are available at all lighted airports for emergency use, per AC 150/5345-50,
Specification for Portable Runway Lights.

f. Maintenance Controls. Provide means in the system whereby the maintenance personnel
can lock out control switches in order to avoid the equipment being turned on while
maintenance personnel are working on the engine generator equipment.

g. Terminal System Integrity. Recognizing that both FAA facilities and those owned by the
airport sponsor must be operational to provide basic landing minimums during a power
failure, FAA will not upgrade power to existing facilities unless the associated airport-
owned facilities conform to the applicable provisions of FAA Order 6030.20, Electrical
Power Policy.

9.6. EQUIPMENT AND MATERIAL.

a. Engine Generator Set. Unless otherwise specified, select engine generator equipment
designed to meet the applicable industry standards and code requirements (diesel
preferred; see Article 700 of the NEC and local code). When the engine generator is
supplying power to FAA facilities, the engine generator unit must meet the requirements
of Specification FAA-E-2204, Diesel Engine Generator Sets, 10kw to 750kw.

(1) General Requirement. Provide an engine generator set, for installation in a shelter,
that is automatic, quick starting and capable of carrying rated load at all ambient
temperatures between 20°F (7°C) and 120°F (49°C). For temperatures below 20°F

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(7°C), an alternate to supplement shelter heat is a jack water heater (immersion

heater). Standby equipment is required to carry rated load within 15 seconds after a
power failure. The output voltage of the generator is a value acceptable for
connection to the input and control circuit of regulators. Generators required for
operation of regulators have a step-up transformer, if required, between the regulators
and the generator. Adequate voltage is furnished for the regulator’s control circuits.
The output frequency of the generator is 60 hertz, plus or minus commercially
acceptable tolerances. Additional details concerning the engine generator set are in
paragraph 9.12.

(2) Exhaust System. Provide exhaust silencers (mufflers) and pipes as required for the
particular installation. The exhaust pipes, when required, are black steel per ASTM
Specification A-53, Standard Specification for Pipe, Steel, Black and Hot-Dipped,
Zinc-coated, Welded and Seamless, Type F, Grade A.

(3) Batteries. Provide batteries that have a terminal voltage suitable for starting the
engine generator and a minimum watt hour rating per FAA-E-2204, Diesel Engine
Generator Sets, 10kW to 750kW. Provide racks for the batteries as required.

(4) Battery Charger. Provide a battery charger with the generator set to assure reliable
service from the standby equipment. Unless otherwise specified, battery chargers
meet the requirements of FAA-E-2204, Diesel Engine Generator Sets, 10kW to
750kW.

b. Transformer. Provide, if required, a step-up transformer to make the output voltage of

the engine generator set compatible with the input voltage to the regulator. Transformers
may also be used to step down primary power and permit the use of low voltage
automatic transfer switches and to supply control circuits. Select commercial equipment
conforming to the applicable industry and electrical standards. Select a transformer rated
to supply the required input to the equipment continuously without the transformer
overheating.

c. Fuel Storage Tank.

(1) Provide the fuel storage tank with a fuel gauge for the engine generator set. Select a
tank with capacity adequate to provide reliable operation for the minimum period of
time established by usage of the standby equipment and servicing facilities. If no
emergency operating periods are established locally, provide adequate fuel tank
capacity for at least 24 hours continuous operation. When selecting a particular size,
consider the time required to replenish the fuel supply, the availability of fuel, the
accessibility of fuel under adverse weather conditions, fuel required for maintenance
test runs (paragraph 9.10.c), and the frequency of maintenance inspections of the fuel
tank and supply.

(2) Select a fuel tank that meets the requirements of the National Fire Protection
Association (NFPA) and local codes. Provide fuel lines from the engine generator
set to the tank as required by the equipment’s design. Provide an auxiliary tank (day
tank) and a transfer pump as required. Storage and auxiliary tanks must be vented
per NFPA code.

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(3) A typical fuel consumption for a diesel engine driven generator set is 2.5 gallons per
kilowatt per 24-hour time period at rated load. A typical fuel consumption for a
gasoline engine driven generator set is 4.0 gallons per kilowatt per 24-hour time
period at rated load.

d. Mounting Pads. If required, provide a mounting pad (foundation) for the engine
generator set per the manufacturer’s instructions. If required, provide resilient or shock
mounts or an isolated base to control vibration and noise.

e. Conduit and Wiring. Provide all conduit and wiring in the vault or engine generator
shelter per the requirement of the NEC and local codes.

f. Radiator Air Duct. Provide, if required, an air duct from the engine radiator to a wall
opening. The air intake must be adequate for proper operation and cooling of the
equipment.

g. Switch guard.

(1) Provide a switch guard with the engine generator set. This equipment has provisions
to switch the regulator’s input from the prime power source to the standby engine
generator within the required time interval after power failure is detected. Use a
voltage sensing device to detect a power failure. When prime power is restored, the
input to the regulator is switched from the standby power source to the prime power
source. The automatic transfer switch must meet the performance requirements of
Specification FAA-E-2204, Diesel Engine Generator Sets, 10kW to 750kW. This
type of automatic switch used with the engine generator is acceptable for
Configuration “B” installations.

(2) The switchboard must include safety devices consisting of low oil cutout, high
temperature cutout, overcrank cutout, and overspeed cutout. The switchboard must
also include indicators such as a voltmeter, ammeter, oil pressure indicator, and water
temperature indicator.

(3) Provide a bypass switch per Figure 94 to permit running the engine generator on
manual start-stop to facilitate servicing. The bypass switch meets the requirements of
Specification FAA-E-2083, Bypass Switch, Engine Generator.

9.7. INSTALLATION.

1. Configuration “A”.

(1) Engine Generator Set and Accessories. Install the engine generator and its
accessories per the manufacturer’s instructions. The completed installation must
meet all requirements of the NEC and local codes. A typical installation is shown in
Figure 95.

(a) Air Intake. Provide access to an adequate quantity of air for the intake of the
engine generator. A typical air intake system is shown in Figure 95. A wind
baffle fence or other suitable provision may be installed to reduce the back
pressure imposed on the engine generator.

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(b) Exhaust System.

1. Support the exhaust pipe when it is installed through a wall. Where metal
plates or metal sleeves are required, use a layer or layers of fireproof
vibration-absorbent material conforming to ASTM C-892, Standard
Specification for High Temperature Fiber Blanket Thermal Insulation. If the
exhaust piping and muffler are not protected, paint them with heat resistant
aluminum paint conforming to Federal Specification TT-P-28, Paint,
Aluminum, Heat Resisting(1200 Deg. F.).

2. When the exhaust pipe terminates in a vertical direction, install an exhaust

pipe rain cap.

(c) Batteries, Battery Charger, and Battery Rack. Install the batteries, battery
charger, and battery rack at the location indicated in the plans for the installation.
Place the electrolyte in the battery cells after the batteries are in their final
position.

(2) Fuel Storage Tank and Lines. Install the fuel storage tank and lines and auxiliary
tank (day tank) per the equipment manufacturer’s instructions, NFPA code, and local
code requirements.

(3) Transformer. If a step transformer is required, install the step-up transformer at the
location indicated in the plans. Make connections to the transformer per the
equipment manufacturer’s instructions.

(4) Mounting Pads. Specify mounting pads to support the equipment being installed.

(5) Transfer Switch. Install the transfer switch at the location indicated in the plans. A
typical location of this equipment is shown in Figure 95.

(6) Conduit and Wiring. Install conduit and wiring per the NEC and local code
requirements.

2. Configuration “B”. The Configuration “B” power for non-FAA airport lighting systems
is normally installed by the utility company(s); however, obtain assurance that the
installation will meet the configuration and design requirements of paragraphs 9.4 and
9.5, respectively.

3. Configuration “C”. There are no provisions for the installation of standby power with
this configuration. However, Configuration “A” or “B” is encouraged for all visual aids
where it can be provided at a reasonable cost. See Figure 98 for a typical electrical
layout.

9.8. INSPECTION.

a. System. Check the electrical configuration of the system to determine if the design meets
the requirements of this chapter.

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b. Engine Generator Set.

(1) Inspect the engine generator set and its accessories to assure that the equipment is
installed per the equipment manufacturer’s instructions.

(2) Check the mounting of the engine and generator to determine if the equipment is
securely mounted.

(3) Check all pipes, conduits, and accessories to determine if each item is securely
fastened.

(4) Check all wiring to determine if it is correct and that all connections are secure.

c. Fuel Storage Tank and Line. Inspect the fuel storage tank, auxiliary tank (day tank), and
lines to determine if the equipment is properly installed and that there are no fuel leaks.

d. Batteries. Check all connections to determine if they are secure and that the electrolyte in
the battery cells is at the proper level.

e. Output Voltage. Check the output from the engine generator set to determine if the
voltage is adequate for the regulator’s input power and control circuits. Make this check
prior to connecting the regulator to the engine generator set.

9.9. TESTS.

a. Engine Generator Set and Switchboard:

(1) Conduct tests recommended in the manufacturer’s instructions.

(2) Test the installation by operating the system continuously for at least one hour. In
addition, simulate at least 10 power failures and check the starting time of the engine
generator equipment. Check the operation of all safety and indicating devices
specified in paragraph 9.6.

(3) Test the operation of the bypass switch.

(4) Test the operation of components used to obtain an automatic transfer of power from
the prime source to the standby equipment.

b. Batteries. Test the batteries to determine if the specific gravity is within the range
recommended by the manufacturer.

9.10. MAINTENANCE.

a. General. The equipment manufacturers issue specific instructions for their engine
generator equipment. These instructions contain information obtained through
experience and they are provided to assure reliable and efficient service from the
equipment. In view of this, the instructions must be read, understood, and followed. The
engine generator set and its accessories must be maintained by qualified personnel.

b. Engine Generator Set. Perform preventive maintenance on the engine generator set per
equipment manufacturer’s instructions.

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c. Operational Check. Make a weekly operational check of the engine generator and
associated equipment operating the emergency system for one hour minimum, while it is
supplying power to the lighting systems, preferably at maximum brightness. Since the
engine generator feeds the lighting system rather than a load bank, coordinate all
operational checks with ATCT personnel.

d. Vault or Shelter. Keep the enclosure housing, the engine generator set, and its
accessories clean and uncluttered to prevent dirt from accumulating in control
compartments and to allow equipment to be accessible at all times. Mount warning signs
in conspicuous locations.

e. Tank and Fuel Line. Check fuel tank covers and fuel line after each refueling to
determine that these components are secure and that there are no fuel leaks.

f. Spare Parts. Stock adequate spare parts for maintenance purposes. Use the
manufacturer’s instructions as a guide concerning maintenance spares.

g. Log. Keep a log of engine generator operating hours (or provide an elapsed time meter)
and a record of maintenance work performed on the equipment.

h. Fuel Supply. Establish a regular schedule for checking the fuel supply. The regularity
must be established on the basis of the type facility, location of the engine generator sets,
and location of the fuel supply. For example, thought must be given those locations near
where CAT II minimums exist for several days at a time.

9.11. REDUCING ELECTRICAL POWER INTERRUPTIONS.

The sections of FAA Order 6950.11, Southwest Region Policy Pertaining to Work on Electrical
Power Distribution Systems, pertaining to non-FAA airport lighting systems, are applicable to
this circular.

9.12. ENGINE GENERATOR EQUIPMENT PERFORMANCE REQUIREMENTS.

a. Referenced Specification. Specification FAA-E-2204, Diesel Engine Generator Sets,

10kW to 750kW, may be used as a guide in selecting standby power equipment. Because
the requirements for airport lighting are not as rigid as those for supplying power to radar
and communication facilities operated and maintained by the FAA, the requirements in
FAA-E-2204 may be modified as indicated below.

b. Modification to FAA-E-2204C, pages 3-32:

Chapter 3. Requirements.

Paragraph 3.1 Description. Modify to permit transfer switches to be mounted on the

wall instead of on the engine generator.

Paragraph 3.2.2 Interchangeability. Delete. Not applicable.

Paragraph 3.2.4 Painting. Modify to eliminate any certain color, to permit use of
manufacturers’ standard colors.

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Paragraph 3.2.7 Spare Parts. Delete.

Paragraph 3.2.8 Nameplate and Serial Numbers. Delete requirements for FAA
standard nameplate. All other nameplates should be required.

Paragraph 3.2.10 Instruction Book. Delete all reference to Specification FAA-D-

2494.

Paragraph 3.3.2 Engine Description. In the second paragraph, this specification

states that the “Maximum brake horsepower and speed of the engine must be a
specified in the Classification Table, Figure 1.” This Classification Table should be
modified to delete the developed horsepower at synchronous speed and permit higher
speed on the larger plants.

Paragraph 3.3.10 Governor and Frequency Regulation. Close tolerances on

frequency requirements may be relaxed. Standard commercial tolerance is
acceptable.

Paragraph 3.4.1 Generator. Eliminate the requirement for parallel operation.

Paragraph 3.4.11 Load Test Jacks. Load test jacks are not required and should be
eliminated.

Paragraph 3.4.12 Automatic Power Transfer Equipment. Modify this item to permit
the transfer switch and equipment to be mounted on the wall adjacent to the engine
generator.

Paragraph 3.4.12.2 Automatic Transfer Switch. Modify to permit wall mounting.

Chapter 4. Inspection and Tests.

Chapter 5. Preparation for Delivery. All reference to the tests and inspections shown in
4.1 to 4.2.5 pages 32-42 inclusive, should be deleted. However, the manufacturer must
certify that the plant furnished will meet the above tests.

Page 44, Classification Table. Delete developed HP at synchronous speed. The

manufacturer must supply an engine of sufficient horsepower rating to develop the full
KVA rating of the plant.

Maximum Speed RPM. Increase all 1200 RPM to 1800 RPM.

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CHAPTER 10. PAVEMENT TYPES.

10.1. GENERAL.

There are four types of pavements used in the construction and installation of airfield lighting
systems. These can be capable of rollover (considered full strength), or on a shoulder area not
capable of rollover.

10.2. NEW PAVEMENT – RIGID (CONCRETE).

One of two conditions will be encountered during installation. The edge of an existing pavement
will be available as a reference for the new bases, or if an existing edge is not available, the bases
should be set “in space.” The availability of an existing pavement edge simplifies the task of
locating the light base. In both cases, a setting jig or fixture is required to hold the base in
position while the concrete anchor is placed. Azimuth and the elevation of the base with respect
to the pavement surface are two parameters that should be met. It is imperative that the elevation
of the mounting flange be at least ¾ inch (19 mm) below the finished surface of the pavement. If
the base is positioned less than ¾ inch (19 mm) below the pavement surface, the light fixture will
protrude above the pavement surface and may adversely affect its performance and present a
hazard to vehicles operating on the pavement, such as snowplows. If more than ¾ inch (19 mm)
is left, spacer rings can be used to bring the light fixture to the correct elevation. In order to
preserve the base integrity and proper bolt torque, a maximum of three spacer rings may be
stacked together. A paving tolerance of ½ inch (13 mm) should be anticipated when setting the
elevation of the base, so the light fixture can be set at +0 to –1/16 inch (+0 to –1.5 mm) below the
low side of the pavement surface.

a. Excavate conduit runs in the base or sub-base supporting the rigid pavement. Place
conduit and counterpoise at this time. Counterpoise must be installed above the conduit.

b. At each light location, excavate the pavement base or sub base to accommodate the L-
868 light base, the steel reinforcing cage, and concrete for the anchor. The concrete
anchor should provide a 6-inch (152 mm) thickness below the light base and a 12-inch
(305 mm) thickness of concrete around the perimeter of the light base. The volume of
the concrete anchor must not be less than 1/3 cubic yard. The reinforcing steel cage is
made from #4 steel bars, ASTM grade A-184 or A-704. The vertical bars of the cage are
spaced 12 inches (305 mm) apart and arranged in a circular pattern 6-inches (152 mm)
greater in diameter than the light base. The vertical bars extend from 3 inches (78 mm)
below the theoretical pavement surface to 6 inches (152 mm) into the concrete base, with
4-inch (102-mm) 90-degree hooks at each end. The horizontal bars are spaced at 12
inches (305 mm), beginning at the 90-degree hook, and encircle the vertical bars.

c. After the excavation is complete, install the light base and reinforcing steel cage and hold
them in place with the setting jig. The top of the light base should be covered with a steel
mud plate and a ⅝ inch (16-mm) thick plywood cover to protect the top of the light base
immediately prior to paving. The setting jig will establish the elevation and azimuth of
the base and maintain this position until the concrete anchor is placed. Each base should
be connected to the conduit system per Figure 35. Flexible conduit may be used will
allow adjustments in light base elevation and alignment before the concrete anchor is
placed. If the conduit/light base misalignment is not more than approximately 15
degrees, a flexible grommet may be used on the light base vice a threaded hub. When

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using a flexible grommet, steel conduit should enter the light base about ¾ inch and PVC
should enter about ¼ inch.

d. Connect conduits to the bases and pull the cabling into the bases. Bond the counterpoise
to the light base and rebar cage. Exothermic welds are the preferred connection method
of connection. If exothermic welds are not possible, ensure that all connector materials
are UL listed for direct earth burial and/or installation in concrete. See Chapter 12,
Section 12.5 for additional details about counterpoise bonding.

e. Set the final position of the bases with the setting jig. The top of the light base should be
1½ inch (35 mm) below the finished surface of the pavement. This can be accomplished
by using a ¾ inch (19 mm) spacer between the setting jig and the plywood cover. See
The Design, Installation, and Maintenance of In-Pavement Airport Lighting, Arthur S.
Schai, for additional information.

NOTE: Coordination is required between the pavement and lighting installation

activities to avoid an incorrectly installed light fixture base or excessive variations in
pavement thickness.

f. Place a sufficient amount of concrete (1/3 cubic yard minimum) to completely fill the
excavation for the anchor up to the level of the pavement base or sub-base. The light
base concrete anchor must not encroach upon the structural pavement thickness. The
concrete should conform to the requirement cited in paragraph 12.7. Take care while
placing the concrete anchor that neither the jig nor the light base alignment is disturbed.
The jig must remain in place until the concrete has set, usually 24 hours. Backfill the
conduit runs with concrete at this time.

g. Prior to paving, remove the plywood cover and fit the light base with a steel mud plate.
After the paving train has cleared the light base, remove the concrete from the top of the
base and finish the edge of the opening around the base to a smooth radius. The surface
of the pavement around the light base must be level with the surrounding pavement;
dished or mounded areas are not acceptable. The grooved spacer ring or flat spacer ring
may also be provided with an integral protective dam that will allow the installation of
AC 150/5370-10, Standards for Specifying Construction of Airports, P-605 or P-606,
sealant in the annular space around the fixture. After the concrete has set, remove the
mud plate and determine the actual thickness of concrete above the light base. It may be
necessary to install a grooved space ring, or grooved spacer ring and flat spacer ring, or
set this level of adjustable cans to bring the light fixture to the correct elevation. In order
to preserve the base integrity and proper bolt torque, a maximum of three spacer rings
may be stacked together. Install silicone sealant RTV-118, or equivalent, between the
mating surfaces.

h. The top of the fixture edge (highest edge if fixture is not exactly level and/or installed on
a crowned pavement) must be between 0 inch (0 mm) and 1/16 inch (2 mm) from the
pavement surface. You must take remedial action if the fixture is too high. This could
result in field modification of the base that could affect equipment certification. Prior to
any remedial action, you must consult with the base manufacturer. See Figure 34 for
application of tolerance on crowned pavement sections.

i. The installation of the primary cable, transformers, and connectors can be completed.
Install an “O” ring gasket (normally supplied with the light fixture). Then, install the

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hold-down bolts, with 2-piece anti-vibration lock washers, and tighten them to the
manufacturer’s recommended torque.

NOTE: If the paving technique utilizes more than one lift to achieve the required thickness,
the above procedure is altered as follows: a sectional light base is required and, after the
bottom section has been installed as described above, the first paving lift should be placed.
Expose and clean the flange and install the next base section with a silicone sealant, equal to
RTV-118, between the sections. Tighten in place. The paving operation and the fixture
installation are as described above.

10.3. NEW PAVEMENT – FLEXIBLE (BITUMINOUS).

a. A sectional base is required for flexible pavements. The bottom section of the light base,
concrete anchor, and the conduit system are installed in the pavement base using
procedures similar to those for rigid pavements. Certified adjustable bases can also be
installed. See paragraphs 11.1.a and 11.4. No steel reinforcing cage is used in this
application. See The Design, Installation, and Maintenance of In-Pavement Airport
Lighting, Arthur S. Schai, for additional information.

NOTE: Because of the loads placed on the cover plate during paving, a plywood cover
with a minimum thickness of ⅝ inch (16 mm) should be used. If the top section will not
be installed right away, a galvanized steel mud plate ⅛ inch (3 mm) thick should be used.

b. The first two steps of this procedure are identical to those for the installation of fixed
body length bases in rigid pavement, except that a steel reinforcing cage is not required.

c. After the excavation is complete, install the bottom section of the light base and hold it in
place with the setting jig. Install a ⅝ inch (16-mm) thick plywood cover to the top of the
bottom section to protect the top prior to and during paving. The setting jig will establish
the elevation and azimuth and maintain this position until the concrete anchor is placed.
A recommended practice is to connect each bottom section to the conduit system with a
length of liquid tight flexible conduit, as shown in Figure 35. Flexible conduit will allow
adjustments in light base elevation and alignment before the concrete anchor is placed.

d. Connect conduits to the base and pull the cabling into the bottom section of the base.
Bond the counterpoise to the light base.

e. Set the final position of the bottom section of the base with the setting jig. Install a ⅝
inch (16-mm) thick plywood cover to the top of the bottom section to protect the top prior
to and during paving. This can be accomplished by using a ¾ inch (19-mm) flat spacer
ring between the setting jig and the plywood cover.

f. Place a sufficient amount of concrete to completely fill the excavation for the anchor up
to the level of the pavement layer to be placed. The concrete should conform to the
requirement cited in paragraph 12.7. Take care while placing the concrete anchor so
neither the jig nor the light base alignment is disturbed. The jig must remain in place
until the concrete has set, usually 24 hours.

g. After the paving train has cleared the light base, remove the paving material and plywood
cover from the top of the bottom section of the base, exposing the flange. Clean the
flange and apply a silicone sealant equal to RTV-118.

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h. Attach the middle section of the sectional base to the bottom section, per manufacturer
recommendations. The thickness of the middle section should be such that the elevation
of the top of the middle section is 1⅜ inch (35 mm) below the finished surface of the next
pavement layer to be placed. Install a ⅝ inch (16-mm) thick plywood cover to the top of
the middle section to protect the top prior to and during paving.

i. Once again, after the next pavement layer has been placed, remove the paving material
and plywood cover from the top of the middle section of the base, exposing the flange.
Clean the flange and apply a silicone sealant equal to RTV-118.

j. Bolt a top section of a base onto the middle section, per manufacturer recommendations.
The thickness of the top section should be such that the elevation of the top of the section
is 1⅜ inch (35 mm) below the finished surface of the flexible pavement.

k. After paving is completed, bore a 2-inch (50 mm) hole through the pavement surface
layer to accurately locate the center punch mark of the cover plate. Core a hole 1 inch
(25 mm) larger in diameter than the base centered over the base. Install the grooved
spacer ring and any necessary flat spacer rings to position the light fixture at the FAA
specified elevation for the lighting system being installed. In order to preserve the base
integrity and proper bolt torque, a maximum of three spacer rings may be stacked
together.

l. The top of the fixture edge (highest edge if fixture is not exactly level and/or installed on
a crowned pavement) must be between 0 inch (0 mm) and 1/16 inch (2 mm) from the
pavement surface. See Figure 34 for application of tolerance on crowned pavement
sections.

m. Fill the space between the walls of the cored hole and the outer walls of the top section
with liquid AC 150/5370-10, Standards for Specifying Construction of Airports, P-606
sealant that is compatible with asphalt. After the AC 150/5370-10, Standards for
Specifying Construction of Airports, P-606 sealant has cured, fill the remaining space
with AC 150/5370-10, Standards for Specifying Construction of Airports, P-605 Type III
sealant (which is compatible with asphalt) up to the top of the protective dam, if installed,
or up to the top of the grooved spacer ring.

n. Complete the installation of the primary cable, transformers, and connectors. Install an
“O” ring gasket. Then, install the hold-down bolts, with lock washers, and tighten them
to the manufacturer’s recommended torque.

10.4. OVERLAY – RIGID.

a. With Existing Lights  This procedure assumes that the existing pavement being
overlaid has load bearing lights that are in satisfactory condition:

(1) Remove all existing light fixtures and related components. Existing components in
good condition may be reused, if appropriate. Protect the ends of existing cables
with tape.

(2) Determine the length of the light base extension required to position the light fixture
at the specified elevation for each light location. Fit each extension with a mud plate
and plywood cover to protect the flange during the paving operation. After the

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paving train has cleared the light base, remove excess concrete from the top of the
extension and finish the edge of the opening around the base to a smooth radius. The
surface of the pavement around the light base must be level with the surrounding
pavement; dished or mounted areas are not acceptable. See Figure 34 for the
tolerances on light fixture elevations on crowned pavement. The installation should
be made with utmost care to avoid costly remedial action. The thickness of the
plywood and mud plate must be such that the mud plate is level with the surface of
the pavement to be overlaid to allow clearance for the paving operation.

(3) After the pavement has hardened, check the elevation of the top flange in relation to
the finished surface. It may be necessary to install a grooved spacer ring, or grooved
spacer ring and flat spacer ring, to bring the light fixture to the correct elevation. For
adjustable cans, see paragraphs 11.1.a and 11.4.

(4) Next, install primary cable, transformers, and connectors. Install an "O" ring gasket.
Then, install the hold-down bolts and tighten them to the manufacturer’s
recommended torque.

(5) If the paving technique uses more than one lift to achieve the required thickness, alter
the above procedure, as follows:

(a) A sectional light base is required.

(b) After the bottom section has been installed as described above, place the first
paving lift.

(c) When the flange is exposed, clean it and install the next base section with a
silicone sealant equal to RTV-118 between the sections.

(d) Tighten the sections in place.

(e) Install lights.

(f) See paragraph 10.4a(4).

(6) Without Existing Lights  The installation of a light base and conduit system in a
pavement to be overlaid with concrete is similar to that of a new rigid pavement
installation, except that the bottom section of the light base and the conduit are set in
openings made in the existing pavement. The required concrete anchor and steel
reinforcing cage will be similar to that described in paragraph 10.2.b. The use of a
short length of liquid-tight flexible conduit is usually necessary to allow proper
alignment. The installation of the conduit system will require sawing and trenching
the existing pavement or the use of directional boring beneath the existing pavement.
Directional boring techniques have been successfully used for lights located nearer
the edge of wide pavements.

10.5. OVERLAY - FLEXIBLE.

a. With Existing Lights  This procedure assumes that the pavement being overlaid has
existing load bearing lights that are in satisfactory condition. See Figure 99.

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(1) Remove all existing light fixtures and related components. Existing components in
good condition may be reused, if appropriate. Protect the ends of existing cables
with tape.

(2) Install a plywood cover with a mud plate (see AC 150/5345-42, Specification for
Airport Light Bases, Transformer Housings, Junction Boxes, and Accessories) on the
existing base. The thickness of the plywood and mud plate must be such that the
mud plate is level with the surface of the pavement to be overlaid to allow clearance
for the paving operation.

(3) After the pavement overlay has been placed, locate the mud plate by using a metal
detector, magnet, or precise surveying. Core out a 1 to 2 inch (25 to 50 mm)
diameter hole in the overlay pavement down to the mud plate. Using the pattern of
the raised concentric circles on the mud plate, determine the center of the light base.

(4) Mark the pavement for coring using the center of the light base as the center of the
core. The core diameter should be equal to the light base diameter, plus 1 inch (25
mm). Core drill through the new overlay pavement sufficiently deep to remove the
overlay pavement, the steel protection plate, and the plywood cover. For adjustable
cans, see paragraphs 11.1.a and 11.4.

(5) Order light base extensions and grooved spacer rings to the total length required to
place the light fixture at the proper elevation.

(6) Once the extensions and grooved spacer rings are received, bolt them in place on the
existing light bases. Install the "O" ring in the grooved spacer rings in the light
fixture. Install the light fixture and apply nickel-based anti-seize compound to all
bolts and torque them to the manufacturer recommendations. Fill the void
surrounding the extension with sealant until it is level with the top of the protective
dam. Take caution to prevent any sealant from flowing over the top of the protective
dam.

b. Without Existing Lights  The installation of a light base and conduit system in a
pavement without lights to be overlaid is similar to that of a new flexible pavement
installation, except that the bottom section of the light base and the conduit are set in
openings made in the existing pavement. The required concrete anchor and encasement
of the conduit will be similar to that described in paragraph 10.5.a. The use of a short
length of liquid-tight flexible conduit will allow proper alignment.

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CHAPTER 11. FIXTURE MOUNTING BASES

11.1. GENERAL.

This section recommends installation methods and techniques. Other methods and techniques,
and variations of those outlined here, may be used provided they are approved by the appropriate
district FAA Airports Office. Correct placement of the lights is of prime importance; to achieve
this, careful attention to detail is required. Survey instruments may be used to accurately position
all fixtures for their precise location, elevation, and azimuth. The tolerances required in other
FAA Advisory Circulars, this specification, and the plans must not be exceeded. The light beam
must be aligned as described in the lighting system manual with a tolerance of ± 1 degree. The
lighting fixture must be level, and the top of the fixture edge must be between +0 inch and -1/16
inch from the pavement top; see Figure 34 for application of tolerance on crowned pavement
sections:

a. Fixture Mounting Bases L-868. The L-868 bases are load-bearing bases and are certified
to AC/150/5345-42, Specification for Airport Light Bases, Transformer Housings,
Junction Boxes, and Accessories). There are adjustable height bases that have been
certified. Installation methods for these bases must adhere to manufacturer’s instructions.

11.2. L-868 MOUNTING BASES.

a. New Rigid Pavements. This system requires careful attention to detail during
installation. One of two conditions will be encountered during installation: the edge of
existing pavement will be available as a reference for setting the new bases; or no
existing edge is available and the bases must be set “in space.” The availability of an
existing pavement edge simplifies the task of positioning the light base to the theoretical
pavement grade. However, a setting jig is required to hold the base in position while the
concrete anchor is placed. See Figure 35, Figure 100 and Figure 101. Elevation of the
base with respect to the runway surface and azimuth with respect to the centerline are two
parameters that must be met. It is absolutely necessary that the elevation of the light base
top flange be at least the thickness of the light fitting plus the thickness of typical paving
tolerances (± ½ inch (13 mm)) below the pavement finished surface. If less than that
remains after paving, the lighting fixture will be unacceptably high. If more than 3/4 inch
(19 mm) is left, flat spacer rings can be used to bring the lighting fixtures up to the
correct elevation. In order to preserve the base integrity and proper bolt torque, a
maximum of three spacer rings may be stacked together.

(1) At each light location, make an excavation in the runway base which is large enough
to accommodate the light base, the reinforcing steel cage, and concrete for the
anchor. [Typical excavation is 6 inches (152 mm) around the base and 6 inches (152
mm) beneath the base.] After the excavation is completed, the light base and
reinforcing steel cage are installed and held in place with the jig. The jig will
establish the elevation and azimuth of the base and maintain this position until the
concrete anchor is placed. If bases have threaded conduit openings, take care so the
conduit does not move the base. Using 2 feet (0.6 m) of flexible conduit on one entry
to the base can resolve this concern. If bases are provided with openings, neoprene
grommet slip connections offer more flexibility and can be installed directly into the
base. Flexible conduit or grommet conduit openings will allow adjustments in light
base alignment before the concrete anchor is placed.

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(2) Take care while placing the concrete anchor that neither the jig nor the light base
alignment is disturbed. The jig must remain in place until the concrete has set.
During paving operations the light base may be fitted with a steel cover plate (mud
plate). After the paving train has cleared the light base, remove excess concrete from
the top of the base, and the edge of the opening around the base should be finished to
a smooth radius. An alternative is to allow the pavement to cure and using a core bit,
core the opening directly over the light base.

(3) The surface of the pavement around the light base must be level with the surrounding
pavement; dished and mound areas are not acceptable. In addition, check the
elevation of the top flange in relation to the finished surface. It may be necessary to
install a grooved spacer ring, and/or flat spacer ring, to bring the light fixture to
correct elevation. Next, install primary cable, transformers, and connectors. Connect
lighting fixture to secondary cable. Install “O” ring gasket if using grooved spacer
ring and torque hold-down bolts to manufacturer’s recommendations.

(4) If the paving technique utilizes more than one “pass” of the paving machine, the
above procedure is altered as follows: a sectional light base is required; after the
bottom section has been installed as described above, the first pass is completed. The
flange is then cleaned and the next section is installed with a silicone sealant equal to
RTV-118 between flanges, and torqued in place. The paving proceeds, and the
fixtures are installed as above. A well-designed system will be equipped with drains,
as required at the low spots.

b. New Flexible Pavement. A sectional base is required for flexible pavement. Because
flexible pavement finished elevation can settle, it is necessary for the installation design
to take this fact into account. The light fixture must be able to be lowered without
requiring the base to be removed.

(1) The bottom section of the light base (including concrete anchor) and the conduit
system are installed in the pavement base as described in the preceding paragraph. It
is then paved over. The light base with a 5/8 inch (16 mm) thick plywood cover and
mud plate (target plate), concrete anchor, and conduit backfill must not be higher
than the base surface. After the paving is completed, a 2 to 4 inch (50-100 mm) hole
is bored to accurately locate the center punch mark of the bottom section of the mud
plate. If the bottom section is to be buried for longer than 90 days before
discovering, it is suggested a ¾ inch (19 mm) thick galvanized mud plate be utilized
in lieu of plywood.

(2) Obtain a combination of a base top section and a grooved spacer ring or flat spacer
ring (for future adjustability) that will equal ¾ (19 mm) less than the dimension
measured. When the top section is received, a core opening 1 inch larger than the
diameter of the light base should be drilled and the top section, grooved spacer ring
and light fixture installed.

(3) The space between the walls of the hole up to the top of the top section should be
filled with AC 150/5370-10, Standard for Specifying Construction of Airports, P-606
sealant compatible with asphalt. The remaining space should be filled with AC
150/5370-10, Standard for Specifying Construction of Airports, P-605 sealant to the
top of the protective pavement dam on the grooved spacer ring or flat spacer ring.
See Figure 36.

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c. Flexible Overlay. The installation of the light base and conduit system in a pavement to
be overlaid is similar to that of a new flexible pavement except the bottom section of the
light base and the conduit are set in openings made in the existing pavement. The
required concrete anchor and encasement of the conduit will be similar to that described
in paragraph 11.2.b.

d. Rigid Overlay. The installation of the lighting base and conduit system requires a
combination of techniques outlined in preceding paragraph 11.2.a, and paragraph 11.2.c.
The base and conduit are installed as in paragraph 11.2.c; concrete is placed as in
paragraph 11.2.a.

11.3. DIRECT-MOUNTED (INSET) FIXTURES.

While the installation of direct mounted fixtures is becoming less common, there are instances
when they are still applicable, e.g., overlays. We do not recommend the use of direct mounted
fixtures for flexible pavements in very cold climates. There are two different types of direct
mounting: base-mounted and direct mounted. Base mounting requires shallow inset bases that
provide a mounting flange and a cavity for the cabling. Direct mounted fixtures are constructed
so that the fixture itself can be mounted in the pavement. Installation details are similar for both
types. In both instances, the pavement directly supports the base or fixture. The pavement is
cored to a depth necessary to accept the shallow base, and the base is secured to the bottom of the
cored hole with mechanical fasteners and adhesives. For additional details, see Figure 38, Figure
39, Figure 40, Figure 41, Figure 42, Figure 102, Figure 103, Figure 104, Figure 105 and Figure
106.

a. Rigid Pavements. The installation procedures for direct mounted fixtures in rigid
pavements are the same, whether the pavement is new, overlay, or existing. Holes or
recesses in the pavement must be cored to accommodate the shallow bases or fixtures and
wire ways must be sawed to accommodate electrical wiring. If wire ways have been wet-
sawn, flush these wire ways with a high velocity stream of water immediately after
sawing. Prior to installation of the sealer, the wire ways must be clean and dry.

(1) Pavement Coring and Sawing  Provide approximately ¼ inch (6 mm) clearance for
sealant material between the bottom and sides of the shallow base or fixture and the
recess. Provide extra depth where sawed wire ways cross pavement joints. See
Figure 38 for details.

(a) Prior to placing the shallow inset base or fixture into the cored hole, clean all
external surfaces to ensure adequate bond between the base, sealer, and
pavement. Sandblast the area as necessary. When placing the light fixtures,
avoid handling the fixtures by the electrical leads.

(b) Orient the fixture and arrange the leads properly with respect to their splicing
position in the wire ways. Use temporary dams, if required, to block the wire
way entrance into the drilled hole. These dams will retain the sealer during the
setting of the inset base receptacle. The positioning tolerances for the base or
fixture must be per FAA specifications for the type of lighting system being
installed. Rugged, well-designed jigs are required to ensure proper azimuth,
elevation, and level.

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(c) Cover the bottom of the inset base or fixture with AC 150/5370-10, Standard for
Specifying Construction of Airports, P-606 or an approved equal paste type
adhesive material. Also, place paste in the cored hole. Place the base or fixture
in the cored hole to force adhesive up the sides of the base at least ⅛ inch (3
mm). Take care to work out any entrapped air. Use a liquid sealer, AC
150/5370-10, Standard for Specifying Construction of Airports, P-605 or
approved equivalent, to fill the space between the base and the sides of the cored
hole. Liquid sealer must be applied only between the inset base receptacle and
the sides of the cored hole and must not be applied between the sides of the cored
hole and the top assembly (see Figure 103).

(d) Typical transformer housing and conduit installation details for direct mounted
lighting systems are shown in Figure 37, Figure 40 and Figure 102.

(2) Wire ways  Prior to installing the wires in the pavement, chamfer or round to a 2
inch (50 mm) radius the vertical edges of the wire ways at intersections and corners
(see Figure 103). Sandblast and clean wire ways to ensure a proper bond between the
pavement and the sealer.

(3) Wires  Place the #10 AWG THWN wires in the wire ways from the transformers
near the taxiway edge to the light fixture leads. Use an adequate number of wedges,
clips, or similar devices to hold the wires in place at least ½ inch (13 mm) below the
pavement surface. The spacing between wedges, clips, etc., must not exceed 3 feet
(0.9 m). Wood wedges and plugs are not acceptable. Install the tops of the wedges
below the pavement surface. Splice the light fixture leads to the #10 AWG wires.
Use pre-insulated connectors. Make the crimped splice with a tool that requires a
complete crimp before releasing. Stagger the location of the splices. Permit no
splices in the single conductor wires at each fixture. Where splices are unavoidable,
they will be made only in approved L-868 bases (see Figure 42). If the installation is
made in stages, tape or seal the ends of exposed wires to prevent the entrance of
moisture. Seal the wires in the wire ways with AC 150/5370-10, Standard for
Specifying Construction of Airports, P-606 material. Adhesive must be applied on a
dry, clean surface, free of grease, dust, and other loose particles. The method of
mixing and application must be per AC 150/5370-10, Standard for Specifying
Construction of Airports, and in strict accordance with manufacturer
recommendations. Installation methods, such as surface preparation, mixing ratios,
and pot life, are as important to satisfactory performance as the properties of the
material. You may wish to require a manufacturer’s representative to be present
during the initial installation of the material to ensure the installation procedures are
per manufacturer directions and the following steps:

(a) Pour sealant in the wire way until the surface of the wire is covered.

(b) If recommended by the manufacturer, pour clean sand into the liquid sealant until
a slight amount of sand shows on the surface. Use clean sand that can pass
through a number 40 (425 μm) sieve.

(c) Fill the remainder of the wire way with a liquid sealant to between ⅛ inch (3
mm) and ¼ inch (6 mm) below the pavement surface.

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b. Flexible Pavements  The installation procedures for direct mounted fixtures in flexible
pavements are the same whether the pavement is new, overlay, or existing. Install direct
mounted light fixtures and wires in flexible pavements in a manner similar to the
installation procedures for rigid pavements, with the following precautions:

(1) Clean the holes and wire ways immediately before installation so that the clean, dry
aggregate of the pavement is exposed.

(2) Use a sealant that conforms to AC 150/5370-10, Standard for Specifying

Construction of Airports, P-606 and is compatible with asphalt per ASTM D-3407,
Standard Test Method for Joint Sealants, Hot Poured, for Concrete and Asphalt
Pavements, to seal wires in wire ways.

(3) Mix the AC 150/5370-10, Standard for Specifying Construction of Airports, P-606
sealant (for use on fixtures) so that it sets up within 15 minutes.

(4) Install the junction boxes on runways where overlays are anticipated. When
additional pavement is required, remove the inset light and fit the base with a cover.
Apply paving over the light base and junction box. When the paving is complete,
expose the junction box and light base by coring. Remove the covers.

11.4. FIELD ADJUSTABLE L-868 MOUNTING BASES.

a. General.

(1) L-868 bases may be utilized that have an integral top section and an extension that is
capable of being field adjusted to the height of the surrounding pavement. These
bases are suitable for use in many of the applications that would normally require the
addition of bases’ extensions or flat spacer rings in order to raise the base flange ring
to the surrounding pavement elevation (see paragraph 11.2.b(2) as an example).
These field adjustable bases and extensions vary in how they must be installed, but
they still must be able to meet the same elevation and azimuth alignment requirement
(paragraph 11.1) along with a future adjustability capability, as required, of
conventional bases and extensions.

(2) The inspection authority must, at the time of installation, ensure that the bases are
installed per the manufacturer’s instructions and that the locking devices are correctly
installed. Failure to do so may compromise the base’s ability to withstand the
loading and torque requirements specified for a load bearing base.

11.5. INSTALLATION.

The systems must be installed per the NEC as applicable and/or local code requirements:

a. L-867 Light Base and Transformer Housing for Elevated Light Fixtures. When using
non-adjustable cans, the light base must be as shown in Figure 23. If the soil is
unsuitable, then an adequate depth of soil must be removed and replaced with compacted
acceptable material. The cable entrance hubs must be oriented in the proper direction.
Level the light base so that the mounting flange surface is approximately 1 inch above the
finished grade. With the base properly oriented and held at the proper elevation, place
approximately 4 inches (10 cm) of concrete backfill around the outside of the base. The

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top of the concrete must be sloped away from the flange portion of the base so the sloped
outer edges of the concrete are at surface grade. If concrete backfill is omitted, select
earth backfill must be compacted to maintain proper orientation and elevation of the base.
In closed duct systems installed in soil conditions of good drainage, use light bases
having a drain hole to prevent water accumulation.

b. Light Base and Transformer Housing for In-pavement Light Fixtures. The base is
supported in the leave-out or excavated area in a position as shown in Figure 35 and
Figure 36. Orient the base so that the cable entrance hubs on the base are properly
aligned and so that the in-pavement light fixture will be properly aligned, when installed,
prior to placing the concrete backfill. When installed in bituminous pavement, leave the
concrete backfill 3-4 inches (8-10 cm) low to allow completing the backfill with
bituminous material after the concrete has cured.

c. Stake (Angle Iron) Mounting. Install the stake in a 6 inch (15 cm) diameter hole at a
depth of 30 inches (76 cm) as shown in Figure 23. Do not install stake by driving. Make
electrical connections and backfill around the stake with thoroughly compacted earth
passing a 1 inch (2.54 cm) sieve. Where required due to unstable soil conditions, backfill
with concrete. Install the top of the stake even with, or not more than 1/2 inch (1.3 cm),
above the finished grade and maintain within 1 degree of the vertical. In areas where
frost may cause heaving, anchor the stake with concrete and use a permeable backfill
material such as sand around the buried electrical components and then cover the top
surface with an impervious material to reduce moisture penetration.

d. Light Fixtures - General. The light fixtures are supplied unassembled and consist of an
optical system, lamp, connecting leads, and a mounting assembly. The installer must
assemble, connect to mounting, level, and adjust the light fixture per the manufacturer’s
instructions. Take care that the lamp specified by the manufacturer for the particular use
of the light fixture is installed. The light fixtures must be leveled and aligned, where
appropriate, within 1 degree. The standard height of the top of the elevated light fixture
is 14 inches (35 cm)-above the finished grade. In areas where the mean annual total
snowfall exceeds 2 feet (0.6 m), this standard elevation may be increased as illustrated in
Figure 107. In order to facilitate maintenance of light fixtures, we recommend that
identification numbers be assigned and installed by one of the following or similar
methods:

(1) Stencil numbers with black paint on the runway side of the base plate. We
recommend that the minimum height of the numbers be 2 inches (5 cm).

(2) Attach a non-corrosive disc with permanent numbers to the fixture. We recommend
that the minimum height of the numbers be 2 inches (5 cm).

(3) Impress numbers on a visible portion of the concrete backfill. We recommend that
the minimum height of the numbers be 3 inches (8 cm).

(4) A permanent survey marker may also be installed in the concrete base or pavement.

e. Base-mounted Light Fixtures. This type of installation is normally used only with series
circuits to house the isolation transformer and accommodate a closed duct system. Prior
to mounting the light fixture on the base, an AC 150/5345-26, FAA Specification for L-
823 Plug and Receptacle, L-823 connector kit is installed on the primary power cable

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ends and the appropriate AC 150/5345-47, Specification for Series to Series Isolation
Transformers for Airport Lighting Systems, L-830 isolation transformer is installed. The
isolation transformers are used to isolate high operating voltages from constant current
airfield lights. Wrap the connector joints in the primary circuit with at least one layer of
rubber or synthetic rubber tape and one layer of plastic tape, one-half lapped, extending at
least 1-1/2 inches (4 cm) on each side of the joint. Heat-shrink tubing may be substituted.
Typical fixture and cable details are shown in Figure 120 of Appendix 5 and Figure 23 of
Appendix 1. Plug the light disconnecting plug into the transformer secondary receptacle.
Do not tape this connection.

f. Stake-mounted Light Fixtures. For series circuits, make connections and install the
transformer as detailed in the previous paragraph. Bury the transformer primary cable
connectors at least 10 inches (25 cm) deep and adjacent to the stake as shown in Figure
23. By burying the components in like locations at each stake, maintenance of the
underground system is facilitated. When installed in a location where the frost line depth
exceeds the minimum cable installation depth, as specified in AC 150/5370-10, Standard
for Specifying Construction of Airports, Item L-108, increase to a maximum of 2 feet
(0.6 m) in depth the installation of the cable, transformers, and connectors. Do not attach
cable connectors to the stakes. Install primary cable connectors, splices, and transformers
at the same depth and in the same horizontal plane as the primary cable with adequate
slack provided. The radius of cable bends must not be less than 10 inches (25 cm). Place
the secondary leads from the transformer to the lamp socket in a loose spiral with excess
slack at the bottom.

g. Shielding Taxiway Lights. In order to shield undesirable blue light to landing pilots or
lessen the "sea-of-blue" effect, metal shields or hoods are available, as an option, from
the lamp manufacturers. Orient fixtures with masked lamps by rotating the fixture on its
mounting for proper light pattern before securing in place. Use of brightness control is
desirable to adjust the blue light level to match visibility conditions. This feature also
prolongs lamp life. Proper control circuiting will also help to eliminate the "sea-of-blue"
effect by providing lighting only where it is needed.

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Intentionally left blank.

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CHAPTER 12. EQUIPMENT AND MATERIAL.

12.1. GENERAL.

This chapter covers the equipment and materials used for the installation of the airport lighting systems.

12.2. LIGHT BASES, TRANSFORMER HOUSINGS AND JUNCTION BOXES.

Use a base and transformer housing conforming to AC 150/5345-42, Specification for Airport Light
Bases, Transformer Housings, Junction Boxes, and Accessories. If the secondary wires are fed to the in-
pavement lights through a saw kerf, a one-inch hub must be welded to the base at 90 degrees from the two
existing two inch hubs, which are 180 degrees apart. A gasket and suitable cover also are required for
off-taxiway installation. Local conditions may require other modifications to the bases.

Definitions:

a. Load Bearing. Any application which is subjected to aircraft and/or other heavy vehicular
loading, either static or dynamic; these are generally located on runway and taxiway roll-over
areas (stabilized zones).

b. Non-Load Bearing. Any application where a light fixture might be subjected to an occasional
light vehicle load, but not aircraft or heavy vehicles. A typical installation area would be off the
main stabilized area adjacent to a runway or taxiway.

12.3. DUCT AND CONDUIT.

Specifications and standards for electrical duct and conduit are available in AC 150/5370-10, Standard for
Specifying Construction of Airports, Item L-110.

a. Duct and Cable Markers. All locations of the ends of ducts and all direct burial cable must be
marked with concrete marker slabs, as discussed below (see Figure 108 for duct and cable marker
details):

(1) Duct Markers. Mark the location of the ends of all ducts by a concrete marker slab 2 feet (0.6
m) square and 4 inches (100 mm) thick extending approximately 1 inch (25 mm) above the
surface. Locate the markers above the ends of all ducts or duct banks, except where ducts
terminate in a handhold, manhole, or building. The word “duct” must be impressed on each
marker slab, as well as the number and size of ducts beneath the marker. The letters must be
4 inches (100 mm) high and 3 inches (75 mm) wide with width of stroke ½ inch (12 mm) and
¼ inch (6 mm) deep or as large as the available space permits.

(2) Cable Markers. Mark the location of underground cables by a concrete marker slab, 2 feet
(0.6 m) square and 4 inches (100 mm) thick, extending approximately 1 inch (25 mm) above
the surface. Mark each cable run from the line of runway lights to the equipment vault at
approximately every 200 feet (61 m) along the cable run, with an additional marker at each
change of direction of cable run. All other cable buried directly in the earth must be marked
in the same manner. Markers are not required where cable lies in straight lines between
obstruction light poles that are spaced 300 feet (90 m) apart or less. Install cable markers
immediately above the cable. The word “cable” and directional arrows must be impressed on
each cable-marking slab. The letters must be approximately 4 inches (100 mm) high and 3
inches (75 mm) wide, with width of stroke ½ inch (12 mm) and ¼ inch (6 mm) deep. The

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locations of each underground cable connection, except at lighting units or isolation

transformers, must be marked by a concrete marker slab placed above the connection. The
word “splice” must be impressed on each marker slab. Additional circuit information may
also be required on each marker slab.

12.4. CABLE, CABLE CONNECTORS, PLUGS AND RECEPTACLES.

Specifications and standards for airport cable are available in AC 150/5345-7, Specification for L-824
Underground Electrical Cable for Airport Lighting Circuits. Specifications and standards for plugs,
receptacles, and cable connectors are available in AC 150/5345-26, Specification for L-823 Plug and
Receptacle, Cable Connectors.

a. Cable Installation Series Circuit.

(1) General. Although primary cables and control cables may be direct buried, it is preferred to
install them in conduits per AC 150/5370-10, Standard for Specifying Construction of
Airports, Item L-108. Primary cables are those cables that carry the current from the output
of the CCR to the primary side of the isolation transformers.

(2) Electromagnetic Interference (EMI). Airfield lighting circuits can generate excessive EMI
that can degrade the performance of some of the airport’s critical air navigational systems,
such as RVR equipment, glide slopes, localizers, etc. Some CCRs are likely sources of EMI
due to their inherent operating characteristics. The following cautionary steps may help
decrease EMI and/or its adverse effects in the airport environment:

(a) Do not install cables for airfield lighting circuits in the same conduit, cable duct, or duct
bank as control and communications cables.

(b) Do not install cables for airfield lighting systems so that they cross control and/or
communications cables.

(c) In some cases, you can install harmonic filters at the regulator output to reduce EMI
emitted by the regulator. These filters are available from some regulator manufacturers.

(d) Ground spare control and communication cables.

(e) Notify manufacturers, designers, engineers, etc. about existing navigational equipment
and the potential for interference.

(f) Require electromagnetic compatibility between new equipment and existing equipment in
project contracts. Operational acceptance tests may be required to verify compliance.

(g) Direct Burial Cable. Seal cable ends during construction to prevent the entrance of
moisture. When using L-867 light bases in a system, provide at least 2 feet of slack cable
to permit connections of the primary cable and the isolation transformer primary leads to
be made above ground. Trenching, installation of cable, backfilling trenches, and the
installation of cable markers must conform to AC 150/5370-10, Standard for Specifying
Construction of Airports, Item L-108. Cable plowing is allowed where suitable soil
conditions exist.

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(3) Primary Cable Installation. We recommend installing the primary cable in a duct or conduit
from the regulator into a light base and transformer housing in the field. Provide slack cable
in each light base and transformer housing to permit connections of the primary cable and the
isolation transformer primary leads to be made above ground. Seal the cable entrance of the
light base transformer housing with squeeze connectors, where specified. These squeeze
connectors are provided with a rubber bushing of the correct size to fit the outside diameter of
the cable. Tighten the squeeze connectors to provide a watertight seal without deforming the
insulation and jacket of the cable. Tape the ends of the cables to prevent the entry of
moisture until connections are made.

(4) Cable in Duct and/or Conduit. Install all power or control cables in ducts and conduits to
conform to AC 150/5370-10, Standard for Specifying Construction of Airports, paragraph
108-3.2. Provide slack cable for connections. Install the duct and/or conduit conforming to
the requirements of AC 150/5370-10, Standard for Specifying Construction of Airports,
paragraph 110-3.1.

(5) Primary Cable Connections. Make inline splices on the primary underground cables to
conform to AC 150/5370-10, Standard for Specifying Construction of Airports, Item L-108.
Use connectors conforming to AC 150/5345-26, FAA Specification for L-823 Plug and
Receptacle. Splices in ducts, conduits, or in the primary cables between light base and
transformer housings are not permitted. When field attached plug-in connectors are
employed, use a crimping tool designed for the specific type of connector to ensure that
crimps or indents meet the necessary tensile strength. Wrap the connector joints in the
primary circuit with at least one layer of rubber or synthetic rubber tape and one layer of
plastic tape, one-half lapped, extended at least 1½ inches (38 mm) on each side of the joint.
Heat-shrink material may be used. We recommend that the heat-shrink material be installed
over the completed connection.

(6) Secondary Lead Connections. Connections between the secondary isolation transformer
leads and the wires must be made with a disconnecting plug and receptacle conforming to AC
150/5345-26, FAA Specification for L-823 Plug and Receptacle. Attach the L-823, Class B,
Type II; Style 4 plug on the ends of the two wires using a crimping tool designed for this
connector to ensure that a crimp or indent meets the necessary tensile strength. Insert this
connector into the transformer secondary receptacle.

(7) Identification Numbers. Identification numbers must be assigned to each station (transformer
housing installation) per the plans. Place the numbers to identify the station by one of the
following methods:

(a) Stencil numbers of a 2 inch (51 mm) minimum height using black paint on the pavement
side of the transformer housing base plate.

(b) Attach a non-corrosive metal disc of 2 inch (51 mm) minimum diameter with numbers
permanently stamped or cut out under the head of a transformer housing base plate bolt.

(c) Stamp numbers of a 3 inch (75 mm) minimum height on a visible portion of the concrete
backfill surrounding the L-867 base.

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12.5. COUNTERPOISE (LIGHTNING PROTECTION SYSTEM).

The purpose of the counterpoise system (lightning protection system), is to provide a low resistance
preferred path for the energy from lightning discharges to enter the earth and safely dissipate without
causing damage to equipment or injury to personnel. The counterpoise system is installed on airfields to
provide some degree of protection against the energy induced from lightning strikes to underground
power and control cables.

The counterpoise is a separate system and must not be confused with the light base ground (for series
constant current circuits) and equipment grounds (for parallel voltage circuits). Both grounding methods
are intended to provide a low impedance current path to earth for an unintentional conductive connection
between an ungrounded conductor (power) and normally non-current carrying conductors (example: a
short from the power conductors to the light base).

a. Counterpoise Conductor. The counterpoise conductor is a bare solid copper wire, #6 AWG.

(1) The #6 AWG conductor is bonded to ground rods spaced a maximum of 500 feet (152 m)
apart.
(2) The #6 AWG conductor is bonded to the ground rod using an exothermic weld.
(3) The ground rods may be in-line with the #6 AWG counterpoise conductor.
b. Counterpoise Installation. Where cable and/or conduit runs are adjacent to pavement, such as
along runway or taxiway edges, the counterpoise is installed 8 inches (203 mm) below grade and
located half the distance from edge of pavement to the cable and/or conduit runs (see Figure 109).

(1) For light base/light fixtures not embedded in rigid or flexible pavement, the counterpoise is
routed around the light base and is not physically bonded to the light fixture base or mounting
stake.

(2) For light bases/light fixtures embedded in rigid or flexible pavement, the counterpoise
conductor must be bonded to an exterior ground lug on the light fixture bases (for example:
runway touchdown zone lights, runway centerline lights, and taxiway centerline lights)
installed in pavement.

(3) Where cable and/or conduit runs are under pavements, the counterpoise is installed 4 inches
(102 mm) minimum above the cable and/or conduit. The height above the cable and/or
conduit is calculated to ensure the cables and/or conduits to be protected are within a 45
degree zone of protection below the counterpoise.

(4) The counterpoise conductor is bonded to ground rods that are located on each side of a duct
crossing. Where conduit or duct runs continue beneath pavement (i.e., apron areas, etc.),
install the counterpoise a minimum of 4 inches above conduits or ducts along the entire run.

NOTE: For galvanized steel light bases, see Galvanized Light Base Exception.

(5) The counterpoise is also bonded to the rebar cage (if used) around the fixture base.

(6) Where non-metallic light bases (Type L-867, Class II) are used under rigid or flexible
pavement, the counterpoise is not bonded to the light base and must be routed around it.

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(7) Type L-867, Class I bases (metal) that are installed under rigid or flexible pavement must
bond the counterpoise to the exterior ground lug.

c. Bonding with Exothermic Welds.

Exothermic welding must be used for the permanent bonding of copper conductors to steel,
stainless steel, and copper (see exception for galvanized light bases). This will include the
light base rebar cage, stainless steel light bases, and copper conductors (wire and grounding
rods). After the weld is completed, clean the surfaces so they are free from any slag or other
debris. See AC 150/5370-10, Standards for Specifying Construction of Airports, Item L108-3,
Exothermic Bonding, for additional detailed requirements about exothermic welding.

d. Surface Preparation.

(1) See FAA-STD-019e, December 22, 2005, Lightning and Surge Protection, Grounding,
Bonding and Shielding Requirements for Facilities and Electronic Equipment, paragraph
4.1.1.7, for additional information about proper preparation and preservation of surfaces that
are to be bonded.

NOTE: The FAA Standard is available for download at:

www.faa.gov/air_traffic/nas/system_standards/standards/media/pdf/FAA-STD-019E.pdf

e. Galvanized Light Base Exception.

Using an exothermic weld to bond the counterpoise conductor to the external lug on a
galvanized light base is not recommended unless:

(1) The light base has a specially designed connection (for example: a ¾ inch X 3 inch steel rod)
to prevent damage to the light base body zinc coating from the heat evolved during
exothermic welding. Contact the light base manufacturer for additional information and
availability.

(2) Proper methods of corrosion protection and personnel protection from irritating fumes (may
cause metal fume fever) are strictly observed. The heat used for the weld causes the emission
of potentially irritating zinc oxide fumes and severely damages the light base protective zinc
coating. When the hot dip galvanized layer on a steel light base is compromised, the
underlying steel will quickly rust. The application of cold galvanizing compounds to the
damaged areas that are both inside and outside the light base will not provide adequate
protection against corrosion unless the surface is properly prepared prior to application of the
coating. This involves grit blasting or using a powered wire brush to clean all residues and
slag so that a clean bare metal surface results. Even with a properly applied coating, the level
of corrosion protection of a coating is inferior to that of factory hot dip galvanizing. The
proper cleaning a light base after exothermic welding may not be possible for all installations,
especially where access to the interior of the light base is required.

(3) If all the requirements in AC 150/5370-10, Standard for Specifying Construction of Airports,
Item L108-3.7, cannot be satisfied for an exothermic weld on galvanized steel lights bases
where:

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(a) a specially designed connection is not available for exothermic welding or the light base
location is such that an exothermic weld is not possible;

(b) proper surface preparation for the application of cold galvanizing compound cannot be
performed;

(c) then a connection must be used with properly listed UL 467 components that are
approved for direct earth burial or installation in concrete.

(d) Certified light base manufacturers may be able to provide the required hardware
(grounding straps and cable clamps) for bonding to the counterpoise – this is considered
as an acceptable method of connection.

12.6. LIGHT BASE GROUND.

The light base ground is a separate system and must never be confused with the counterpoise system. A
ground must be installed at each light fixture. The purpose of the light base ground is to provide a degree
of protection for maintenance personnel from possible contact with an energized light base or mounting
stake that may result from a shorted power cable or isolation transformer.

a. The light base ground must be a #6 AWG bare copper wire jumper bonded to the ground lug
at the light fixture base or stake to a 5/8 inch (16 mm) by 8 foot (2.4 m) minimum ground rod
installed beside the fixture.

b. Installing the ground rod within the light base excavation is acceptable.

c. The resistance from the ground rod to earth ground must be 25 ohms or less via measurement
with a ground tester. See AC 150/5340-26, Maintenance of Airport Visual Aid Facilities, for
additional information about ground rod resistance testers.

d. If the soil resistivity is high (typical of well drained sandy soils or dry desert locations),
additional grounding rods or other means may be necessary to meet the 25 ohms requirement.

e. See the NEC Handbook, Article 250.56, Resistance of Rod, Pipe, and Plate Electrodes for
additional information about multiple electrode installation.

f. For parallel voltage power systems only, an equipment ground must be installed and
connected to the ground bus at the airfield lighting vault.

(1) The equipment ground conductor must be a #6 AWG insulated wire for 600 volts (Type
XHHW insulation per UL 44, Thermoset-Insulated Wires and Cables).

(2) The insulation color must be colored green.

(3) Attach the equipment ground conductor to the light base internal grounding lug (see AC
150/5345-42 for additional information about grounding lugs) at each light base or mounting
stake.

(4) Connect the entire lighting circuit equipment ground to the ground bus at the vault.

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(5) The safety ground conductor circuit must be installed in the same duct or conduit as the
lighting power conductors.

12.7. CONCRETE.

Specifications and standards for structural concrete are available in AC 150/5370-10, Standard for
Specifying Construction of Airports, Item P-610.

12.8. STEEL REINFORCEMENT.

Steel reinforcement should conform to ASTM-A184, Standard Specification for Fabricated Deformed
Steel Bar Mats for Concrete Reinforcement, or ASTM-A704, Standard Specification for Welded Steel
Plain Bar or Rod Mats for Concrete Reinforcement.

12.9. ADHESIVE AND SEALANTS.

a. Tape. Plastic electrical insulating tape is the type specified in Item L-108 of AC 150/5370-10,
Standard for Specifying Construction of Airports.

b. Wire Ways and Inset Fixtures. Specifications and standards for adhesives and sealants for wire
ways and inset fixtures are available in AC 150/5370-10, Standard for Specifying Construction of
Airports, Item P-606.

c. Joints. Specifications and standards for joint sealant are available in AC 150/5370-10, Standard
for Specifying Construction of Airports, Item P-605.

12.10. LOAD-BEARING LIGHTING FIXTURES.

a. Specifications and standards for equipment and materials used in load bearing lighting systems
are generally available in ACs published by the FAA. In addition, a third-party certification
program is in effect, whereby equipment is tested and certified for conformance to FAA
specifications by independent, third party certifiers. A description of the third party certification
program is available in AC 150/5345-53, Airport Lighting Equipment Certification Program. A
list of certified equipment is available in AC 150/5345-53, Addendum.

b. Load bearing lighting fixtures are subject to extremely heavy loads and must be installed with
precision to function as intended. Aircraft parked on the fixtures generate high static loads.
Static loads in excess of 200 PSI (1380 kPa) completely covering the entire light fixture are
common. Landing aircraft often strike the lights, generating high impact loads. Locked wheel
turns and eccentric braking loads tend to twist the fixtures. Concrete anchors, some with steel
reinforcing cages, support light bases. All light fixtures must be aligned so that they can be seen
from the desired viewpoint. See Chapters 10 and 11 for installation sequencing.

c. The top of the fixture edge must be between 0 and – 1/16 inch (+0 mm and 2 mm) from the low
side of the pavement surface. To achieve this result, the light base, whether in one piece or in
sections, must be aligned and held in place with jigs until finally secured. This method of
installation requires precise surveying and should be made with utmost care to avoid costly
remedial action, such as removal for azimuth or elevation correction. Another important
consideration common to the installation of all base-mounted lights is the need to avoid setting
the lights too high (elevation). Lights that are too high may adversely affect the desired light
output. Lights set too high will also interfere with paving equipment and not allow for proper

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pavement placement and will interfere with snow removal equipment. Ideally, light bases should
be set at an elevation that will provide the correct elevation of the light fixture and proper
pavement placement, with minimal final adjustment. Spacer rings and extensions are used to
adjust the elevation of light fixtures supported on fixed length bases and extensions that are set
low. Obviously, the supporting systems for these lights should be accurately placed and capable
of withstanding very heavy static, impact, and torsional loads. Installation methods for in-
pavement load bearing lights can be grouped into four categories, fixed body length base,
adjustable body length base, ground support base, and direct mounted.

d. In-pavement lighting systems are subject to water intrusion and moisture from condensation.
Water can adversely affect the performance of the lights and ice can damage systems when water
expands as it freezes. Some de-icing chemicals may cause accelerated corrosion to galvanized
products, as well as damage to cables and deterioration of connections. Lighting systems may be
designed as wet or dry systems. In wet systems, water is expected to enter the system and
provisions are made to drain it away. In dry systems, more emphasis is placed on preventing
water from entering the system. Making provisions for water drainage is highly encouraged, even
in dry systems. This can be accomplished by routing drainage conduits to low spots in the
system. Consider base elevations, base heights, conduit slopes drain holes, and other provisions
to facilitate removal of water from the base and conduit system. In drier areas, water may be
drained from the system through drain holes in the bottom of the bases, where the water is
percolated into the pavement sub-base.

e. Light bases introduce a discontinuity in rigid pavements resulting in stress concentrations. To

minimize their effects, bases should be installed so that their nearest edge is approximately 2 feet
(0.6 m) from any rigid pavement joint or another fixture. In the event of a conflict between any
of the light fixtures and undesirable areas, such as rigid pavement joints, etc., the spacing should
be varied per the tolerance specified for the lighting system being installed to resolve the conflict.

12.11. INSPECTION.

a. Inspect each light fixture to determine that it is installed correctly, at the proper height, in line
with the other fixtures, level, and properly oriented.

b. Check all fixture securing screws or bolts to ensure that they have been tightened per
manufacturer recommendations. Use an anti-seize compound on bolts made of 410 stainless steel
with a black oxide coating (see AC 150/5345-46, Specification for Runway and Taxiway Light
Fixtures).

c. Check each light fixture to determine that the lenses are clean and unscratched and the channels
in front of the lenses are clean.

d. Inspect lighting fixtures concurrently with the installation because of the subsequent
inaccessibility of some components. Test circuits for continuity and insulation resistance to
ground before filling wire ways. After fixtures and cables are installed, inspect the AC 150/5370-
10, Standard for Specifying Construction of Airports, P-606 compound in the wire ways and
around the fixtures to determine that all voids are filled and that the compound is at the proper
level with respect to the pavement surface.

e. Check fuses and circuit breakers to determine if they are of the proper rating.

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f. Check any light fixtures with asymmetrical lenses to determine that they are properly oriented
with respect to the runway longitudinal sides and the threshold. Check all lights for alignment.

g. Check identification numbers for each light unit to determine that the number at the installation is
as assigned in the plans.

h. Check equipment covered by FAA specifications to determine if the manufacturers have supplied
certified equipment. Also check the equipment for general conformance with specification
requirements.

i. Inspect all cables, wiring, and splices to obtain assurance that the installation is per AC 150/5370-
10, Standard for Specifying Construction of Airports, the NEC, and local codes. Inspect and test
insulation resistance of underground cables before backfilling.

j. Check all ducts and duct markers to determine that the installation is per AC 150/5370-10,
Standard for Specifying Construction of Airports. Inspect underground ducts before backfill is
made.

k. Check the input voltage at the power and control circuits to determine that the voltage is within
limits required for proper equipment operation. Select the proper voltage tap on equipment where
taps are provided. Check the proper operation of the CCR’s open-circuit protection. Circuitry
should also be checked per the manufacturer’s requirements.

l. Check base plates for damage during installation and refinish according to manufacturer’s
instructions.

m. Check the current or voltage at the lamps to determine if the regulator current or supply voltage is
within specified tolerance. If a current or voltage exceeds rated values, the lamp life will be
reduced.

12.12. TESTING.

Require the Contractor to furnish all necessary equipment and appliances for testing the underground
cable circuits after installation. Testing is as follows:

a. All circuits are properly connected per applicable wiring diagrams.

b. All lighting power and control circuits are continuous and free from short circuits.

c. All circuits are free from unspecified grounds.

d. Check that the insulation resistance to ground of all non-grounded series circuits is not less than
50 megohms. See FAA-C-1391, Installation and Splicing of Underground Cable.

e. Check that the insulation resistance to ground of all non-grounded conductors of multiple circuits
is not less than 50 megohms.

f. Test installations by operating the system continuously for at least ½ hour. During this period,
change the intensity of variable intensity components to ensure proper operation. Test proper
operation of any photocells. In addition, operate each control within the system at least 10 times.

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g. If the system contains a monitoring system, test its operation by sequentially removing light
fixtures from the circuit until the monitor indicates an error. SAFETY WARNING: POWER
TO THE CIRCUIT SHOULD BE DISCONNECTED EACH TIME BEFORE A LIGHT
FIXTURE IS REMOVED FROM THE CIRCUIT. The monitor should indicate an error
when the appropriate numbers of lights are removed from the circuit.

h. Test the equipment for proper grounding. This test includes a check to determine that the
resistance to ground on any part of the grounding system will not exceed the specified resistance.

12.13. AUXILIARY RELAYS.

Where required, use a hermetically sealed relay having a single pole double throw (SPDT) contact
arrangement rated for 5-amperes at 120 volt AC and a coil resistance of 5000 ohms in a 120 volt AC
control circuit. Relay connections may be either solder terminals or plug-in.

12.14. VAULT.

The vault should be constructed with reinforced concrete, concrete masonry, brick wall, or prefabricated
steel. All regularly used commercial items of equipment such as distribution transformers, oil switches,
cutouts, etc., which is not covered by FAA specifications, must conform to the applicable standards of the
electrical industry. Use design considerations for vaults contained in AC 150/5370-10, Standard for
Specifying Construction of Airports, Item L-109. Provide at least 2 square feet (0.2 sq. m.) net vent area
per 100 KVA installed transformer capacity in the vault where the 24-hour average-ambient temperature
does not exceed 86°F (30°C). If the average ambient temperature exceeds 86°F (30°C), auxiliary means
should be provided for removing excess heat. Install vault equipment, conduit, cables, grounds, and
supports necessary to ensure a complete and operable electrical distribution center for lighting systems.
An up-to-date “as constructed” lighting plan must be kept available in the vault. When required, provide
an emergency power supply and transfer switch (see Chapter 9). Install and mount the equipment to
comply with the requirements of the NEC and local code agencies having jurisdiction.

12.15. MAINTENANCE.

General. A maintenance program is necessary at airports with low visibility taxiway lighting systems to
ensure proper operation and dependable service from the equipment. The taxiway lighting systems may
be of the highest order of reliability, but their effectiveness will soon decline unless they are properly
maintained. Refer to AC 150/5340-26, FAA Specification for L-823 Plug and Receptacle.

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CHAPTER 13. POWER DISTRIBUTION AND CONTROL SYSTEMS.

13.1. INTRODUCTION.

This chapter will discuss design considerations of power distribution and control systems used on airport
visual aids.

a. NEC. AC power distribution to the constant current source (CCR and constant voltage (parallel)
circuits) is required to conform to the NEC.

13.2. POWER DISTRIBUTION.

a. Continuous Load. All lighting circuits and systems are considered continuous loads by the
requirements of the NEC. Continuous loads are those loads that operate continuously for three
hours or more. The feeder circuit conductors supplying the CCR or parallel circuit must be sized
to carry 125% of the actual full load amperes imposed on the circuit. The over current protective
device (circuit breaker or fuse) protecting the feeders is also sized at 125% of the full load current
on the circuit.

b. Available Fault Current. The components of the power distribution system must be specified
within their fault current withstand and interrupting ratings. A short circuit analysis must be
performed to ensure NEC compliance.

(1) Short Circuit Analysis. Perform a short circuit analysis as part of design (to enhance
reliability and safety). Short circuit analysis should comply with: NEC Section 110-9,
Section 110-10 and Section 110-12; and FAA Order 6950.27, Short Circuit Analysis and
Protective Device Coordination Study. Include in the analysis critical points such as:

(a) Service entrance.

(b) Switchboards and panel boards.

(c) Transformer’s primary and secondary.

(d) Transfer switches.

(e) Load centers.

(f) Fusible disconnects.

c. Equipment Layout. When designing the equipment layout inside an airfield electrical vault,
maintain the working clearances as specified in articles 110.26 and 110.34 of the NEC.

d. Balanced Load. Connected loads on the distribution system should be balanced between all
phase legs. CCRs are single phase loads and when supplied from a 3-phase system can cause an
unbalance in the system phases. Design the system to distribute the load among all three phases
as much as possible.

e. Installation of Cables. Install cables in conduit or enclosed wire ways. The standard L-824
airfield lighting primary series circuit cable does not comply with NEC for installation in open
trays. High voltage conductors (exceeding 600 volt) must be run in rigid steel galvanized
conduit, intermediate metal conduit, flexible metal conduit, liquid tight flexible metal conduit,

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metal wire ways, or PVC conduit. Low voltage feeders and control wires may be run in rigid
steel galvanized conduit, intermediate metal conduit or PVC conduit when run under the floor
slab; in rigid steel galvanized conduit, intermediate metal conduit, or electrical metal tubing
(EMT) when run on the walls or ceiling; and in cable trays supported from the ceiling or walls
when there are many cables and the possibility of future expansion. Do not install conduit in
concrete slabs on grade. Bring the primary series cable from the regulators and various other
feeders out of the vault in coated rigid steel galvanized conduit or PVC conduit, a minimum of 2
feet (0.6 m) below grade.

13.3. CONTROL SYSTEMS.

a. Airfield Lighting Control.

The control system for airfield lighting consists of control panels, relaying equipment, accessories, and
circuits which energize, de-energize, select lamp brightness, and otherwise control various airfield
lighting circuits based on operational requirements. Control of any one airfield lighting system is
normally provided at two points only: the ATCT, and the vault which powers the system. A transfer relay
assembly is provided at the vault to transfer control from the remote location to the vault when necessary:

(1) Control Voltages. Standard practice is to provide a 120 volt AC control system using low burden
pilot relays (pilot relay assemblies) to activate the power switches, contacts, and relays
controlling the regulators and transformers supplying power to the airfield lighting circuits.
Consider the distance between the ATCT and the lighting vault should when designing the
control system voltage drop. Perform calculations to ensure proper operation of the relays that
are being controlled. The calculations could include coil burden, energize and drop-out voltage.
Where the voltage drop calculation indicates the proposed voltage may not energize the control
relay, consider using a 48 volt DC control system. Where both types of control systems are
installed, ensure the control power systems are isolated. (See Figure 110.)

(2) Control System Components. Control system components, such as L-821 control panels, L-841
auxiliary relay cabinets, L-847 air-to-ground radio controllers are specified in the AC 150/5345
series and are certified under AC 150/5345-53, Airport Lighting Certification Program. We are
currently developing computerized system components and system design guidelines which will
be published in AC 150/5345-56, Specification for L-890 Airport Lighting Control and
Monitoring Systems (ALCMs).

b. Computerized Control Systems.

Traditional control/monitoring systems are relay systems. L-821 control and relay panels are very
reliable and are suitable for nearly all airfields. Typically, cables required for these types of systems are
multi-pair (50 or more pairs) cables to connect the airfield lighting vault on the airfield with the ATC
tower. On many airports, the distance between the two facilities is great, resulting in a costly cable
installation with the cable vulnerable to possible damage or failure of one or more pairs in the cable. In
addition, these communications cables require separate duct systems to eliminate interference from the
power cables. The traditional relay panel and multi-conductor control cable can also be simplified by
using a multiplexer, which requires only one pair cable to communicate between the vault and tower (or
other station). A multiplexer can also be built into a PLC system.

(1) Some airfield control/monitoring systems have been installed using Programmable Logic
Controllers (PLCs), which have good industrial standards and proven reliability. The PLC
industrial systems use high I/O modules that reduce the need for multi-pair cable installation.

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Cables with 2 to 6 pairs are typically needed, although fiber optic cable can also be used. See
Figure 111.

(2) PC-based systems have come into use, with computers located in the ATCT, the vault, and/or
other work stations. These systems have the capability of displaying the necessary information
on a monitor. This is the most flexible system in use today, with off-the-shelf units readily
available. Typically, standard operating software is used, and off-the-shelf graphics software is
tailored for a specific site. The communications cable requirements are 2 to 6 pairs of cable or
fiber optics. Fiber optic cable eliminates the need for separate ducts since there will be no
interference between power cable and fiber optic cable. See Figure 112.

(3) Compared to the traditional FAA Type L-821 control/monitoring systems, the PLC or PC-based
systems are easily expanded and provide data for the controller and maintenance personnel. At
this time, we are developing design standards for PC or PLC based systems, but commercial
standards are available for the components of such systems.

(4) Selection and Specifying. In selecting and specifying a computerized control system, technology
continues to evolve. Consider the characteristics presented in Table 13.1. In addition, see
Appendix 6 for additional design and selection criteria for computerized control systems.

(1) General function for Control and Monitoring:

(a) Minimum operating capabilities: determination of the functional status of the system;
identification of the intensity level at which each circuit is operating.

(b) Suitability for complexity and the particular needs of the airfield, and adaptability to
changes (modular).

(c) Redundancy of equipment or elements crucial for safety.

(d) High degree of reliability and availability.

(e) Capability of data exchange with related systems.

(f) Provision of an intuitive operator interface. Include the capability of monitoring and
controlling all visual navigation aids controllable by a conventional control system.
Identify alarm conditions.

(2) Basic Peripherals and Features:

(a) User interface (controller, maintenance staff, other), user-friendly with secure transfer
and relevant status information for each station. Typical installations use touch screen or
track-ball, based on local preference.

(b) Display: Must show continuous visual presentation of the true status of the several
subsystems being controlled/monitored. Graphic display should depict a representation
of the airfield, showing the configuration and location of the various lighting circuits.
The display must indicate the status (i.e., ON/OFF or step), circuit/system identification,
as well as condition of each system or subsystem. The colors selected must correlate
with the lighting system being represented.

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(c) Event recording devices (storage, printer) for time and sequence of alarms and status
information. In the event of failure, the system must ensure that the status of the
subsystem will not change automatically to a dangerous or undesirable condition. For
most airfield lighting systems, the actual intensity level selected at the time of a failure
should be maintained to preserve the operational state. Systems which protect safety
related zones on the airfield, such as a runway, should be switched on or off, as
appropriate for the operational requirements.

(d) Interface to regulators and other units for control and status indications, and for
monitoring.

(e) Optional other interfaces (e.g., field sensors, meteorological systems, or SMGCS).

(3) Power Considerations:

(a) If secondary power supply for the airfield systems is provided, the control/monitoring
system should be switched to the secondary supply along with lighting systems in the
event of a failure or initiated transfer. During switch-over, the control/monitoring system
must maintain any relevant information and commands.

(b) If control/monitoring system, or any subsystems, are not tolerant of power interruption,
all sensitive components should be furnished with their own uninterruptible power supply
(UPS). The capacity of the UPS should ensure operation for a period of at least 20 times
the maximum switch-over time to the secondary power supply.

(c) System Response Time. The response time of a computerized control system may vary.
It is therefore recommended that minimum response times be considered when selecting
a system. The response times in Table 13.1 are recommended in specifying a
computerized airfield ground lighting (AGL) control system. See Appendix 6 for
additional information about system response times and testing criteria.

(4) Operations and Maintenance Log. Log all operationally significant events. The log may be
compiled manually or by electronic means and should be retained for at least 30 days. The
ability to display or print out periodic or summary compilations of important operational and
failure events is recommended.

(5) Product Considerations.

(a) Hardware. Maximize off-the-shelf components. Each component must comply with
industry standards.

(b) Monitor. Minimum 17 inch (432 mm), flat screen.

(c) Software. Common operating system (e.g., Windows or UNIX). Tailored packaged
graphics program, easily modified.

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Table 13-1. AGL Control System Response Times.

Time Characteristic Response Time (seconds)

From command input until acceptance or rejection < 0.5
From command input until control signal output to regulator or < 1.0
other controlled unit
For system to indicate that a control device has received the < 2.0
control signal
Back indication to tower display of regulator < 1.0
initiation
Switch-over time to redundant components in event < 0.5
of system faults (no command execution during
this time)
Automatic detection of failed units and < 10
communication lines of the monitoring system

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AC 150/5340-30E 09/29/2010

Intentionally left blank.

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Appendix 1
APPENDIX 1. FIGURES.

117
118
Appendix 1

Elevated Edge Lighting NOTES:

AC 150/5340-30E

Edge Light Color Code

G
Runway Threshold / End Lights 1. The light fixtures for the lights identified in the color code
R Green (G) / Red (R) chart are specified in AC 150/5345-46.
Base Mounted
2. White lights will be shown as black.
Elevated Y W Runway Edge Lights (See note 3)
Edge Light Yellow (Y) / White (W) 3. Install yellow runway edge lights on the last 2000 ft. or
one-half, whichever is less, of an instrument runway.
W Runway Edge Light
4. Pavement markings are shown on the drawing in this
White (W)
AC for reference only. AC 150/5340-1 describes the
detailed marking specifications.

Figure 1.
W Runway Edge Light (In-pavement)
White (W)

R Runway Threshold / End Light

Stake Mounted Red (R)
Elevated
Edge Light B Taxiway Edge Light
Blue (B)

Y R Runway Edge Light at Displaced Threshold

Yellow (Y) / Red (R)

G Y Threshold / Runway Edge Lights at Displaced Threshold

Green (G) / Yellow (Y)

Legend and General Notes.

G UNI Runway Threshold Light with a Uni-Directional Green
(G UNI)

OR

Transformer

Legend for Figures 2-22 and General Notes

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 200' max
2' min
09/29/2010

Figure 2.
10' 10' max 2' min
ctr to ctr
10' max

10'
ctr to ctr
400' max

DETAIL A: Threshold / Runway End Lights ax

' m
Installed with LIRL's or MIRL's 00
2

DETAIL A
W
200' max 200' max
W
W
G R

G R
B W W
B

NOTES:
taxiway W 1. Install six threshold lights on visual runways.
2. Install eight threshold lights on instrument runways.
B B 3. For intersections, uniform spacing is maintained by
installing a single elevated edge light on the runway
opposite the missing light position.
4. Gaps between lights on a single side of the runway must
W not exceed 400 ft.
5. Markings are for information only, refer to AC 150/5340-1
for appropriate runway markings.

Runway and Threshold Lighting Configuration (LIRL Runways & MIRLVisual Runways).

119
Appendix 1
AC 150/5340-30E
120
200' max 200' max
Appendix 1

W
AC 150/5340-30E

DETAIL A W
200' max

G R W Y W Y W W

runway

G R B W Y W Y W W
W
B

taxiway W
200' max
B B 2' min
10' max
2' min
10' 10' max
ctr to ctr

NOTES:
Install six threshold lights on visual runways.
1. Install eight threshold lights on instrument runways.

centerline not shown for HIRL. Non-Precision Instrument Approach for MIRL)
10' 2. Install yellow runway edge lights on the last 2000 ft. or
ctr to ctr 3. one-half of runway length, whichever is less, on an
instrument runway.
4. Runway edge lights are uniformly spaced and
symmetrical about the runway centerline.
DETAIL A: Threshold / Runway End Lights 5. Maintain uniform spacing across intersections by
Installed with HIRL's installing a single edge light on the runway opposite the
intersection.

Figure 3. Runway and Threshold Lighting Configuration ( HIRL Precision Instrument Approach - runway
6. For HIRL's when the gap exceeds 400 ft, install an
in-pavement light fixture to maintain uniform spacing.
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Takeoff Start

Landing Threshold
200' max 200' max

G R

B B W Y

Figure 4.
B W Y

G R

Runway with Taxiway at End.

NOTES:
1. The pavement preceding the runway threshold is usable
pavement, but is not part of the designated runway.
B B
2. Space taxi edge lights per paragraph 2.1.3.
3. This configuration for runway aligned taxiway will not be approved
for new construction.

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Appendix 1
AC 150/5340-30E
122
Appendix 1

200' max
AC 150/5340-30E

Figure 5.
10' max

Runway with Blast Pad (No Traffic).

NOTES:
1. The pavement prior to the runway threshold is not intended
for aircraft use.
2. Install six threshold lights on visual runways.
3. Install eight threshold lights on instrument runways.
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Takeoff Start

LDA Stop End

Landing Threshold

G UNI

R R Y R Y G Y W Y W Y

Figure 6.
R Y
R R Y G Y W Y W Y
B

B G UNI

B B

NOTES:
1. Full runway safety and object free areas available beyond runway end.

Lighting for Runway with Displaced Threshold.

2. Displaced threshold established due to obstruction in approach area.

3. All markings must comply with the standards specified in AC 150/5340-1.

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Appendix 1
AC 150/5340-30E
124
Appendix 1
AC 150/5340-30E

Landing Threshold

Figure 7.
G
R W Y W Y

B W Y W Y
GR

B
200' max

NOTES:

Normal Runway with Taxiway.

1. Full runway safety and/or Object Free Areas available beyond
stopway end.

B B 2. No Displaced Threshold.

3. No stopway available

4. Distance-To-Go signs are provided and located with respect to

usable pavement.

5. Threshold/Runway End lights (number on each side)

a. 3 (minimum) - non-instrumented operation
b. 4 (minimum) - instrumented operation
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Takeoff Start

ASDA Stop End

LDA Stop End

Stopway Stop End (None)

Landing Threshold

G UNI

Figure 8.
R R Y R Y G Y W Y W Y

W R W R W R W
W
W W R

R Y
R R Y G Y W Y W Y
B
B G UNI

NOTES:

1. Full runway safety and/or Object Free Areas available beyond 7. Start measurement of runway centerline lights from end of runway
runway end. pavement.

2. Displaced Threshold established due to obstruction in approach area. 8. Start measurement of Distance to Go Signs from end of runway
pavement.
B B 3. No Stopway available
9. Zero Distance Remaining Sign is not required.
4. All runway markings, including Displaced Threshold area, are
white. All taxiways, blast pads, stopways, and unusable pavement
markings are yellow.

Lighting for Runway with Displaced Threshold.

5. Threshold/Runway End lights (number on each side)
a. 3 (minimum) - non-instrumented operation
b. 4 (minimum) - instrumented operation

6. Start measurement of 2000 feet of yellow caution lights from end

of runway pavement.

125
Appendix 1
AC 150/5340-30E
126
Takeoff Start
Appendix 1

Stopway End (None)

End of Usable Pavement

AC 150/5340-30E

Landing Threshold

ASDA Stop End

Figure 9.
LDA Stop End

G UNI

R R Y G Y

W
W R W R
R R R
W

R B R Y G Y

B G UNI

NOTES:
1. All runway markings, including Displaced Threshold area, are white. 7. Start measurement of runway centerline lights from end of runway
All taxiways, blast pads, stopways, and unusable pavement pavement.
markings are yellow.
8. Start measurement of Distance to Go Signs from end of runway
2. Full runway safety and/or Object Free Areas available beyond pavement.
ASDA/LDA, but not beyond runway end.
9. Zero Distance Remaining Sign is not required.
3. Displaced Threshold established to provide full runway safety
B B and/or object free areas prior to threshold.

4. No Stopway available.

Lighting for Runway with Displaced Threshold/Usable Pavement.

5. Threshold/Runway End lights (number on each side)
a. 3 (minimum) - non-instrumented operation
b. 4 (minimum) - instrumented operation

6. Start measurement of 2000 feet of yellow caution lights from end

of runway pavement.
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Takeoff Start

Figure 10.
ASDA Stop End

LDA Stop End

Displaced Threshold

G UNI

R R Y G Y W Y W Y W Y

W R W R
W R W R
W W

R B R Y G Y W Y W Y W Y
B
G UNI

NOTES:
1. All runway markings, including Displaced Threshold area, are 6. No Stopway available.
white. All taxiways, blast pads, stopways, and unusable pavement
B B markings are yellow. 7. Threshold/Runway End lights (number on each side)
a. 3 (minimum) - non-instrumented operation
2. Full runway safety and/or Object Free Areas available beyond b. 4 (minimum) - instrumented operation
ASDA/LSDA, but not beyond runway end.
8. Start measurement of 2000 feet of yellow caution lights from end
3. Displaced Threshold established due to an obstruction in the of runway pavement.
approach area.
9. Start measurement of runway centerline lights from end of runway
4. Threshold displacement provides full runway safety and object pavement.
free areas prior to the threshold.
10. Start measurement of Distance to Go Signs from end of runway
5. Threshold displacement location does not coincide with location pavement.
required to provide full runway safety and object free areas
beyond stop ends of LDA and ASDA for runway 2R. 11. Zero Distance Remaining Sign is not required.

Lighting for Runway with Displaced Threshold not Coinciding with Opposite Runway End.

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Appendix 1
AC 150/5340-30E

R UNI R G
R W Y W Y

Figure 11.
B W Y W Y
R UNI R GR

B B

Lighting for Runway with Stopway.

NOTES:
1. Full runway safety and/or Object Free Areas available beyond 5. All runway markings, including Displaced Threshold area, are
stopway end. white. All taxiways, blast pads, stopways, and unusable pavement
markings are yellow.
2. No Displaced Threshold.
6. Threshold/Runway End lights (number on each side)
3. Stopway with full runway safety and object free areas available a. 3 (minimum) - non-instrumented operation
beyond runway end. b. 4 (minimum) - instrumented operation

4. Distance-To-Go signs are provided and located with respect to 7. If needed to provide visual guidance 360°, red fixtures may be
stop end of LDA/usable pavement. installed on edge lights in the stopway area.
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Takeoff Start Displaced Threshold

G UNI
R UNI
R R Y R Y G Y W Y

Figure 12.
B R Y R Y G Y W Y
R UNI R
B
G UNI

B B

NOTES:

1. Stopway with full runway safety and object free areas available 5. Threshold/Runway End lights (number on each side)
beyond stopway end. a. 3 (minimum) - non-instrumented operation
b. 4 (minimum) - instrumented operation
2. Displaced Threshold established due to an obstruction in the
approach area. 6. If needed to provide visual guidance 360°, red fixtures may be
installed on edge lights in the stopway area.
3. Distance-To-Go signs are provided and located with respect to

Lighting for Runway with Displaced Threshold & Stopway.

stop end of LDA.

4. All runway markings, including Displaced Threshold area, are

white. All taxiways, blast pads, stopways, and unusable pavement
markings are yellow.

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AC 150/5340-30E
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Appendix 1
AC 150/5340-30E

LDA Stop End

Landing Threshold

50' max 200' max

G R

B W Y

Figure 13.
B W Y

G R

Runway with End Taxiway.

NOTES:
1. The pavement preceding the runway threshold is usable
pavement, but is not part of the designated runway.
2. All runway markings, including Displaced Threshold area, are
B B white. All taxiways, blast pads, stopways, and unusable pavement
markings are yellow.
3. Taxiway edge lights are spaced 50 feet apart when pavement
aligned with runway.
4. This configuration for runway aligned taxiway will not be approved
for new construction.
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 09/29/2010

Figure 14.
NOTES:

1. All runway markings, including Displaced Threshold area, are white. All
taxiways, blast pads, stopways, and unusable pavement markings, are yellow.

2. Full runway safety and/or Object Free Areas available beyond ASDA/LDA,
but not beyond runway end.

3. No Displaced Threshold.

4. No Stopway available.

5. Threshold/Runway End lights (number on each side)

a. 3 (minimum) - non-instrumented operation
b. 4 (minimum) - instrumented operation

6. The pavement preceeding the runway threshold is usable taxiway pavement, but
is not part of the designated runway.

Lighting for Runway with End Taxiway and Shortened ASDA.

7. Taxiway edge lights are spaced 50 feet apart when pavement
aligned with runway.

8. This configuration for runway aligned taxiway will not be approved

for new construction.

131
Appendix 1
AC 150/5340-30E
132
Figure 15.
Appendix 1
AC 150/5340-30E

G UNI

G UNI

Runway End.
B B
NOTES:
1. All runway markings, including Displaced Threshold area, are 5. No Stopway available.
white. All taxiways, blast pads, stopways, and unusable pavement
markings are yellow. 6. Threshold/Runway End lights (number on each side)
a. 3 (minimum) - non-instrumented operation
2. Full runway safety and/or Object Free Areas available beyond b. 4 (minimum) - instrumented operation
ASDA/LDA.
7. Taxiway edge lights are spaced 50 feet apart when pavement
3. Displaced Threshold established due to an obstruction in the aligned with runway.
approach area.
8. This configuration for runway aligned taxiway will not be approved
4. Threshold displacement provides full runway safety and object for new construction.
free areas prior to the threshold.

Lighting for Runway with End Taxiway and Displaced Threshold not Coinciding with Opposite
09/29/2010
 09/29/2010

Spacing Calculation (using Table 2-1 in Chapter 2)

Section Length (L) = 196 ft

Figure 16.
No. of Lights (N) = 3
Spacing (S) = L / 2
S = 196 ft / 2
S = 98 ft
Summary
Install 3 edge lights on each side of the
taxiway. The 50 ft end indicators are not
needed because the section is less than
200 ft.

Typical Straight Taxiway Sections (Less Than 200 Feet (61 m)).

133
Appendix 1
AC 150/5340-30E
134
Appendix 1
AC 150/5340-30E

SIDES OF
TAXIWAY
PT

Figure 17.
B

B
B
PT

Spacing of Lights on Curved Taxiway Edges.

NOTES:
1. For radii not listed, determine "Z" spacing by linear interpolation.
2. "Z" is the arc length.
3. Uniformily space lights on curved edges. Do not exceed the
values determined from the above table.
4. On curved edges in excess of 30 degrees arc, do not install less
than three lights including those at the points of tangency (PT).
09/29/2010
 09/29/2010

Figure 18.
Spacing Calculation (using Table 2-1 in Chapter 2)
Section Length (L) = 1200 ft
No. of Lights (N) =(1200 ft / 100 ft) + 1
N = 12 + 1
N = 13
Spacing (S) = L / (N-1)
S = 1200 ft / (13-1)
S = 100

Summary
Install 12 edge lights on single edged
taxiway 100 ft apart, plus the 50 ft end
indicators.

Typical Single Straight Taxiway Edges (More Than 200 Feet (61 m)).

135
Appendix 1
AC 150/5340-30E
136
Appendix 1
AC 150/5340-30E

Figure 19.
Spacing Calculation (using Table 2-1 in Chapter 2)
Section Length (L) = 192 ft
No. of Lights (N) = (L / max + 1)
N = 3.84 + 1
N = 5 ( 4.84 rounded up)
Spacing (S) = L / (N-1)
S = 192 ft / 4
S = 48 ft

Summary
Install 4 edge lights on single taxiway edge.

Typical Single Straight Taxiway Edges (Less Than 200 Feet (61 m)).
09/29/2010
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Figure 20.
Typical Edge Lighting Configuration.
NOTES
1. Taxiway edge light spacing on long straight taxiway sections
must not exceed 200 feet.
2. Taxiway Light spacing on curved sections must be as shown
on figure 17.
3. Taxiway edge light spacing on short sections is shown on
figures 10, 11, and 16.
4. Taxiway edge lights are blue. Runway edge lights are white
or yellow as specified in paragraph 2.1.2(a) of this AC.

137
Appendix 1
AC 150/5340-30E
138
Appendix 1

Figure 21.
B
AC 150/5340-30E

Taxiway
PT

B B
PT
PT
RUNWAY

PT

B PT B
PT

“On”).
B B

Taxiway
Notes:
1. When taxiway lights are installed on portions of a runway
used as a taxiway, the taxiway lights and the runway
lights are never permitted to be on at the same time.
2. Taxiway centerline lighting is preferred over taxiway edge
lighting for portions of runways used as taxiways. See
Chapter 4 for details on taxiway centerline lighting
systems.

3. Taxiway edge lights are blue. Runway edge lights are

white or yellow as specified in paragraph 2.1.2(a) of this
AC.

Typical Edge Lighting for Portions of Runways Used as Taxiway (When Taxiway Lights Are
09/29/2010
 09/29/2010

Figure 22.
B

Taxiway
PT
B B
W W
PT
PT
RUNWAY

PT W
B B
W PT W
PT

“On”).
B B

Taxiway
Notes:
1. When taxiway lights are installed on portions of a runway
used as a taxiway, the taxiway lights and the runway
lights are never permitted to be on at the same time.
2. Taxiway centerline lighting is preferred over taxiway edge
lighting for portions of runways used as taxiways. See
Chapter 4 for details on taxiway centerline lighting
systems.

3. Taxiway edge lights are blue. Runway edge lights are

white or yellow as specified in paragraph 2.2.a(1) of this
AC.

Typical Edge Lighting for Portions of Runways Used as Taxiway (When Runway Lights Are

139
Appendix 1
AC 150/5340-30E
140
Appendix 1
AC 150/5340-30E

NUMBER TAG NUMBER TAG

14" (typ) 14" (typ)

FRANGIBLE COUPLING
AND DISCONNECT PLUG FRANGIBLE COUPLING
AND DISCONNECT PLUG

L-867 BASE
12"

Figure 23.
4" CONCRETE BACKFILL (typ)

10" (min)
L-823 CONNECTOR Sand

18" (min)
30" 30" ANGLE IRON STAKE
2" CONDUIT
30"

L-830
1/C, 5KV,
L-824 CABLE
6" MIN SAND BACKFILL
1/C, #8, 5KV , L-824 CONCRETE ANCHOR
CABLE RECOMMENDED 6"x6"x12"
See Note 3

Light Fixture Wiring.

6"

BASE MOUNTED, SERIES CIRCUIT

STAKE MOUNTED, SERIES CIRCUIT

Notes:
1. Provide at least 2 ft of slack in each primary cable for
connections.
2. The standard height is 14 inches. If needed, the
fixtures may be installed higher as shown in figure 106.
3. For stake mounting, encase the transformer,
connectors and cable slack in sand.
4. Breaking-point frangible coupling should be located 3
inches max above grade.
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Appendix 1

Figure 24. Typical Wiring Diagram Utilizing L-828 Step-type Regulator with External Remote Primary Oil
Switch.

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Appendix 1

Figure 25. Typical Wiring Diagram Utilizing L-828 Step-type Regulator with Internal Control Power and
Primary Oil Switch.

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Appendix 1

Figure 26. Typical Basic 120 Volt AC Remote Control System.

143
AC 150/5340-30E 09/29/2010
Appendix 1

Figure 27. Alternative 120 Volt AC Remote Control System.

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Appendix 1

Figure 28. Typical 120 Volt AC Remote Control System with L-847 Circuit Selector Switch.

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AC 150/5340-30E 09/29/2010
Appendix 1

Figure 29. Typical 48 VDC Remote Control System with 5-Step Regulator and L-841 Relay Panel.

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Appendix 1

Figure 30. Typical 48 VDC Remote Control System with 3-Step Regulator and L-841 Relay Panel.

147
148
Appendix 1
AC 150/5340-30E

3 2 3
3.4 34
3.2 32 2

2X
3.0 30

62 X
1

Figure 31.
11
.1 6
2.8 28

0.25
=0
2.6 26

Y=
2.4 24
2.2 22 Y = 0.2967 X
2.0 1 #8 WIRE, 6.6 AMPERE 20
PRIMARY CURRENT Y = 0.2767 X
1.8 18
1.6 2 #6 WIRE, 20.0 AMPERE 16 Y = 0.25 X
PRIMARY CURRENT
1.4 14
1.2 #8 WIRE, 20.0 AMPERE 12
3 #8 WIRE, 6.6 AMPERE
PRIMARY CURRENT 1

Y = LOAD IN KILOWATTS (KW)

Y = LOAD IN KILOWATTS (KW)

1.0 10 PRIMARY CURRENT

0.8 1 8 #6 WIRE, 20.0 AMPERE

2
0.6 6 PRIMARY CURRENT
9X
Y= 0.027
0.4 4 3 #8 WIRE, 20.0 AMPERE
PRIMARY CURRENT
0.2 2
0.0 0
0 2 4 6 8 10 12 14 16 18 20 22 24 26 0 10 20 30 40 50 60 70 80 90 100 110 120

X = FEEDER CABLE IN 1000’ LENGTHS X = NUMBER OF LIGHT FIXTURES

Using curves to determine total Kilowatt Load

Step 1 Step 2 Step 3
Find the length of the feeder cable: Use Curve B to determine KW needed for Total KW load for the circuit equals the
= Runway/Taxiway Length x 2 the number of fixtures in the circuit. sum of the KW loads from step 1 (curve A)
and step 2 (curve B).
Use Curve A to determine the KW needed

Curves for Estimating Loads in High Intensity Series Circuits.

for feeder cable.

Typical Guidance only. Consideration must be given for wattage of lamps.

09/29/2010
 09/29/2010

Figure 32.
6 Using curves to determine total Kilowatt Load

I TS
5 UN
T S
1. Computations based on actual circuit load tests.
AT NIT
4 4 5W TU
T 2. In Curve A find kilowatt load (KW) for the total number of
WA
30
3 fixtures, using the applicable lines (i.e. 45 watt or 30
watt).
2 3. Basis for computing unit loads in Curve A:

Y = LOAD IN KILOWATTS (KW)

30/45 watt transformer with 45 watt lamp 54.7 watts
1
Cable loss, lamp tolerance, etc. 10.3 watts
0
0 10 20 30 40 50 60 70 80 90 100 110 120 Total estimated load per 45 watt unit 65.0 watts
X = NUMBER OF LIGHT FIXTURES
30/45 watt transformer with 30 watt lamp 40.4 watts
Cable loss, lamp tolerance, etc. 9.6 watts

0.5 Total estimated load per 30 watt unit 50.0 watts

0.4 4. Basis for computing load per 1000 ft of No. 8 AWG cable
in Curve B:
0.3
A) I2R = (6.6A)2 x 0.6405 ohms/1,000 ft = 27.9 watts/1000 ft
(6.6
0.2 BLE
A WG CA
No. 8 5. Total KW load per circuit equal the sum of the KW loads
0.1 from curve A and curve B.

0.0

Y = LOAD IN KILOWATTS (KW)

0 1 2 3 4 5 6 7 8 9 10 11 12

X = FEEDER CABLE IN 1,000’ LENGTHS

Curves for Estimating Loads in Medium Intensity Series Circuits.

149
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AC 150/5340-30E
AC 150/5340-30E 09/29/2010
Appendix 1

Figure 33. Runway Centerline Lighting Layout.

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Appendix 1

Figure 34. Touchdown Zone Lighting Layout.

151
152
Figure 35.
Appendix 1
AC 150/5340-30E

FLANGE RING
SPACER RING
(IF NEEDED FOR
PROPER ELEVATION) L-852 LIGHTING FIXTURE
MUD DAM
(OPTIONAL)

STEEL REINFORCING
CAGE #4 BARS
CONCRETE
VARIES

BASE AND
OR SUBBASE
VARIES

FLEXIBLE CONDUIT
4" (102 mm) SUBGRADE
RIGID CONDUIT VARIES

Notes:
1. Flexible conduit may be connected to the base either
through a hub or grommet.

Section Through Non-adjustable Base and Anchor, Base and Conduit System, Rigid Pavement.
09/29/2010
 09/29/2010

Figure 36.
L-850, Light Fixture
Item P-605 Type III
Flange Ring
Compatible with Asphalt

Spacer Ring Item P-606 Compatible

(If needed) with Asphalt

1/8"
(3 mm) ASPHALT
Mud Dam Top Section VARIES
(Optional) L-868 Base

12"MIN.
Bottom Section BASE AND/OR
L-868 Base SUBBASE
VARIES

Pavement.
6"(152 mm) Min.
SUBGRADE
Rigid VARIES
Conduit Flexible Conduit
Concrete Anchor

Notes:
1. Flexible conduit may be connected to the base either
through a hub or grommet.

Section Through Non-adjustable Base and Anchor, Base and Conduit System, Flexible

153
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AC 150/5340-30E
AC 150/5340-30E 09/29/2010
Appendix 1

Figure 37. Runway Centerline Light – Shallow Base & Conduit Installation.

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Appendix 1

Figure 38. Saw Kerf Wireway Details.

155
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Appendix 1

Figure 39. Saw Kerf Orientation Details – R/W Centerline and TDZ Lights.

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Appendix 1

Figure 40. Transformer Housing Installation Details Inset Type Lighting Fixtures.

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Appendix 1

Figure 41. Typical Equipment Layout, Inset Type Lighting Fixtures.

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Appendix 1

Figure 42. Junction Box for Inset Fixture Installation.

159
160
150'
RUNWAY 150' X 6000'

Figure 43.
Appendix 1

150'
SEE DETAIL C
9'
AC 150/5340-30E

45

400'
SEE DETAIL A SEE DETAIL B
@ 81.3'
4 EQ SP

@ 83.3'
3 EQ SP

@ 83.3'
3 EQ SP
TAXIWAY 75' X 6000'
195'

195' 195' 195' 195' 195'

37.5' 195' 195' 195'
21 SP @ 97.26' 9 SP @ 93.3' 11 SP @ 98.2' 20 SP @ 98.1' 37.5'

2080' 2920' 4000' 6000'

5'

5'
2'
2' MINIMUM TAXIWAY CL

DETAIL A DETAIL B DETAIL C

LEGEND NOTES

spacing for operations above 1,200 feet (365 m) RVR).

B Y L-852A UNIDIRECTIONAL BLANK-YELLOW 1. SEE PARAGRAPH 4.7 FOR INFORMATION ON CLEARANCE BARS AND L-852E TAXIWAY INTERSECTION LIGHTS.

G G L-852A BIDIRECTIONAL GREEN-GREEN 2. CLEARANCE BARS ON EXIT TAXIWAYS MAY BE OMITTED IN ACCORDANCE WITH PARAGRAPH 4.7.a(3).

B G L-852B UNIDIRECTIONAL BLANK-GREEN 3. CLEARANCE BARS ARE LOCATED IN RELATION TO THE AIRPLANE DESIGN GROUP FOR WHICH THE TAXIWAY
IS DESIGNED. THEY ARE INSTALLED 2 FEET FURTHER FROM THE INTERSECTUION THAN THE DISTANCE
G G L-852B BIDIRECTIONAL GREEN-GREEN SPECIFIED IN AC 150/5340-1, FOR TAXIWAY INTERSECTION MARKINGS, SEE FIGURE 52.

Y L-852E OMNIDIRECTIONAL YELLOW 4. THE METRIC EQUIVALENT (IN METERS) MAY BE FOUND BY DIVIDING FEET BY 3.281.

Typical Taxiway Centerline Lighting Configuration for Non-Standard Fillets (Centerline light
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Appendix 1

Figure 44. Color-Coding of Exit Taxiway Centerline Lights.

161
162
PT
G
IN
Appendix 1

K
M AR
CL
AY
AC 150/5340-30E

XIW
TA
SEE DETAIL A

Figure 45.
200 [60]
30°
PC
RUNWAY CL MARKING

ACUTE-ANGLED EXIT TAXIWAY (TYPICAL)

NOTES:
2.5 [.08]
TAXIWAY CL LIGHT
1. DIMENSIONS ARE EXPRESSED AS FEET [METERS].

2. THE TAXIWAY CENTERLINE "LEAD OFF" LIGHTS SHOULD

TAXIWAY CL MARKING BE INSTALLED ON THE RUNWAY EXIT SIDE OF THE
TAXIWAY CENTERLINE MARKING AT 50 [15] SPACING.
3 [0.9]
3. THE TAXIWAY CENTERLINE "LEAD OFF" LIGHTS ARE
INSTALLED IN RELATION TO THE CURVE DESIGNATED AS
RUNWAY CL MARKING THE TRUE CENTERLINE OF THE TAXIWAY PATH.

4. THE ORIENTATION OF THE LIGHT BEAMS SHALL BE AS

SPECIFIED IN PARAGRAPH 4.3.i.

Taxiway Centerline Lighting Configuration for Acute-Angled Exits.

RUNWAY CL LIGHT
2.5 [.08]

DETAIL A
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Appendix 1

Figure 46. Controlled Stop Bar Design and Operation – “GO” Configuration.

163
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Appendix 1

Figure 47. Typical Taxiway Centerline Lighting Configuration for Standard Fillets (Centerline light spacing
for operations above 1,200 feet (365 m) RVR).

164
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Appendix 1

Figure 48. Taxiway Centerline Light Beam Orientation.

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AC 150/5340-30E 09/29/2010
Appendix 1

2'-0"
[0.61M] MAXIMUM

2'-2"
[0.61M ±5cm
5 PLACES

9'-10" ±2"
[3M ±5cm]
5 PLACES

LEGEND
TAXIWAY CENTERLINE

IN-PAVEMENT RGL FIXTURE

Figure 49. In-Pavement Runway Guard Light Configuration.

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Appendix 1

Figure 50. Elevated RGL and Stop Bar Configuration.

167
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Appendix 1

Figure 51. Typical Light Beam Orientation for In-Pavement RGLs and Stop Bars.

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Appendix 1

Figure 52. Clearance Bar Configuration at a Low Visibility Hold Point.

169
AC 150/5340-30E 09/29/2010
Appendix 1

Figure 53. Curves for Estimating Primary Load for Taxiway Centerline Lighting Systems.

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Appendix 1

Figure 54. Typical Elevated RGL Installation Details.

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Appendix 1

Figure 55. Typical In-Pavement RGL External Wiring Diagram – Power Line Carrier Communication, One
Light Per Remote.

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Appendix 1

Figure 56. Typical In-Pavement RGL External Wiring Diagram – Power Line Carrier Communication,
Multiple Lights per Remote.

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Appendix 1

Figure 57. Typical In-Pavement RGL External Wiring Diagram – Dedicated Communication Link.

174
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Appendix 1

Figure 58. In-Pavement RGL Alarm Signal Connection.

175
AC 150/5340-30E 09/29/2010
Appendix 1

Figure 59. Controlled Stop Bar Design and Operation – “STOP” Configuration.

176
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Appendix 1

Figure 60. Controlled Stop Bar Design and Operation – Intermediate Configuration.

177
AC 150/5340-30E 09/29/2010
Appendix 1

Figure 61. Controlled Stop Bar Design and Operation – “STOP” Configuration for A/C 2.

178
09/29/2010 AC 150/5340-30E
Appendix 1

RUNWAY
C
L

SEE
AC 150/5340-1

+ 3 FT
2 FT
LANDING - 0 FT
DIRECTION
[61cm+ 91 cm ]
- 0 cm

.5 RW ±.01 RW
DEFINED RUNWAY WIDTH (RW)

MEASURE TOLERANCE AT THIS EDGE

SLOPE

PARTIAL CROSS-SECTION OF RUNWAY AT LAND AND HOLD SHORT LIGHTS

NOTES:

1. THE LIGHT FIXTURES ARE UNIFORMLY SPACED (WITHIN A TOLERANCE OF ± 2 IN. [5 cm] BETWEEN THE
OUTBOARD LIGHT FIXTURES.

2. THE LIGHTING SYSTEM IS SYMMETRICAL ABOUT THE RUNWAY CENTERLINE FOR 6-LIGHT SYSTEMS.
7-LIGHT SYSTEMS ARE SYMMETRICAL ABOUT THE CENTER LIGHT FIXTURE, WHICH IS LOCATED IN
ACCORDANCE WITH THE CRITERIA FOR RUNWAY CENTERLINE, SEE CHAPTER 3.

3. SEE PARAGRAPH 5.5.B FOR LATERAL SPACING OF 7-LIGHT SYSTEMS.

4. SEE PARAGRAPH 11.1 FOR FIXTURE ALIGNMENT.

Figure 62. Typical Layout for Land and Hold Short Lights.

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AC 150/5340-30E 09/29/2010
Appendix 1

Figure 63. Typical Wireway Installation Details for Land & Hold Short Lights.

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Appendix 1

Figure 64. Sawing & Drilling Details for In-pavement Land & Hold Short Lights.

181
AC 150/5340-30E 09/29/2010
Appendix 1

Figure 65. Typical Block Diagram for Land & Hold Short Lighting System.

182
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Appendix 1

Figure 66. Typical Curve for Determining Maximum Separation Between Vault and Control Panel with 120
Volt AC Control.

183
AC 150/5340-30E 09/29/2010
Appendix 1

Figure 67. Beacon Dimensions and Wiring Diagram.

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09/29/2010 AC 150/5340-30E
Appendix 1
COPPER-WIRE, AMERICAN WIRE GAUGE B&S
B&S OHMS PER AREA DIAMETER APPROXIMATE
GAUGE 1 000 FEET CIRCULAR IN MILS POUNDS PER
NO. 25°C., 77°F. MILS AT 20°C. 1,000 FEET (305 m)
2 0.1593 66,370 257.6 201
4 0.2523 41,740 204.3 126
6 0.4028 26,250 162.0 79
8 0.6405 16,510 128.5 50
10 1.018 10,380 101.9 31
12 1.619 6,530 80.81 20

Calculations

1. To determine the AWG size wire necessary for a specific connected load to maintain the proper voltage
E
for each miscellaneous lighting visual aid, use the above table and Ohms Law I as follows:
R
a. Example. What size wire will be necessary in a circuit of 120 volt AC to maintain a 2 percent voltage
drop with the following connected load which is separated 500 feet from the power supply?

(1) Lighted Wind Tee Load - 30 lamps, 25 watts each = 750 watts.

watts 750
(2) The total operating current for the wind tee is I   6.25 amperes .
volts 120
(3) Permissible voltage drop for homerun wire is 120 volts x 2% = 2.4 volts.

(4) Maximum resistance of homerun wires with a separation of 500 feet (1,000 feet (305 m) of wire
E 2.4 volts
used) to maintain not more than 2.4 volts drop is R   0.384 ohms per
I 6.25 amperes
1,000 feet (305 m) of wire.

(5) From the above table, obtain the wire size having a resistance per 1,000 feet (305 m) of wire
that does not exceed 0.384 ohms per 1,000 feet (305 m) of wire. The wire size that meets
this requirement is No. 4 AWG wire with a resistance of 0.2523 ohms per 1,000 feet (305
m) of wire.

(6) By using No. 4 AWG wire in this circuit, the voltage drop is E=IR=6.25-amperes x 0.2523
ohms=1.58 volts which is less than the permissible voltage drop of 2.4 volts.

2. Where it has been determined that it will require an extra large size wire for homeruns to compensate
for voltage drop in a 120 volt AC power supply, one of the following methods should be considered.

a. A 120/240 volt AC power supply.

b. A booster transformer, in either a 120 volt AC or 120/240 volt AC power supply, if it has been
determined its use will be more economical.

Figure 68. Calculations for Determining Wire Size.

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AC 150/5340-30E 09/29/2010
Appendix 1

Figure 69. Typical Automatic Control.

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Appendix 1

Figure 70. 120 Volt AC and 48 Volt DC Remote Control.

187
AC 150/5340-30E 09/29/2010
Appendix 1

Figure 71. Typical Structural Beacon Tower.

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Appendix 1
L-802A AIRPORT ROTATING BEACON

OPTIONAL 8' LONG

LIGHTNING RODS (3)

7' Ø BEACON BASKET CLIMBER SAFETY DEVICE (TOP)

52'-'6"
NOMINAL BEACON
MOUNTING HEIGHT

51'-0"
NOMINAL 7'-6" APPROX
WHITE STRIPE
7'-6" APPROX
ORANGE STRIPE

CLIMBING RUNGS
BEACON POLE PAINTING DETAIL
(ITEMS NOT SHOWN
CLIMBER SAFETY OMITTED FOR CLARITY)
DEVICE (BOTTOM)

24"

12" HANDHOLE 18" ABOVE

BASE PLATE ANOTHER AT
25' ABOVE BASE PLATE LEVEL
BEACON POLE FOUNDATION

Figure 72. Typical Tubular Steel Beacon Tower.

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Appendix 1

L-802A AIRPORT ROTATING BEACON

OPTIONAL 8' LONG

LIGHTNING ROD

BEACON MOUNTING PLATE

HANDHOLE

HANDHOLE
55'-0"
NOMINAL BEACON BEACON POLE
MOUNTING HEIGHT HINGE LOCATION

7'-10" APPROX
WHITE STRIPE

7'-10" APPROX
ORANGE STRIPE

BEACON POLE PAINTING DETAIL

(ITEMS NOT SHOWN
OMITTED FOR CLARITY)

HAND POWERED WINCH

WITH REMOVABLE
HAND CRANK (HIDDEN)
BEACON POLE
FOUNDATION

Figure 72a. Typical Airport Beacon Tip-Down Pole.

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Appendix 1

Figure 73. Typical Pre-fabricated Beacon Tower Structure.

191
AC 150/5340-30E 09/29/2010
Appendix 1

OBJECT FREE AREA (OFA)

RUNWAY SAFETY AREA (RSA)

SUPPLEMENTAL WIND CONE CANNOT BE INSTALLED WITHIN THE RSA.

SUPPLEMENTAL WIND CONE CANNOT BE INSTALLED WITHIN THE OFA UNLESS THERE IS
OPERATIONAL NEED. DOCUMENTATION MUST BE PROVIDED TO EXPLAIN REASON FOR
LOCATION. MUST BE MOUNTED ON FRANGIBLE STRUCTURE.

PREFERRED WIND CONE LOCATION OUTSIDE OF OFA.

1,000 FT [305 M]
NOTES:

1. THE PREFERRED LOCATION FOR THE SUPPLEMENTAL WIND CONE LOCATION IS BETWEEN 0 AND 1,000 FT FROM THE RUNWAY END.

2. SEE AC 150/5300-13 FOR DETAILED INFORMATION ABOUT THE LENGTH AND WIDTH OF THE RSA AND OFA - DIMENSIONS OF BOTH
AREAS ARE DEPENDENT UPON THE AIRPLANE DESIGN GROUP AND AIRCRAFT APPROACH CATEGORY.

3. THE OBSTACLE FREE ZONE (OFZ) IS NOT SHOWN. SEE AC 150/5300-13 FOR DETAILED INFORMATION. THE SUPPLEMENTAL WIND
CONE MUST NOT PENETRATE THE OFZ.

Figure 74. Typical Location of Supplemental Wind Cone.

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Appendix 1

Figure 75. Externally Lighted Wind Cone Assembly (Frangible).

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Appendix 1

RUNWAY CL

10' 10'

10' MAX
RUNWAY THRESHOLD

200' +100'
-0'

10' +1'
-0'

1000' +100'
-0'

1400' +100'
-0'
7 CENTERLINE
BARS @
200'±20'
SPACING
28' 28'

10'

SYMBOLS:

STEADY BURNING LIGHT, GREEN STEADY BURNING LIGHT, WHITE SEQUENCED FLASHING LIGHT
(FOR MALSF ONLY)

NOTES:

1. THE OPTIMUM LOCATION OF THE APPROACH LIGHTS IS IN A HORIZONTAL PLANE AT RUNWAY END ELEVATION. PROVIDE AT LEAST
THREE CONSECUTIVE LIGHT BAR STATIONS IN A SLOPING SEGMENT OF THE SYSTEM. THE SLOPING SEGMENT MAY START AT THE
FIRST LIGHT BAR AND EXTEND TO THE END OF THE SYSTEM OR MAY BE PRECEDED BY A HORIZONTAL SEGMENT OR FOLLOWED BY
EITHER A HORIZONTAL OR NEGATIVE SLOPING SEGMENT.

2. A MAXIMUM 2 PERCENT UPWARD LONGITUDINAL SLOPE TOLERANCE MAY BE USED TO RAISE THE LIGHT PATTERN ABOVE OBJECTS
WITHIN ITS AREA.

3. A MAXIMUM 1 PERCENT DOWNWARD LONGITUDINAL SLOPE TOLERANCE MAY BE USED TO REDUCE THE HEIGHT OF SUPPORTING
STRUCTURES.

4. ALL STEADY BURNING AND FLASHING LIGHTS ARE AIMED WITH THEIR BEAM AXES PARALLEL TO THE RUNWAY CENTERLINE AND
INTERCEPTING AN ASSUMED 3° GLIDE SLOPE (INTERCEPTING THE RUNWAY 1000 FEET FROM THE LANDING THRESHOLD) AT A
HORIZONTAL DISTANCE OF 1600 FEET IN ADVANCE OF THE LIGHT.

5. ALL OBSTRUCTIONS AS DETERMINED BY APPLICABLE CRITERIA (14CFR PART 77) FOR DETERMINING OBSTRUCTIONS TO AIR
NAVIGATION ARE LIGHTED AND MARKED AS REQUIRED.

6. INTENSITY CONTROL IS PROVIDED FOR THE STEADY BURNING LIGHTS.

7. THE THREE FLASHING LIGHTS FLASH IN SEQUENCE.

8. THE MINIMUM LAND REQUIREMENTS FOR MALSF IS AN AREA 1600' IN LENGTH BY 400' WIDE.

9. PROVIDE A CLEAR LINE OF SIGHT TO ALL LIGHTS OF THE SYSTEM FROM ANY POINT ON A SURFACE 1/2° BELOW A 3° GLIDE PATH,
INTERSECTING THE RUNWAY 1000' FROM THE LANDING THRESHOLD.

10. THRESHOLD LIGHTS ARE UNIDIRECTIONAL FACING APPROACH.

Figure 76. Typical Layout for MALSF.

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Appendix 1

RUNWAY CL

100'
+35' SEE NOTE 2
40'
-0'

RUNWAY THRESHOLD
REIL REIL

EXISTING RUNWAY THRESHOLD LIGHTS

15°
PARALLEL TO
RUNWAY CENTERLINE 30'
SEE NOTE 2

NOTES SYMBOL:

1. THE OPTIMUM LOCATION FOR EACH LIGHT UNIT IS IN LINE STEADY BURNING LIGHT, RED
WITH THE RUNWAY THRESHOLD AT 40 FT FROM THE RUNWAY
EDGE. STEADY BURNING LIGHT, GREEN

2. A 100 FT UPWIND AND A 30 FT DOWNWIND LONGITUDINAL

TOLERANCE IS PERMITTED FROM THE RUNWAY THRESHOLD
IN LOCATING THE LIGHT UNITS.

3. THE LIGHT UNITS SHALL BE EQUALLY SPACED FROM THE

RUNWAY CENTERLINE. WHEN ADJUSTMENTS ARE
NECESSARY THE DIFFERENCE IN THE DISTANCE OF THE
UNITS FROM THE RUNWAY CENTERLINE SHALL NOT EXCEED
10 FT.

4. THE BEAM CENTERLINE (AIMING ANGLE) OF EACH LIGHT

UNIT IS AIMED 15 DEGREES OUTWARD FROM A LINE PARALLEL
TO THE RUNWAY CENTERLINE AND INCLINED AT AN ANGLE 10
DEGREES ABOVE THE HORIZONTAL. IF ANGLE ADJUSTMENTS
ARE NECESSARY, PROVIDE AN OPTICAL BAFFLE AND CHANGE
THE ANGLES TO 10 DEGREES HORIZONTAL AND 20 DEGREES
VERTICAL.

5. LOCATE THE ADL EQUIPMENT A MINIMUM DISTANCE OF 40

FT FROM OTHER RUNWAYS AND TAXIWAYS.

6. IF REILS ARE USED WITH VASI, INSTALL REILS AT 75 FT FROM

THE RUNWAY EDGE. WHEN INSTALLED WITH OTHER GLIDE
SLOPE INDICATORS REILS SHALL BE INSTALLED AT 40 FT FROM
THE RUNWAY EDGE UNLESS THERE ARE CONCERNS WITH JET
BLAST AND WING VORTICES. SEE FAA ORDER JO 6850.2B FOR
ADDITIONAL INFORMATION.

7. THE ELEVATION OF BOTH UNITS SHALL BE WITHIN 3 FT OF

THE HORIZONTAL PLANE THROUGH THE RUNWAY
CENTERLINE.

Figure 77. Typical Layout for REIL.

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Appendix 1

ODAL LIGHTS 6A AND 6B ARE IN LINE

WITH RUNWAY THRESHOLD
EXISTING RUNWAY
EDGE LIGHTING SYTEM
6B 6A

+35'
150' 40'
-0'
300 ±25'

300 ±25'
OMNIDIRECTIONAL STROBE LIGHT
(OPTICAL HEAD AND POWER SUPPLY UNIT)
TYPICAL FOR UNITS 1, 2, 4, 5, 6A AND 6B
4

STROBE NUMBER 3 OPTICAL HEAD

300 ±25' (POWER SUPPLY REMOTELY INSTALLED)

3
1,200 ±100'

REMOTE LOCATION (OPTIONAL) FOR

300 ±25' POWER SUPPLY UNIT OF STROBE NUMBER 3

150' MAXIMUM

300 ±25' AS REQUIRED

CL
RUNWAY TYPICAL LOCATION OF SYSTEM
EXTENDED POWER AND CONTROL UNIT

Figure 78. Typical ODALS Layout.

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Appendix 1
DISTANCE FROM THRESHOLD CHOSEN
TO GIVE CORRECT TCH AND OCS

10°

10°
+10 PAPI
50 FEET
-0 (4 OR 2 LIGHT 4 MILE RADIUS
UNITS)

20 TO 30 FEET

300 FEET OBSTACLE CLEARANCE LOWEST ON-COURSE

SURFACE (OCS) AIMING ANGLE*
BEGINS*
OBSTACLE CLEARANCE
SURFACE (OCS)*

THRESHOLD CROSSING HEIGHT

(TCH) TABLE 1.

PAPI OCS ANGLE = LOWEST ON-COURSE AIMING ANGLE - 1 DEGREE

NOTES:

1. THE VISUAL GLIDE PATH ANGLE IS THE CENTER OF THE ON-COURSE ZONE, AND IS A NOMINAL 3 DEGREES WHEN MEASURED
FROM THE HORIZONTAL SURFACE OF THE RUNWAY.

A. FOR NON-JET RUNWAYS, THE GLIDE PATH MAY BE RAISED TO 4 DEGREES MAXIMUM TO PROVIDE OBSTACLE CLEARANCE.

B. IF THE PAPI GLIDE PATH IS CHANGED TO A HIGHER ANGLE FROM THE NOMINAL 3 DEGREES, IT MUST BE COMMUNICATED
IN A NOTICE TO AIRMAN (NOTAM) AND PUBLISHED IN THE AIRPORT FACILITY DIRECTORY.

2. PAPI OBSTACLE CLEARANCE SURFACE (OCS).

A. THE PAPI OCS PROVIDES THE PILOT WITH A MINIMUM APPROACH CLEARANCE.

B. THE PAPI MUST BE POSITIONED AND AIMED SO NO OBSTACLES PENETRATE ITS SURFACE.
(1) THE OCS BEGINS 300 FEET [90M] IN FRONT OF THE PAPI SYSTEM.
(2) THE OCS IS PROJECTED INTO THE APPROACH ZONE ONE DEGREE LESS THEN AIMING ANGLE OF THE THIRD LIGHT
UNIT FROM THE RUNWAY FOR AN L-880 SYSTEM, OR THE OUTSIDE LIGHT UNIT FOR AN L-881 SYSTEM.

Figure 79. PAPI Obstacle Clearance Surface.

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(1) Above correct glide path (1) Above the correct glide path:
All lamps white. 2 white lamps.

10 10

(2) Slightly above correct glide path.

3 white, 1 red.

10

(3) On the correct glide path. (2) On the correct glide path:
Two white, two 1 white, 1 red.
red.
10
10

(4) Slightly below the correct glide path.

1 white, 3 red.

10

(5) Below the correct glide path: (3) Below the correct glide path:
All red. Two red lamps.

10 10

Type L-880 Type L-881

NOTE: The PAPI is a system of either four or two identical light units placed on the left of the runway in a line perpendicular to
the centerline. The boxes are positioned and aimed to produce the visual signal shown above.

Figure 80. PAPI Signal Presentation.

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Appendix 1
R H
E O AT
d =
TCH + e
N GL CH P
tan  A OA
IN G P R
A IM L A P
UA
V IS
RRP
ID E A L R R P


TC H
S
RUNW
AY
e R E F E R E N C E P LA N E

d T

D1

S iting station displaced tow ard threshold

R H
E O AT
GL H P
AN O AC
IN G P R
A IM L A P
TCH A
d = V IS U
tan  - S
ID E A L R R P

RRP
TC H

 R E F E R E N C E P LA N E

Y
e R UNW A

T
S
D1

S iting station displaced from threshold

S Y M B O LS :

D 1 = ideal (zero gradient) distance from threshold

R W Y = runw ay longitudinal gradient

T C H = threshold crossing height

T = threshold

e = elevation difference betw een threshold and R R P

R R P = runw ay reference point (w here aim ing angle or

visual approach path intersects runw ay profile)

d = adjusted distance from threshold

 = aim ing angle

S = percent slope of runw ay = e/d

(S is used in decim al form in the equations)

Figure 81. Correction for Runway Longitudinal Gradient.

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Figure 82. General Wiring Diagram for MALSF with 120 Volt AC Remote Control.

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Figure 83. Typical Wiring Diagram for MALSF Controlled from Runway Lighting Circuit.

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RUNWAY CL

6.6 AMPERE
RUNWAY SERIES
LIGHTING CIRCUIT RUNWAY THRESHOLD
LIGHTS

ISOLATING 200'
TRANSFORMER

3-I/C 2-I/C WIRES FOR PHOTOELECTRIC,

POWER SUPPLY AUTOMATIC, OR MECHANICAL
120/240 VAC CONTROL FOR HIGH-LOW
200'
INTENSITY SETTING OF MALS 2-I/C WIRES

1000'
200' SEE
2-I/C WIRES NOTE 12
ON/OFF CONTROL FROM
SERIES LIGHTING CIRCUIT

2-I/C WIRES
MALS CIRCUIT NO. 2 200' 1400'
2-I/C WIRES
2-I/C WIRES
MALS CIRCUIT NO. 1

FIELD POWER AND 2-I/C WIRES

CONTROL STATION MALS CIRCUIT NO. 3 200'
SEE NOTE 12

2-I/C WIRES
MALS CIRCUIT NO. 4

2-I/C WIRES
MALS CIRCUIT NO. 6 4-I/C WIRES 200'
SF CIRCUIT
2-I/C WIRES NO. 6
MALS CIRCUIT NO. 5

5-PAR-38 3-I/C WIRES 200'

150 WATT SF CIRCUIT
LAMPS NO. 6

JB
SF

28' 28'

NOTES:
1. THE INSTALLATION CONFORMS TO THE APPLICABLE SECTION OF THE NATIONAL ELECTRICAL CODE AND LOCAL CODES.

2. INSTALL LIGHTING ARRESTERS FOR POWER AND CONTROL LINES AS REQUIRED.

3. WHERE REQUIRED INSTALL A COUNTERPOISE SYSTEM SPECIFIED IN THE PLANS.

4. INSTALL FUSES, CIRCUIT BREAKERS AND CUTOUTS IN ACCORDANCE WITH EQUIPMENT RATINGS.

CALCULATE THE MINIMUM WIRE SIZE TO BE USED BETWEEN THE POWER SUPPLY, MAIN JUNCTION BOX, AND LIGHT BARS FOR EACH INSTALLATION.

5. CONNECT THE FLASHING LIGHTS AND THE STEADY BURNING LIGHTS INTO THE ELECTRICAL CIRCUITS IN ACCORDANCE WITH THE EQUIPMENT
MANUFACTURER'S INSTRUCTIONS.

6. INSTALL THE PREFABRICATED METAL HOUSING AND THE EQUIPMENT ENCLOSURES IN ACCORDANCE WITH APPLICABLE SECTIONS OF ADVISORY
CIRCULAR 150/5370-10 STANDARD SPECIFICATION OF CONSTRUCTION OF AIRPORTS.

7. INSTALL AND CHECK THE UNDERGROUND CABLES IN ACCORDANCE WITH THE APPLICABLE SECTIONS OF ITEM L-108 OF ADVISORY CIRCULAR 150/5370-10
STANDARD SPECIFICATION FOR CONSTRUCTION OF AIRPORTS.

8. GROUND EACH LIGHT BAR AND FLASHING LIGHT AS SPECIFIED IN THE INSTALLATION PLANS.

9. MAINTAIN NOT LESS THAN 114 VOLTS 60 Hz NOR MORE THAN 126 VOLTS 60 Hz AT LIGHTS.

10. A TYPICAL LOCATION FOR THE FIELD POWER AND CONTROL STATIONS IS NEAR THE 1000' CROSS BAR. DO NOT INSTALL THE FIELD POWER AND CONTROL
STATION CLOSER THAN 400' TO THE MALS CENTERLINE BETWEEN STATION 0+00 AND 10+00.

11. ALL JUNCTION BOXES (JB) ARE FURNISHED BY THE INSTALLATION CONTRACTOR.

12. POWER CIRCUITS ARE ASSIGNED NUMBERS 1 THROUGH 6 FOR REFERENCE PURPOSES.

Figure 84. Typical Field Wiring Circuits for MALSF.

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Appendix 1

Figure 85. Typical Installation Details for Frangible MALS Structures – 6 foot (1.8 m) Maximum.

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Figure 86. Typical Wiring for REILs Multiple Operation

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Appendix 1

Figure 87. Typical Wiring for REIL Series Operation

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Appendix 1

Figure 88. FAA L-880 Style B (Constant Current) System Wiring Diagram.

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Appendix 1

Figure 89. FAA L-880 Style A (Constant Voltage) System Wiring Diagram.

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Figure 90. PAPI Light Housing Unit (LHU) Installation Detail.

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Figure 91. Typical Installation Details for Runway End Identifier Lights (REILs).

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Figure 92. Configuration “A” Electrical Power.

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Appendix 1

Figure 93. Typical KVA Input Requirements.

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Figure 94. Typical Wiring Diagram for Configuration “A” Electrical Power.

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Appendix 1

Figure 95. Typical Equipment Layout for Configuration “A” Electrical Power.

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AC 150/5340-30E 09/29/2010
Appendix 1

Figure 96. Configuration “B” Electrical Power.

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Figure 97. Typical Wiring Diagram for Configuration “B” Electrical Power.

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Appendix 1

Figure 98. Typical Wiring Diagram for Configuration “C” Power.

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Appendix 1

Figure 99. Flexible Pavement or Overlay Installation.

217
218
Figure 100.
Appendix 1

Elevation is critical
(see notes) Cover / Spacers (as required)
AC 150/5340-30E

3" (76 mm) (approx.) Alignment Jig

Below Theoretical
Pavement Surface

Anchor Ring (Optional)

Steel Reinforcement Adjustment
Cage #4 Bars Legs
3" MIN. L-868
(76 mm) BASE

VARIES Conduit Opening

Compacted (305 mm)

Subbase 12" MINIMUM
4"
(102 mm)
(152 mm)
6" MINIMUM N.T.S.

Notes:
1. Position the base to permit passage of paving machine
and to accomodate flange ring and fixture.
2. In setting the base elevation, allow for at least 1/2 inch
(13 mm) variation in theoretical pavement surface
elevation plus 1/4 inch (6 mm) additional safety margin.

3. Thicker flange rings or spacer rings may be used for

correcting spacing. However, positioning the base too
high may result in a more costly corrective action.

Use of Alignment Jig, No Reference Edge Available, Non-adjustable Base and Conduit System.
09/29/2010
 09/29/2010

Figure 101.
Elevation is critical
(see notes) Cover / Spacers (as required)
3" (76 mm) (approx.) Alignment Jig
Below Theoretical
Pavement Surface
Existing
Pavement

Anchor Ring (Optional)

Steel Reinforcement
Cage #4 Bars
3" MIN. L-868
(76 mm) BASE

VARIES Conduit Opening

Compacted (305 mm)

Subbase 12" MINIMUM
4"
(102 mm)
(152 mm)
6" MINIMUM N.T.S.

Notes:
1. Position the base to permit passage of paving machine
and to accomodate flange ring and fixture.
2. In setting the base elevation, allow for at least 1/2 inch
(13 mm) variation in theoretical pavement surface
elevation plus 1/4 inch (6 mm) additional safety margin.

3. Thicker flange rings or spacer rings may be used for

correcting spacing. However, positioning the base too

Use of Alignment Jig, Reference Edge Available, Non-adjustable Base and Conduit System.
high may result in a more costly corrective action.

219
Appendix 1
AC 150/5340-30E
AC 150/5340-30E 09/29/2010
Appendix 1

Figure 102. In-pavement Shallow Base Runway Edge End or Threshold Light.

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Appendix 1

Figure 103. In-pavement Shallow Base Runway Centerline or TDZ Light.

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Figure 104. Sawing and Drilling Details for In-Pavement Taxiway Centerline Lights.

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Figure 105. Wiring Details for Direct- and Base-Mounted Taxiway Centerline Lights.

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Figure 106. Typical Transformer Housing and Conduit Installation Details for Taxiway Centerline Lights.

224
 09/29/2010

24"-30"
22"
20"
18"

Figure 107.
16"
14"

Pavement Edge
(or Defined Runway Edge)

5' 6' 7' 8' 9' 10'

In this area the maximum In this area, the fixture height may
fixture height is 14 inches. be increased 2 inches per foot. The
maximum fixture height 10 ft from
the taxiway edge is 30 inches above
2' - 5' [.7 - 1.5 M] grade.
10' [3.0 M]

Adjustment of Edge Light Elevation for High Snowfall Areas.

Notes:
When lights are elevated above 14 in. (standard), a
minimum clearance of 6" (15 cm) must be maintained
between the fixture and any overhanging part of an

225
Appendix 1
AC 150/5340-30E

aircraft.
AC 150/5340-30E 09/29/2010
Appendix 1

1/2' STROKE LETTERS IMPRESSED

3' TYPICAL 1/4' INTO CONCRETE
TYP.

DUCT
4"

SPLICE CABLE
2-3"
NUMBER AND SIZE
OF DUCTS INSTALLED
BENEATH MARKER
24' TYPICAL
ARROW TO INDICATE
DIRECTION OF CABLE RUN
PLAN VIEWS
TYP.
1/4"

NOTES:
MIN.

1. MARKERS SHALL BE PLACED WHERE SHOWN ON PLANS AND

4"

APPENDIX 5-2 ELECTRICAL NOTES, SHEET 9, 6 THROUGH 30.

CONCRETE 2. COST OF CONCRETE MARKERS IS INCIDENTAL TO THE
ASSOCIATED ITEMS OF DUCT OR CABLE.
3. EDGE EXPOSED CONCRETE WITH A 1/4" RADIUS TOOL.
SECTION VIEW 4. WHERE ADDITIONAL SPACE TO FIT THE LEGEND IS REQUIRED,
SOME OF THE FOLLOWING METHODS SHALL BE EMPLOYED:
A. REDUCE LETTER SIZE TO 3" HIGH, 2" WIDE
B. INCREASE THE MARKER SIZE TO 30" X 30" MAX.
C. PROVIDE ADDITIONAL MARKERS PLACED SIDE BY SIDE.

CABLE AND DUCT MARKERS

NOT TO SCALE

Figure 108. Cable and Duct Markers.

226
 10' (REF)

5'
09/29/2010

AIRFIELD LIGHT ASSEMBLY

6" FINISHED GRADE 6"

(DEPTH TO TOP OF (DEPTH TO TOP OF
GROUNDING ROD) GROUNDING ROD)

8"
(DEPTH OF COUNTERPOISE)

PAVEMENT
L-824

Figure 109.
#6 AWG , BARE, SOLID CABLE
COPPER COUNTERPOISE
EXOTHERMIC WELDED
CONNECTION
GROUND CONNECTOR
5/8" DIA x 8' LONG GROUND ROD
COPPERWELD OR EQUIV
SAFETY (EQUIPMENT)
GROUND ROD
:

Counterpoise Installation.
NOTES

1. TYPE AND MINIMUM NUMBER OF GROUND RODS SHALL BE AS SPECIFIED ON THE

PLAN.

2. INSTALL GROUND ROD AT MAXIMUM 500' SPACING. USE GROUND ROD TO

TERMINATE THE COUNTERPOISE AT BOTH ENDS OF DUCT.

3. COST OF GROUND RODS IS INCIDENTAL TO THE ASSOCIATED ITEMS REQUIRING

GROUNDING UNLESS OTHERWISE SPECIFIED.

NOTE: NOT DRAWN TO SCALE 4. THE NUMBER OF GROUND RODS IS SITE SPECIFIC AND MAY DEPEND ON SOIL
RESISTIVITY.

227
Appendix 1
AC 150/5340-30E
AC 150/5340-30E 09/29/2010
Appendix 1

Figure 110. Power and Control System Block Diagram.

228
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Figure 111. Typical PLC Control System Block Diagram.

229
AC 150/5340-30E 09/29/2010
Appendix 1

Figure 112. PC Control System Block Diagram.

230
09/29/2010 AC 150/5430-30E
Appendix 2

APPENDIX 2. AIRPORT TECHNICAL ADVISORY.

Subject: Electromagnetic interference (EMI) induced by L-828, SCR Type, Constant Current Regulators
(CCRs).

Some airports have experienced excessive levels of EMI which degrades the performance of some of the
airport’s air navigational systems, i.e. RVRs, glide slope localizers, ATCTS, etc., SCR type, L-828,
CCRs, are the likely sources of EMI due to their inherent operating characteristics. The following are
some of the cautionary steps that may help decrease EMI and/or its adverse effects in the airport
environment.

1. Cables for airfield lighting circuits should not be installed in the same conduit, cable duct or duct
bank as control and communication cables.

2. Cables for airfield lighting systems should not be installed such that they cross control and/or
communications cables.

3. In some cases, harmonic filters may be installed at the regulator output to reduce the EMI emitted by
the CCR. These filters are available from some CCR manufacturers.

4. Spare control and communications cables should be grounded.

5. Inform manufacturers, designers, engineers, etc., about the existing navigational equipment and the
potential for interference.

6. Electromagnetic compatibility between new equipment and existing equipment should be a

requirement in project contracts. Operational acceptance test(s) may be required to verify
compliance.

For more information contact the FAA Office of Airport Safety and Standards, FAA Engineering, 800
Independence Avenue, SW, Washington, DC 20591.

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AC 150/5340-30E 09/29/2010
Appendix 2

Intentionally left blank.

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Appendix 3

APPENDIX 3. TERMS & ACRONYMS.

AC Alternating Current

Accelerate-stop distance The runway plus stopway length declared available and suitable for
available the acceleration and deceleration of an airplane aborting a takeoff

AIP Airport Improvement Program

ALD Available Landing Distance

ALS Approach Lighting System

ALSF Approach Lighting System with Sequenced Flashing Lights

ANSI American National Standards Institute

ASDA Accelerated-stop distance available

ASTM American Society for Testing and Materials

ATC Air Traffic Control

ATCT Air Traffic Control Tower

CAN/CSA Canadian Standards Association

CAT I Facility providing operation down to 200 feet (61 m) decision height
and runway visual range not less than 2,400 feet (732 m)

CAT II Facility providing operation down to 100 feet (30 m) decision height
and runway visual range not less than 1,200 (366 m) feet

CAT III Facility providing operation with no decision height limit and along
the surface of the runway with external visual reference during final
phase of landing and with a runway and runway visual range not
less than 600 feet (183 m), down to 0.

CCR Constant Current Regulator

Cd Candela (a unit of luminous intensity)

CL Center Line

CTAF Common Traffic Advisory Frequency

DC Direct Current

DEB Direct Earth Burial

233
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Appendix 3

Declared Distances The distances declared available and suitable for satisfying the
airplane takeoff run, takeoff distance, accelerate-stop distances, and
landing distance requirements. The distances are ASDA, LDA,
TORA and TODA.

Displaced Threshold A threshold that is located at a point on the runway other than the
designated beginning of the runway.

DWG Drawing

E-982 Steady-burning Approach Lights

EMI Electromagnetic Interference

EMT Electro-Mechanical Tubing

FAA Federal Aviation Administration

HIRL High Intensity Runway Edge Lights

I/O Input/Output

ICEA Insulated Cable Engineers Association

IEEE Institute of Electrical and Electronics Engineers

IFR Instrument Flight Rules

ILS Instrument Landing System

ISO International Standards Organization

KV Kilovolt

KVA Kilovolt Ampere

KW Kilowatt

L-850C Style 3 Flush in-pavement light fixture

L-852D Taxiway centerline for CAT III

L-852E, F Runway Guard Light in-pavement

L-852G Combination Runway Guard

L-852G/S Combination Runway Guard/Stop Bar Light in-pavement

L-852S Stop Bar Light in-pavement

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Appendix 3

L-853 Reflective Markers

L-854 Radio Controller (Pilot Controlled Lights)

L-858R, Y, L, B Guidance Signs

L-860 Low-Intensity Elevated Light

L-861 Medium-Intensity Elevated Runway/Taxiway Light

L-862 High-Intensity Elevated Runway Edge Light

L-867 Non-load Bearing Base Cans

L-868 Load Bearing Base Cans

L-880/ L-881 Precision Approach Path Indicators (PAPI)

L-884 Land and Hold Short Operations (LAHSO) Power Control Unit
(PCU)

LAHSO Land and Hold Short Operations

Landing Distance The runway length declared available and suitable for a landing
Available aircraft.

LDA Landing Distance Available

LDIN Lead-In Lighting System

LHU Light Housing Unit

LIRL Low Intensity Runway Edge Lights

MALS Medium-intensity Approach Lighting System

MALSF Medium-intensity Approach Lighting System with Sequenced

Flashers

MALSR Medium-intensity Approach Lighting System with Runway

Alignment Indicator Lights

MIRL Medium Intensity Runway Edge Lights

MITL Medium Intensity Taxiway Lights

MLS Microwave Landing System

NAS National Airspace System

235
AC 150/5340-30E 09/29/2010
Appendix 3

NEC National Electrical Code

NEMA National Electrical Manufacturers Association

NFPA National Fire Protection Association

Non-precision Approach Runway with only horizontal guidance available

Runway

Non-precision A runway having an existing instrument approach procedure

Instrument Runway utilizing air navigation facilities with only horizontal guidance for
which a straight-in or side-step non-precision approach procedure
has been approved.

NOTAM Notice To Airmen

NRTL Nationally Recognized Testing Laboratory

OCS Obstacle Clear Surface

ODALS Omnidirectional Approach Lighting System

OFZ Obstacle Free Zone

OSHA Occupational Safety and Health Administration

PAPI Precision Approach Path Indicator

PAR Precision Approach Radar

PC Point of Curvature

PCU Power and Control Unit

PLC Programmable Logic Controller

POFZ Precision Obstacle Free Zone

Precision Approach Full instrument approach procedure and equipment available (ILS or
Runway MLS)

Precision Instrument A runway having an existing instrument approach procedure

Runway utilizing air navigation facilities with both horizontal and vertical
guidance for which a precision approach procedure has been
approved.

PT Point of Tangency

RCL Runway Centerline Lighting

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Appendix 3

REIL Runway End Identifier Lights

ROFA Runway Object Free Area

RPZ Runway Protection Zone

RSA Runway Safety Area

RSAT Runway Safety Action Team

Runway Environment The physical runway and the areas surrounding the runway out to
the holding position marking.

Runway Object Free An area on the ground centered on a runway provided to enhance
Area the safety of aircraft operations by having the area free of objects,
except for objects that need to be located in the OFA for air
navigation or aircraft ground maneuvering purposes.

Runway Protection An area off the runway end used to enhance the protection of people
Zone and property on the ground.

Runway Safety Area A defined surface surrounding the runway prepared or suitable for
reducing the risk of damage to airplanes in the event of an
undershoot, overshoot, or threshold.

RVR Runway Visual Range

RWSL Runway Status Lights

SCR Silicon Controlled Rectifier

SMGCS Surface Movement Guidance and Control System

SPDT Single Pole Double Throw

Takeoff distance The TORA plus the length of any remaining runway and/or
available clearway beyond the far end of the TORA.

Takeoff runway The runway length declared available and suitable for the ground
available run of an airplane taking off.

TDZ Touchdown Zone

Threshold A line perpendicular to the runway centerline marking the beginning

of the runway surface available for a landing.

TODA Takeoff distance available

TORA Takeoff run available

237
AC 150/5340-30E 09/29/2010
Appendix 3

UL Underwriter’s Laboratory

UPS Uninterruptible Power Supply

VAC Voltage Alternating Current

VDC Voltage Direct Current

VFR Visual Flight Rules

Visual Runway Runway with no instrument approach procedure/equipment

238
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Appendix 4

APPENDIX 4. BIBLIOGRAPHY.

1. FAA Advisory Circulars, Federal Aviation Regulations, and other publications are available
on the FAA website. For an explanation of the Advisory Circular numbering system, see
FAA Order 1320.46, Advisory Circular System.

a. FAA ACs and Engineering Briefs (EB): Copies of the current edition of the AC may be
obtained at no charge from the FAA Website at:

www.faa.gov/ airports/resources/advisory_circulars/

Or:

U.S. Department of Transportation

Subsequent Distribution Office
Ardmore East Business Center
3341 Q 75th Ave.
Landover, MD 20785
Telephone: (301) 322-4961
FAX: (301) 386-5394

Copies of EBs may be obtained at no charge from the FAA Website at:

www.faa.gov/airports/engineering/engineering_briefs

(1) AC 70/7460-1, Obstruction Marking and Lighting.

(2) AC 120-28, Criteria for Approval of Category III Landing Weather Minima for
Takeoff, Landing, and Rollout.

(3) AC 120-29, Criteria for Approval of Category I and Category II Landing Minima for
Approach.

(4) AC 120-57, Surface Movement Guidance and Control System (SMGCS).

(5) AC 150/5000-13, Announcement of Availability--RTCA Inc., Document RTCA-221.

(6) AC 150/5200-30, Airport Winter Safety and Operations.

(7) AC 150/5300-13, Airport Design.

(8) AC 150/5340-1, Standards for Airport Markings.

(9) AC 150/5340-26, Maintenance of Airport Visual Aid Facilities.

(10) AC 150/5345-3, Specification for L-821 Panels for Control of Airport Lighting.

(11) AC 150/5345-5, Circuit Selector Switch.

(12) AC 150/5345-7, Specification for L-824 Underground Electrical Cable for Airport
Lighting Circuits.

239
AC 150/5340-30E 09/29/2010
Appendix 4

(13) AC 150/5345-10, Specification for Constant Current Regulators and Regulator

Monitors.

(14) AC 150/5345-12, Specification for Airport and Heliport Beacons.

(15) AC 150/5345-13, Specification for L-841 Auxiliary Relay Cabinet Assembly for
Pilot Control of Airport Lighting Circuits.

(16) AC 150/5345-26, Specification for L-823 Plug and Receptacle, Cable Connectors.

(17) AC 150/5345-27, Specification for Wind Cone Assemblies.

(18) AC 150/5345-28, Precision Approach Path Indicator (PAPI) Systems.

(19) AC 150/5345-39, FAA Specification L-853, Runway and Taxiway Retroreflective

Markers.

(20) AC 150/5345-42, FAA Specification L-867, L-868, Airport Light Bases,

Transformer Housing, Junction Boxes, and Accessories.

(21) AC 150/5345-43, Specification for Obstruction Lighting Equipment.

(22) AC 150/5345-46, Specification for Runway and Taxiway Light Fixtures.

(23) AC 150/5345-47, Specification for Series to Series Isolation Transformers for

Airport Lighting Systems.

(24) AC 150/5345-49, Specification L-854, Radio Control Equipment.

(25) AC 150/5345-50, Specification for Portable Runway Lights.

(26) AC 150/5345-51, Specification for Discharge-Type Flasher Equipment.

(27) AC 150/5345-53, Airport Lighting Equipment Certification Program.

(28) AC 150/5345-54, Specification for L-884 Power and Control Unit for Land and
Hold Short Lighting Systems.

(29) AC 150/5345-56, Specification for L-890 Airport Lighting Control and Monitoring
Systems (ALCMs).

(30) AC 150/5370-2, Operational Safety on Airports During Construction.

(31) AC 150/5370-10, Standards for Specifying Construction of Airports.

(32) Engineering Brief #64, Runway Status Lights System

b. Electronic copies of FAA Orders may be obtained from: Aeronautical Center,

Distribution Services, AMI-700B, @ 405-954-6892.

(1) FAA Order 7110.118, Land and Hold Short Operations (LAHSO).

240
09/29/2010 AC 150/5340-30E
Appendix 4

(2) FAA Order 6030.20A, Electrical Power Policy.

(3) FAA Order 6850.2, Visual Guidance Lighting Systems.

(4) FAA Order 6950.11, Reduced Electrical Power Interruptions at FAA Facilities.

(5) FAA Order 6950.27, Short Circuit Analysis and Protective Device Case Study.

c. FAA drawings may be obtained from:

FAA William J. Hughes Technical Center

NAS Documentation Facility, ACK-1
Atlantic City International Airport
New Jersey, 08405

(1) FAA DWG C-6046, Frangible Coupling Type I and Type IA, Details.

d. FAA Specifications and Standards may be obtained from:

http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/atc_f
acilities/cm/dcc/

(1) FAA-C-1391, Installation and Splicing of Underground Cable.

(2) FAA-E-2083, Bypass Switch, Engine Generator.

(3) FAA-E-2204, Diesel Engine Generator Sets, 10kw to 750kw.

(4) FAA-E-2325, Medium Intensity Approach Lighting System with Runway Alignment
Indicator Lights.

(5) FAA-STD-019e, Lightning and Surge Protection, Grounding, Bonding and Shielding
Requirements for Facilities and Electronic Equipment

e. Combined Federal Regulations may be obtained from:

rgl.faa.gov/Regulatory_and_Guidance_Library/rgFar.nsf/MainFrame?OpenFrameSet

(1) 14 CFR Part 77, Objects Affecting Navigable Airspace.

(2) 14 CFR Part 139, Certification of Airports.

f. Electronic copy of the Aeronautical Information Manual (AIM) may be obtained from:
www.faa.gov.

2. Federal Specifications. Copies of Federal specifications may be obtained at no charge from:

General Services Administration Offices in Washington, DC, and other cities. For access to
Federal Specifications go to:

241
AC 150/5340-30E 09/29/2010
Appendix 4

http://apps.fss.gsa.gov/pub/fedspecs.

U.S. General Services Administration

1800 F Street, NW
Washington, DC 20405

a. Federal Specification J-C-145, Cable, Power, Electrical and Wire, Electrical (Weather-
Resistant).

b. Federal Specification TT-P-28, Paint, Aluminum, Heat Resisting (1200 Deg. F.).

c. FED-STD-595, Colors Used in Government Procurement.

3. American Society for Testing and Materials (ASTM) Specifications, Test Methods,
Standard Practices, and Recommended Practices. Copies of ASTM specifications, test
methods, and recommended practices may be obtained from: American Society for Testing
and Materials. Contact them at: www.astm.org

American Society for Testing and Materials

1916 Race Street
Philadelphia, PA 19103

a. ASTM C-892, Standard Specification for High Temperature Fiber Blanket Thermal
Insulation.

b. ASTM D-3407, Standard Test Method for Joint Sealants, Hot Poured, for Concrete and
Asphalt Pavements.

c. ASTM A-53, Standard Specification for Pipe, Steel, Black and Hot-Dipped, Zinc-coated,
Welded and Seamless.

d. ASTM-A184, Standard Specification for Fabricated Deformed Steel Bar Mats for
Concrete Reinforcement.

e. ASTM-A704, Standard Specification for Welded Steel Plain Bar or Rod Mats for
Concrete Reinforcement.

4. National Fire Protection Association (NFPA): Copies of the National Electrical Code
(NEC) Handbook may be obtained at: www.nfpa.org.

NFPA
1 Batterymarch Park
Quincy, Massachusetts
USA 02169-7471

5. American National Standards Institute (ANSI). Copies of ANSI standards may be

obtained from the National Standards Institute. Contact them at: www.ansi.org

ANSI
1819 L Street, NW, 6th floor
Washington, DC 20036

242
09/29/2010 AC 150/5340-30E
Appendix 4

a. ANSI/ICEA S-85-625, Telecommunications Cable Air Core, Polyolefin Insulated,

Copper Conductor, Technical Requirements

6. RTCA, Incorporated. Copies of RTCA documents may be obtained from:

RTCA, Incorporated
1828 L Street, NW, suite 805
Washington, D.C. 20036

Contact the RTCA Online Store at: www.rtca.org/onlinecart/index.cfm

7. The Design, Installation, and Maintenance of In-Pavement Airport Lighting, by Arthur S.

Schai, Library of Congress Catalog Card Number #86-81865.

This publication is available free of charge on the FAA website:

http://www.faa.gov/airports/

243
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Appendix 4

Intentionally left blank.

244
09/29/2010 AC 150/5340-30E
Appendix 5

APPENDIX 5. TYPICAL INSTALLATION DRAWINGS FOR AIRPORT LIGHTING

EQUIPMENT.

The following drawings depict typical installation methods for various types of airport lighting
equipment and are acceptable for use on projects funded under the AIP. However, the drawings
may need to be revised to accommodate local site conditions and/or special requirements.

Details of equipment and installation methods will be provided by manufacturers.

245
 AC 150/5340-30E 09/29/2010
Appendix 5

L-861 OR L-862 AS SHOWN ON

LIGHTING LAYOUT SHEET(S)
I.D. TAG
FRANGIBLE COUPLING

SECONDARY LEAD WITH

CONNECTOR
COVER BOLTS (TYP.)
SLOPE TO DRAIN AWAY FROM LIGHT
FINISHED GRADE
COLOR CODED TAPE
FOR WIRE IDENTIFICATION
LOCATED WITHIN 6" CONCRETE BACKFILL, 4" MIN.

30"
OF L-823 CONNECTOR
PVC CONDUIT FROM CAN TO
L-823 CONNECTOR
LIGHT CAN (IN & OUT) 2"
LD. MIN. CONDUIT SHALL BE L-830 TRANSFORMER, SIZE AS REQUIRED
CROWNED TO A NOMINAL 1% TO SERVE FIXTURE

2.5"
SLOPE FOR DRAINAGE BRICK

I/C, #8.5KV
L-824 TYPE C
CABLE L-867 BASE, 24" DEEP ON 6" MIN. SAND BACKFILL
3/4" DIA. WEEP HOLE
6" MIN. SAND BACKFILL PROVIDE 3 FEET MIN. OF SLACK IN EACH
PRIMARY CABLE

HIGH INTENSITY LIGHT - BASE MOUNTED

(WHEN CONDUIT IS USED BETWEEN CANS)
VIEW IS PERPENDICULAR TO RWY. EDGE
NOT TO SCALE

Figure 113. Typical Standard Details for Runway & Taxiway Edge Lights –High Intensity Light – Non-
adjustable Base-mounted.

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Appendix 5

TO
PAVEMENT EDGE

L-861 OR L-862 AS SHOWN ON

LIGHTING LAYOUT SHEET(S)
I.D. TAG
FRANGIBIE COUPLING

SECONDARY LEAD WITH

CONNECTOR
COVER BOLTS (TYP.)
SLOPE TO DRAIN AWAY FROM LIGHT
FINISHED GRADE

COLOR CODED TAPE FOR WIRE IDENTIFICATION CONCRETE BACKFILL, 4" MIN.
LOCATED WITHIN 6" OF L-823 CONNECTOR
4" L-823 CONNECTOR
MIN.
L-830 TRANSFORMER,
SIZE AS REQUIRED
BRICK TO SERVE FIXTURE
I/C, #8.5KV L-824 TYPE C
CABLE 18" BELOW GRADE
PROVIDE 3 FEET MIN. OF
SLACK IN EACH
3/4" DIA. WEEP HOLE PRIMARY CABLE
6" MIN. SAND BACKFILL L-867 BASE

MEDIUM / HIGH INTENSITY LIGHT - BASE MOUNTED

VIEW IS PARALLEL TO RUNWAY EDGE
NOT TO SCALE

Figure 114. Typical Standard Details for Runway & Taxiway Edge Lights –Medium / High Intensity
Light – Non-adjustable Base-mounted.

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 AC 150/5340-30E 09/29/2010
Appendix 5

L-861 OR L-862 AS SHOWN ON TO

LIGHTING LAYOUT SHEET(S) PAVEMENT EDGE

I.D. TAG

FRANGIBLE COUPLING

30"
L-830 TRANSFORMER
SIZE AS REQUIRED
TO SERVE THE FIXTURE 12"
LOCATED 12' OUTBOARD OF LIGHT
FINISHED GRADE

10" SECONDARY LEAD WITH

18"

CONNECTOR
ENCASE TRANSFORMER,
CONNECTORS AND CABLE CLIP (DO NOT USE)
SLACK IN SAND

ANGLE IRON STAKE

I/C, #8.5KV L-824

TYPE C CABLE

L-823 CONNECTORS

COLOR CODED TAPE FOR WIRE IDENTIFICATION

LOCATED WITHIN 6" OF L-823 CONNECTOR

NOTE:
SEE FIGURE 107 FOR EDGE LIGHT ELEVATIONS.

MEDIUM INTENSITY LIGHT - STAKE MOUNTED

FRANGIBLE COUPLING

Figure 115. Typical Standard Details for Runway & Taxiway Edge Lights –Medium Intensity Light –
Stake-mounted.

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Appendix 5

Figure 116. Typical Counterpoise and Ground Rod Connections

249
AC 150/5340-30E 09/29/2010
Appendix 5

11/2" MIN.

35
NOTE:

AFFIX NON-CORROSIVE TAG TO FIXTURE

FACING RUNWAY WITH SET SCREW, WIRE
TIE, OR METAL BAND. NUMERALS
MUST BE ENGRAVED FOR PERMANENT
READABILITY.

TAG DETAIL
NOT TO SCALE

Figure 117. Identification (ID) Tag Detail.

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Appendix 5

COMPACTED
BACKFILL

6" COMPACTED
COVER SPACERS WIRED IN PLACE HORIZONTALLY TO
DUCT MAINTAIN 3 INCH SPACING.

COMPACTED SAND BACKFILL

BETWEEN DUCT BANKS

3" SAND BED

3" TYP.

3" TYP.

NOTES:

1- DUCTS MUST BE CROWNED TO A

NORMAL 1% SLOPE FOR DRAINAGE.
TYPICAL MULTIPLE BANK LAYOUT
2- DUCTS ARE 3" UNLESS
OTHERWISE SPECIFIED

3- NUMBER OF BANKS AND CONFIGURATION

AS SPECIFIED ON THE PLANS.

Figure 118. Standard Details for Underground Cable Installation – Typical Multiple Bank Layout.

251
 PLASTIC CABLE JACKET REMOVED,

252
POURING SPOUT "PENCIL" INSULATION
BODY MOLD
Appendix 5
AC 150/5340-30E

Figure 119.
RESIN SEAL ENDS OF MOLD
WITH TAPE PROVIDED
COMPRESSION TYPE SLEEVE
IN SPLICE KIT
CONNECTOR. CRIMP WITH TOOL
RECOMMENDED BY MANUFACTURER

NOTE:
CONNECTION OF CONDUCTORS MUST BE MADE BY USING CRIMP CONNECTORS
AND A CRIMPING TOOL APPROVED BY THE CONNECTOR/LUG MANUFACTURER.
THE TOOL MUST PRODUCE A COMPLETE CRIMP BEFORE IT CAN BE REMOVED. THE
CRIMPING TOOL USED MUST BE LISTED BY THE L-823 KIT MANUFACTURER. MAKE
THE NUMBER AND TYPE OF CRIMPS PER THE KIT MANUFACTURE'S INSTRUCTIONS.

Standard Details for Underground Cable Installation – Type A.

TYPE A

FOR SPLICES IN HOMERUNS AND FOR EXTENSIONS

TO EXISTING CABLE ONLY
09/29/2010
 09/29/2010

WRAP WITH AT LEAST ONE LAYER OF RUBBER OR SYNTHETIC RUBBER

Figure 120.
TAPE AND ONE LAYER OF PLASTIC TAPE, ONE-HALF LAPPPED,
EXTENDING AT LEAST 1 1/2 INCHES ON EACH SIDE OF JOINT.

HEAT SHRINKABLE TUBING HEAT SHRINKABLE TUBING

ADDITIONAL ADHESIVE WITH INTERNAL ADHESIVE WITH INTERNAL ADHESIVE
COMPOUND FILLER
2" AFTER SHRINKING
TYP.

UNDERGROUND CABLE
SPEC. L-824, TYPICAL RECEPTACLE END PLUG END

NOTE:
CONNECTION OF CONDUCTORS MUST BE MADE BY USING CRIMP CONNECTORS
AND A CRIMPING TOOL APPROVED BY THE CONNECTOR/LUG MANUFACTURER.
THE TOOL MUST PRODUCE A COMPLETE CRIMP BEFORE IT CAN BE REMOVED. THE
CRIMPING TOOL USED MUST BE LISTED BY THE L-823 KIT MANUFACTURER. MAKE
THE NUMBER AND TYPE OF CRIMPS PER THE KIT MANUFACTURE'S INSTRUCTIONS.

TYPE B
FOR SPLICES FOR USE AT JUNCTION OF
HOMERUN WITH LOOP CIRCUIT

Standard Details for Underground Cable Installation – Type B.

253
AC 150/5340-30E
Appendix 5
254
WRAP WITH AT LEAST ONE LAYER OF RUBBER OR SYNTHETIC RUBBER
TAPE AND ONE LAYER OF PLASTIC TAPE, ONE-HALF LAPPED,
EXTENDING AT LEAST 1 1/2 INCHES ON EACH SIDE OF JOINT.

HEAT SHRINKABLE TUBING

Appendix 5

RECEPTACLE END WITH INTERNAL ADHESIVE

AC 150/5340-30E

Figure 121.
ADDITIONAL ADHESIVE
PLUG END COMPOUND FILLER
FACTORY MOLDED
TRANSFORMER LEADS

HEAT SHRINKABLE TUBING

FACTORY MOLDED WITH INTERNAL ADHESIVE
TRANSFORMER LEADS

ADDITIONAL ADHESIVE
L-823 PLUG END RECEPTACLE END COMPOUND FILLER

WRAP WITH AT LEAST ONE LAYER OF RUBBER OR SYNTHETIC RUBBER

TAPE AND ONE LAYER OF PLASTIC TAPE, ONE-HALF LAPPPED,
EXTENDING AT LEAST 1 1/2 INCHES ON EACH SIDE OF JOINT.

TYPE C
FOR SPLICES AT RUNWAY LIGHTS

Standard Details for Underground Cable Installation – Type C.

NOTES:

1. SEE LIGHTING LAYOUT SHEET(S) FOR SPLICE TYPE

2. INSIDE DIAMETER OF CONNECTOR SHALL PROPERLY MATCH THE OUTSIDE

DIAMETER OF CABLE

3. CONNECTION OF CONDUCTORS MUST BE MADE BY USING CRIMP CONNECTORS

AND A CRIMPING TOOL APPROVED BY THE CONNECTOR/LUG MANUFACTURER.
THE TOOL MUST PRODUCE A COMPLETE CRIMP BEFORE IT CAN BE REMOVED. THE
09/29/2010

CRIMPING TOOL USED MUST BE LISTED BY THE L-823 KIT MANUFACTURER. MAKE
THE NUMBER AND TYPE OF CRIMPS PER THE KIT MANUFACTURE'S INSTRUCTIONS.

CABLE SPLICES
NOT TO SCALE
09/29/2010 AC 150/5340-30E
Appendix 5

Figure 122. Standard Details for Underground Cable Installation – Plowed Cable.

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AC 150/5340-30E 09/29/2010
Appendix 5

6" TYPICAL FOR 3 AND MORE CABLES

4" TYPICAL FOR 1 AND 2 CABLES

COUNTERPOISE
6" 9" 12" 15"

4" TOP SOL. COUNTERPOISE

SEED & MULCH
EARTH
(TYP.)

BACKFILL
6"
(TYP.)
18"

1' MAX SIZE

SAND BACKFILL
100% PASSING
NO. 8 SIEVE
SAND CABLES
3" (TYP.)
3" (TYP.)
3" (TYP.)

1 2 3 4

18" 21" 24"

EARTH
(TYP.)

BACKFILL
6'
(TYP.)
18'

1' MAX SIZE

SAND BACKFILL
PARTICLES
100% PASSING
NO. 8 SIEVE
3" (TYP.)
3" (TYP.)
3" (TYP.)

5 6 7

PLOWED CABLE

1. DETAIL NUMBERS INDICATE NO. OF CABLES. 4. SAND BACKFILL MAY BE WAIVED BY THE ENGINEER
IF THE EXISTING SOIL MEETS THE BACKFILL REQUIREMENTS.
2. TRENCHES MORE THAN 7 CABLES MUST BE
INCREASED 3" IN WIDTH FOR EACH 5. ALL DISTURBED SURFACES MUST BE RESTORED TO THEIR
ADDITIONAL CABLE. IF SPECIFIED ON PLANS. ORIGINAL CONDITION. COST IS INCIDENTAL TO TRENCH RETURFING
TWO PARALLEL TRENCHES MAY BE CONSTRUCTED. MATERIALS AND RATES MAY BE SHOWN ON THE PLAN.

3. DEPTH OF TRENCHES SHALL BE SHOWN ABOVE 6. THE COUNTERPOISE TO BE ABOVE CABLES ONLY WHERE
UNLESS OTHERWISE SPECIFIED ON THE PLANS. THE CABLES ARE NOT ADJACENT TO PAVEMENT. FOR LOCATION
OF COUNTERPOISE RUN PAVEMENT SEE FIGURE 117.

Figure 123. Standard Details for Underground Cable Installation – Plowed Cable.

256
 09/29/2010

Figure 124.
FRANGIBLE COUPLING

L-867 STEEL COVER

COVER BOLTS L-858-SIGN

COLOR CODED TAPE FOR WIRE IDENTIFICATION PROVIDE 3 FEET MIN. OF SLACK IN EACH PRIMARY CABLE
LOCATED WITHIN 6" OF L-823 CONNECTOR

FINISHED GRADE SLOPE TO DRAIN AWAY FROM SIGN

CONCRETE BACKFILL, 4" MIN.

I/C,#8.5KV L-824 TYPE C

CABLE 18' BELOW GRADE
L-830 TRANSFORMER, SIZE AS REQUIRED
BRICK BY SIGN MANUFACTURER

3/4" DIA. WEEP HOLE L-867 BASE ON 6" MIN. SAND BACKFILL

L-823 CONNECTORS

SIGN - SINGLE PEDESTAL

NOT TO SCALE

Standard Details for Taxiway Hold and Guidance Sign – Sign – Single Pedestal.

257
AC 150/5340-30E
Appendix 5
258
Appendix 5

Figure 125.
AC 150/5340-30E

L-858 SIGN

NOTES:

1. NUMBER AND SPACING OF LEGS AS PER

MANUFACTURER'S REQUIREMENTS
12" 12"
TETHER PROVIDE 3 FEET MIN. OF SLACK IN EACH PRIMARY
CABLE AND SECONDARY EXTENSION
TETHER
STAINLESS STEEL HOOK TYPE
L-867 SOLID STEEL COVER
BOLTS EMBEDDED MINIMUM
OF 6" IN CONCRETE
SEE DETAIL A COVER BOLTS
AND STAINLESS
STEEL NUTS (TYP.) 12" FIGURE 130 SLOPE TO DRAIN AWAY FROM L-867 BASE
3" TYP.
FINISHED GRADE
1/4" /FT. BEVEL

8" MIN.

CONCRETE BACKFILL 4' MIN.

COMPACT CONUIT TRENCH L-830 TRANSFORMER, SIZE AS REQUIRED

CONCRETE PAD TO ORIGINAL CONDITION BY SIGN MANUFATURER
3" TYP.
WIRE MESH, 6" X 6", NO.6 2" CONDUIT (NO EXPOSED WIRES
3" TYP.
ABOVE OR BELOW GRADE)
I/C,#8,5KV,L-824 TYPE C CABLE
SPECIAL ORDER LENGTH SECONDARY
EXTENSION WITH CLASS A CONNECTOR L-867 BASE
(MALE & FEMALE)
6' MIN. SAND BACKFILL
APPENDIX 5-1c (30)
1/2" EXPANSION JOINT
L-823 CONNECTORS
FILLER MATERIAL 3/4' DIA. WEEP HOLE

COLOR CODED TAPE FOR WIRE IDENTIFICATION

GENERAL NOTES LOCATED WITHIN 6" OF L-823 CONNECTOR

1. SEE APPENDIX 5-1c, SHEETS 8 THROUGH 10 FOR ELECTRICAL NOTES.

2. L-867 BASE WILL REQUIRE GROUNDING STAKE - SEE SECTION 12.

TYPICAL MULTIPLE PEDESTAL SIGN INSTALLATION

NOT TO SCALE

Standard Details for Taxiway Hold & Guidance Sign – Sign – Multiple Pedestal.
09/29/2010
 09/29/2010

Figure 126.
2" FRANGIBLE COUPLING LOCATED 1-1/2"
MAXIMUM ABOVE THE TOP FLANGE OF THE
EXTENSION
L-823 CONNECTOR

COVER FOR L-867 BASE

LOCK WASHER AND STAINLESS STEEL BOLT
NEOPRENE GASKET

CABLE CAMP

L-867 EXTENSION
SIZE B, CLASS I
3" DEEP

SECONDARY LEAD WITH CLASS A

CAVITY IN SLAB CONNECTOR (MALE & FEMALE)

DETAIL A

Standard Details for Taxiway Hold & Guidance Sign – Detail A.

259
AC 150/5340-30E
Appendix 5
 AC 150/5340-30E 09/29/2010
Appendix 5

1" X 6' MIN. COPPERWELD LIGHTNING ROD

L-801 (FAA TYPE) SINGLE OR 2 HEAD

12 RPM 1 BEAM WHITE, 1 BEAM GREEN
MOUNT AND AIM BEACON AS PER
MANUFACTURER'S RECOMMENDATIONS.

1/4" CORTEN STEEL PLATE TO STEEL

ATTACH WITH STANDARD 20" STRAPS WITH 5/16" X 1" BOLTS. PLATE
"U" MOUNTING BRACKETS SIZE AS REQUIRED BY BEACON MANUFACTURER.

1" CONDUIT THRU STEEL PLATE

AND INTO BEACON.

1/4" X 2" CORTEN STEEL STRAPS

BOLTED TO POLE WITH 5/8" X 3" LAG
8" MIN. BOLTS (12 REQUIRED)

1/4" X 1" CORTEN STEEL STRAP 24"

BOLTED TO POLE WITH 2- #12, TYPE C POWER CABLES AND
5/8' X 3" LAG BOLT. #8 GROUND WIRE IN RIGID STEEL CONDUIT.
CONDUIT TO BE LOCATED AT THE FURTHEST
POINT FROM THE CORTEN STRAP.

50' CLASS 3 TREATED POLE

LIGHTNING ROD DOWN CONDUCTOR,

BARE COPPER NO. 6 AWG MIN.

ROTATING BEACON AND MOUNTING BRACKET DETAIL

NOT TO SCALE

Figure 127. Standard Details for Pivoting Rotating Beacon Pole – Rotating Beacon & Mounting Bracket
Detail.

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09/29/2010 AC 150/5340-30E
Appendix 5

1" RIGID STEEL CONDUIT

#6, BARE STRANDED COPPER

DOWN CONDUCTOR

DRILL HOLE THRU GALVANIZED THREADED

END AND INSERT KEYED PADLOCK
1-1/4" ANCHOR BOLT WITH
4" EYE ON ONE END AND
10" GALVANIZED THREADS
ON THE OTHER END

1/4" X 4" DIA. STEEL

GALV. PLATE WELDED
TO ANCHOR BOLT

1/2" DIA. EYE BOLT THRU POLE WITH DOUBLE WASHERS

AND NUTS. USED TO RAISE / LOWER POLE.
CONTRACTOR TO PROVIDE 1/2' X 50' NYLON ROPE
WITH STRAP SWIVEL ATTACHED TO ONE END.
OTHER END TO BE NON RAVELING

LOCKING DEVICE DETAIL

NOT TO SCALE

Figure 128. Standard Details for Pivoting Rotating Beacon Pole – Locking Device Detail.

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50' CLASS3 TREATED POLE

INSTALL PIPE SPACER WITH 4"
FLANGES BOTH SIDES OF 50"
CENTER POLE

30' CLASS 3 TREATED POLE

2" DIA. PIPE CLAMPS BOLTED TO PLATE

4 - REQUIRED. APPLY HEAVY DUTY
LUBRICANT TO SHAFT AT CLAMPS STEEL STRAPS WELDED TO
PLATE

LOCK WASHER 1/4" X DIA. OF 30" POLE

TOPS. TWO PLATES REQUIRED

2" X 23" X 3/8" CORTEN 30' CLASS 3 TREATED POLE

STEEL STRAPS
1 - 5/8 DIA. BOLT THRU POLE
BOLTS WELDED TO PLATE FOR EACH BRACKET (4 REQUIRED).
5/8" DIA. X 5" LAGS IN OTHER 2
HOLES OF EACH BRACKET (6 REQUIRED)

PIVOT DETAIL
NOT TO SCALE

Figure 129. Standard Details for Pivoting Rotating Beacon Pole – Pivot Detail.

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1" X 6' MIN. COPPERWELD LIGHTNING ROD,

ATTACH TO DOWN CONDUCTOR ROTATING BEACON

1" RIGID CONDUIT

SECURED TO POLE

#6, BARE SOLID COPPER DOWN CONDUCTOR

SECURED TO POLE. MINIMUM 6"
SEPARATION FROM CONDUIT.

50' CLASS 3 TREATED POLE

1" FLEXIBLE WATERPROOF CONDUIT TO CONNECT RIGID CONDUIT.

PROVIDE 1' OF SLACK IN RAISED POSITION
PROVIDE 1' OF SLACK IN DOWN CONDUCTOR
WITH POLE IN RAISED POSITION AT HINGE POINT 2" DIA. X 3' SOLID STEEL SHAFT PLACED 3" TOWARD BUTT FROM CENTER OF
GRAVITY OF 50' POLE WITH ROTATING BEACON AND HARDWARE IN PLACE
LEVEL PLATES AS REQUIRED
PIVOT POINT, SEE FIGURE 133

4" WIDE X 3/16" THICK METAL POLE BAND

ATTACHED TO POLE 1" BELOW SHAFT

CONTRACTOR MUST PROVIDE 30 AMP WATERPROOF BLADE TYPE

DISCONNECT SWITCH IN A LOCKABLE BOX LOCATED FOUR FEET ABOVE
FINISHED GRADE TO ISOLATE POWER TO ROTATING BEACON FROM POWER
2-30' CLASS 3 TRAETED SUPPORT SOURCE. ALL POWER CABLE MUST BE ENCLOSED IN CONDUIT
POLES. PLACE BUTT DIAMETER
PLUS 4" APART AND PLUMBED. WATERPROOF DOUBLE OUTLET

DOWN CONDUCTOR

SEE LOCKING DEVICE DETAIL

EYEBOLT USED TO RAISE

AND LOWER POLE

SLOPE TO DRAIN
ELECTRICAL GROUND FROM BEACON

18"

EXOTHERMIC WELDED CONNECTION 2-TYPE C POWER CABLES.

2' SIZE AS SHOWN ON PLANS
7'

5/8" X 8' MIN. GROUND ROD 5/8" X 8' MIN. GROUND ROD
COPPERWELD OR EQUAL COPPERWELD OR EQUAL

12" TYP.

Figure 130. Standard Details for Pivoting Rotating Beacon Pole.

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CYLINDRICAL FOUNDATION GROUNDING BUSHING - CONNECT TO

GROUNDING LUG IN STEEL BASE

NUMBER, SIZE, AND LOCATION

OF ANCHOR BOLTS PER MANUFACTURER

TYPE C POWER CABLES

#6 BARE

GROUND ROD

GROUNDING BUSHING
2-1/2"
1-1/4"

1'-6"
3"

ANCHOR BOLTS

FINISHED GRADE

1'-6"
TYPE C POWER CABLES
7'-0" MIN.

18" 2' CONDUIT

GROUND ROD 5/8" x 8'

4 - 1/2" DIA. REINFORCING BARS
WITH 3" COVER EQUALLY SPACED
IN FOUNDATION CONCRETE.
3"

16" MIN.

FOUNDATION DETAIL
WIND CONE
NOT TO SCALE

Figure 131. Standard Details for Wind Cone Foundation (L-807).

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L-810 OBSTRUCTION LIGHT

3/4" ALUMINUM CONDUIT EXTENSION

TUBULAR ALUMINUM WIND-CONE SUPPORT

4'-4" LONG
3'-0"
4'-6"

SHIELDED FACE FLOODLIGHTS (4-200 WATT)

SPACED 90° APART
3'-0"

FABRIC WIND CONE

SEALED BEARING 12'-0" LONG
16'-0"

POLE AND HINGE ARRANGEMENT

PER MANUFACTURER SPECIFICATION.
CONTRACTOR MUST PROVIDE 30 AMP
WEATHERPROOF BLADE TYPE DISCONNECT SWITCH
IN A LOCKABLE BOX LOCATED FOUR FEET
ABOVE FINISH GRADE TO ISOLATE
POWER TO WIND CONE LIGHTS FROM
POWER SOURCE. INSTALL WEATHERPROOF OUTLET
ON POWER SIDE OF BLADE SWITCH
ALL POWER CABLE MUST BE ENCLOSED RIGID STEEL CONDUIT.
FINISHED GRADE
1'-6"

CONCRETE FOUNDATION
(SEE FIGURE 135)

12' WIND CONE

NOT TO SCALE

Figure 132. Standard Details for Wind Cone – 12 ft (3.7 m) Wind Cone.

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CONCRETE
ENVELOPE 24"

6" (TYP.) INSULATED BUSHING (TYP.)

L-867
BASE

2' STEEL CONDUIT

(TYP.)

24" L-880 24"

LIGHT
UNIT 4" MIN.
(TYP.)
WOOD FRAME
OF TREATED
2 X 4'S
CONCRETE 24"
FOOTING

PLAN VIEW
NOT TO SCALE

Figure 133. Standard Details for Precision Approach Path Indicators (PAPIs) – PAPI Light Unit
Locations.

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 09/29/2010

POWER ADAPTER
MAY BE INSTALL
HORIZONTALLY

Figure 134.
TYPE AND SIZE MANUFACTURER
2' 2'
MIN. MIN.

1' MIN.
FRANGIBLE COUPLING (TYP.) 8"

10"

WIRE MESH 6" X 6" NO.6

EXOTHERMIC WELD
18"

3" TYP.
CONNECTION
#6 BARE
L-824,TYPE C # 8,600V

L-824 TYPE C 600V CABLES TO

2" ELBOW L-867 HOUSING, NUMBER & SIZE
PER MANUFACTURER
NUMBER PER MANUFACTURER
240V OR 120V POWER SUPPLY
INSULATED GROUNDING BUSHING (TYP.)

Standard Details for Precision Approach Path Indicators (PAPIs).

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268
Appendix 5

Figure 135.
WATERTIGHT FLEXIBLE CONDUIT
SIZE PER MANUFACTURER
L-880 LAMP HOUSING
AC 150/5340-30E

FRANGIBLE COUPLING & 4 P, 10 AWG,

600V QUICK DISCONNECT STAINLESS STEEL HOOK BOLT W/NUTS(TYP.)
PER MANUFACTURER EMBEDDED MINIMUM OF 8" IN CONCRETE
DO NOT TAPE

SLOPE TO DRAIN FRANGIBLE COUPLING 1/2" WASHED STONE

1 1/2" MAX. (TYP.)
24" FINISHED GRADE

6 MIL BLACK POLYETHYLENE

4"
4" TYP.
L-867 BASE

SONOTUBE FORMED TO OBTAIN

SMOOTH SIDES (TYP.)

7 FT.
WEEP HOLE 3"
36" DIA. MINIMUM
SAND BEDDING CONCRETE FOOTING

1/2" JOINT MATERIAL

NO. 4 BARS SPACED AROUND

3" COVER ON ALL REINF. RODS
WIRE MESH, 6" X 6" NO.6
BOTTOM, TOP & SIDES

NOTES:

1. PROVIDE FRANGIBLE MOUNTS FOR ALL LEGS OF LIGHT UNITS

AND POWER ADAPTERS.
SECTION A-A
2. NUMBER AND CONFIGURATION OF LEGS PER MANUFACTURER. SIDE VIEW
NOT TO SCALE
3. QUICK DISCONNECTS ARE NOT REQUIRED IN CABLES
ENTERING/LEAVING THE POWER ADAPTER.

4. GROUND EACH LAMP HOUSING AND POWER ADAPTER

PER MANUFACTURER.

Standard Details for Precision Approach Path Indicators (PAPIs) – Section A-A.
09/29/2010
 Figure 136.
09/29/2010

L-849, STYLE A OPTICAL HEAD

SEE NOTE 2

L-867 SOLID STEEL COVER

MASTER/SLAVE INTERFACE
SEE NOTE 1 SEE NOTE 4
STAINLESS STEEL COVER BOLTS

FRANGIBLE COUPLING (TYP.) L-823 SLOPE TO DRAIN AWAY FROM L-867 BASE
FRANGIBLE COUPLING (TYP.) CONNECTOR
FINISHED GRADE
SLOPE TO DRAIN
PROVIDE 3 FEET MIN. OF SLACK IN EACH PRIMARY CABLE
AND SECONDARY EXTENSION

L-867 BASE SIZE D, 24" DEEP, CLASS I

CONCRETE BACKFILL 4" (TYP.)
TRANSFORMER (ISOLATION, INTERFACE, CONTROL) AS
REQUIRED BY THE REIL MANUFACTURER
I/C, #8.5KV, L-824 TYPE C CABLE
6" MIN. SAND BACKFILL (TYP.)
CAST SPLICE PLUG INSIDE ENTRY WITH DUCT SEAL (TYP.)

Circuit – Profile View.

COLOR CODED TAPE FOR WIRE IDENTIFICATION
3/4" DIA. WEEP HOLE
LOCATED WITHIN 6" OF L-823 CONNECTOR

7' MIN.
2" RIGID GALV. STEEL SPECIAL ORDER LENGTH SECONDARY EXTENSION
CONDUIT WITH CLASS A CONNECTOR (MALE & FEMALE)
(NO EXPOSED WIRES) SEE NOTE 4

4- 1/2" DIA. REINFORCING

BARS COVERING EQUALLY SPACED CONCRETE FOUNDATION
IN FOUNDATION CONCRETE GENERAL NOTES
1. NUMBER OF MOUNTS PER MANUFACTURER. ONE OF THE LEGS MUST BE USED AS WIREWAY.
2. OPTICAL HEAD MAY ALSO BE MOUNTED ON FRONT OR SIDE OF THE POWER & CONTROL UNIT.
3. ADJUSTABLE CURRENT SENSING ON/OFF CONTROL CIRCUIT MUST BE PROVIDED.
4. NUMBER, SIZE AND TYPE OF CONDUCTORS BETWEEN THE POWER SUPPLY/CONTROL
16" TRANSFORMERS,
AND THE MASTER POWER AND CONTROL UNIT MUST BE PER MANUFACTURER. SAME MUST APPLY TO
WIRING
PROFILE VIEW BETWEEN THE MASTER AND THE SLAVE UNITS, EXCEPT THAT THE CABLE MUST BE L-824, TYPE C.
5. COLOR CODED WIRE IDENTIFICATION TAPE AS FOLLOWS: WHEN FACING LIGHT WITH BACK TO
PAVEMENT,
CABLE TO LEFT IS CODED RED AND CABLE TO THE RIGHT IS CODED BLUE.
6. SEE APPENDIX 5-2, SHEETS 8 THROUGH 10, FOR ELECTRICAL NOTES.

Standard Details for Runway End Identifier Light Power & Control Derived From Runway

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MASTER/SLAVE INTERFACE TRANSFORMERS

L-867 BASE

CONNECTED TO EDGE
LIGHTING CIRCUIT

PLAN VIEW

GENERAL NOTES:

1. NUMBER OF MOUNTS PER MANUFACTURER. ONE OF THE LEGS MUST

BE USED AS WIREWAY.

2. OPTICAL HEAD MAY BE ALSO MOUNTED ON FRONT OR SIDE OF THE

POWER & CONTROL UNIT.

3. ADJUSTABLE CURRENT SENSING ON/OFF CONTROL CIRCUIT MUST

BE PROVIDED.

4. NUMBER, SIZE AND TYPE OF CONDUCTORS BETWEEN THE POWER

SUPPLY/CONTROL TRANSFORMERS, AND THE MASTER POWER AND
CONTROL UNIT MUST BE PER MANUFACTURER, SAME MUST APPLY
TO WIRING BETWEEN THE MASTER AND THE SLAVE UNITS. EXCEPT
THAT THE CABLE MUST BE L-824, TYPE C.

5. COLOR CODED WIRE IDENTIFICATION TAPE AS FOLLOWS:

WHEN FACING LIGHT WITH BACK TO PAVEMENT, CABLE TO LEFT IS CODED
RED AND CABLE TO THE RIGHT IS CODED BLUE.

6. SEE APPENDIX 5-2, SHEETS 8 THROUGH 10, FOR ELECTRICAL NOTES.

Figure 137. Standard Details for Runway End Identifier Light Power & Control Derived From Runway
Circuit – Plan View.

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5' [1.5M]
3' [0.9M]

ENTRANCE-EXIT LIGHTS

RUNWAY
LIGHT

PT

PT

TREAT THIS PORTION OF

THE TAXIWAY AS A SINGLE
STRAIGHT EDGE
RUNWAY

TAXIWAY

PT

PT

RUNWAY ENTRANCE-EXIT LIGHTS

LIGHT

3' [0.9M]

5' [1.5M]

Figure 138. Location of Entrance-Exit Lights (in lieu of guidance signs).

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A5-1. Electrical Notes

a. General

(1) The electrical installation, at a minimum, must meet the NEC and local
regulations.

(2) The contractor must ascertain that all lighting system components furnished
(including FAA approved equipment) are compatible in all respects with each
other and the remainder of the new/existing system. Any non-compatible
components furnished by the contractor must be replaced at no additional cost to
the airport sponsor with a similar unit that is approved by the engineer and
compatible with the remainder of the airport lighting system.

(3) In case the contractor elects to furnish and install airport lighting equipment
requiring additional wiring, transformers, adapters, mountings, etc., to those
shown on the drawings and/or listed in the specifications, any cost for these items
must be incidental to the equipment cost.

(4) The contractor-installed equipment (including FAA approved) must not generate
any EMI in the existing and/or new communications, weather, air navigation, and
ATC equipment. Any equipment generating such interference must be replaced
by the contractor at no additional cost with equipment meeting the applicable
specifications.

(5) When a specific type, style, class, etc., of FAA approved equipment is specified
only that type, style, class, etc., will be acceptable, though equipment of other
types, style, class, etc., may be FAA approved.

(6) Any and all instructions from the engineer to the contractor regarding changes in,
or deviations from, the plans and specifications must be in writing with copies
sent to the airport sponsor and the FAA field office (Airports District Office
(ADO)/Airports Field Office (AFO)). The contractor must not accept any verbal
instructions from the engineer regarding any changes from the plans and
specifications.

(7) A minimum of three copies of instruction books must be supplied with each type
of equipment. For more sophisticated types of equipment, such as regulators,
PAPI, REIL, etc., the instruction book must contain the following:

(a) A detailed description of the overall equipment and its individual

components.

(b) Theory of operation including the function of each component.

(c) Installation instructions.

(d) Start-up instructions.

(e) Preventative maintenance requirements.

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(f) Chart for troubleshooting.

(g) Complete power and control detailed wiring diagram(s), showing each
conductor/connection/component -"black" boxes are not acceptable. The
diagram or the narrative must show voltages/currents/wave shapes at
strategic locations to be used when checking and/or troubleshooting the
equipment. When the equipment has several brightness steps, these
parameters must be indicated for all the different modes.

(h) Parts list will include all major and minor components, such as resistors,
diodes, etc. It must include a complete nomenclature of each component
and, if applicable, the name of its manufacturer and the catalog number.

(i) Safety instructions.

b. Power and control

(1) Stencil all electrical equipment to identify function, circuit voltage and phase.
Where the equipment contains fuses, also stencil the fuse or fuse link ampere
rating. Where the equipment does not have sufficient stenciling area, the
stenciling must be done on the wall next to the unit. The letters must be one inch
(25 mm) high and painted in white or black paint to provide the highest contrast
with the background. Engraved plastic nameplates may also be used with one
inch (25 mm) white (black background) or black (white background) characters.
All markings must be of sufficient durability to withstand the environment.

(2) Color code all phase wiring by the use of colored wire insulation and/or colored
tape. Where tape is used, the wire insulation must be black. Black and red must
be used for single-phase, three wire systems and black, red and blue must be used
for three-phase systems. Neutral conductors, size No. 6 AWG or smaller, must
be identified by a continuous white or natural outer finish. Conductors larger
than No. 6 AWG must be identified either by a continuous white or natural gray
outer finish along its entire length or by the use of white tape at its terminations
and inside accessible wireways.

(3) All branch circuit conductors connected to a particular phase must be identified
with the same color. The color coding must extended to the point of utilization.

(4) In control wiring, the same color must be used throughout the system for the
same function, such as 10%, 30%, 100% brightness control, etc.

(5) All power and control circuit conductors must be copper; aluminum must not be
accepted. This includes wire, cable, busses, terminals, switch/panel components,
etc.

(6) Low voltage (600 V) and high voltage (5000 V) conductors must be installed in
separate wireways.

(7) Neatly lace wiring in distribution panels, wireways, switches and pull/junction
boxes.

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(8) The minimum size of pull/junction boxes, regardless of the quantity and the size
of the conductors shown, must be as follows:

(a) In straight pulls, the length of the box must not be less than eight times
the trade diameter of the larger conduit. The total area (including the
conduit cross-sectional area) of a box end must be at least 3 times greater
than the total trade cross-sectional area of the conduits terminating at the
end.

(b) In angle or u-pulls, the distance between each conduit entry inside the
box and the opposite wall of the box must not be less than six times the
trade diameter of the largest conduit. This distance must be increased for
additional entries by the amount of the sum of the diameters of all other
conduit entries on the same wall of the box. The distance between
conduit entries enclosing the same conductor must of not be less than six
times the trade diameter of the largest conduit.

(9) A run of conduit between terminations at equipment enclosures, square ducts and
pull/junction boxes, must not contain more than the equivalent of four quarter
bends (360 degrees total), including bends located immediately at the
terminations. Cast, conduit type outlets must not be treated as pull/junction
boxes.

(10) Equipment cabinets must not be used as pull/junction boxes. Only wiring
terminating at the equipment must be brought into these enclosures.

(11) Splices and junction points must be permitted only in junction boxes, ducts
equipped with removable covers, and at easily accessible locations.

(12) Circuit breakers in power distribution panel(s) must be thermal-magnetic, molded

case, permanent trip with 100-ampere, minimum, frame.

(13) Dual lugs must be used where two wires, size No. 6 or larger, are to be connected
to the same terminal.

(14) All wall mounted equipment enclosures must be mounted on wooden mounting
boards.

(15) Wooden equipment mounting boards must be plywood, exterior type, 3/4 inch
(19 mm) minimum thickness, both sides painted with one coat of primer and two
coats of gray, oil-based paint.

(16) Rigid steel conduit must be used throughout the installation unless otherwise
specified. The minimum trade size must be 3/4 inch (19 mm).

(17) All rigid conduit must be terminated at CCRs with a section (10" (254 mm)
minimum) of flexible conduit.

(18) Unless otherwise shown all exposed conduits must be run parallel to, or at right
angles with, the lines of the structure.

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(19) All steel conduits, fittings, nuts, bolts, etc., must be galvanized.

(20) Use conduit bushings at each conduit termination. Where No. 4 AWG or larger
ungrounded wire is installed, use insulated bushings.

(21) Use double lock nuts at each conduit termination. Use weather tight hubs in
damp and wet locations. Sealing locknuts must not be used.

(22) Wrap all primary and secondary power transformer connections with sufficient
layers of insulating tape and cover with insulating varnish for full value of cable
insulation voltage.

(23) Unless otherwise noted, all indoor single conductor control wiring must be No.
12 AWG.

(24) Both ends of each control conductor must be terminated at a terminal block. The
terminal block must be of proper rating and size for the function intended and
must be located in equipment enclosures or special terminal cabinets.

(25) All control conductor terminators must be of the open-eye connector/screw type.
Soldered, closed-eyed terminators, or terminators without connectors are not
acceptable.

(26) In terminal block cabinets, the minimum spacing between parallel terminal
blocks must be 6 inches (152 mm). The minimum spacing between terminal
block sides/ends and cabinet sides/bottom/top must be 5 inches (127 mm). The
minimum spacing will be increased as required by the number of conductors.
Additional spacing must be provided at conductor entrances.

(27) Both ends of all control conductors must be identified as to the circuit, terminal,
block, and terminal number. Only stick-on labels must be used.

(28) A separate and continuous neutral conductor must be installed and connected for
each breaker circuit in the power panel(s) from the neutral bar to each
power/control circuit.

(29) The following must apply to relay/contactor panel/enclosures:

(a) All components must be mounted in dust proof enclosures with vertically
hinged covers.

(b) The enclosures must have ample space for the circuit components,
terminal blocks, and incoming internal wiring.

(c) All incoming/outgoing wiring must be terminated at terminal blocks.

(d) Each terminal on terminal blocks and on circuit components must be

clearly identified.

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(e) All control conductor terminations must be of the open-eye

connector/screw type. Soldered, closed-eye connectors, or terminations
without connectors are not acceptable.

(f) When the enclosure cover is opened, all circuit components, wiring, and
terminals must be exposed and accessible without any removal of any
panels, covers, etc., except those covering high voltage components.

(g) Access to, or removal of, a circuit component or terminal block will not
require the removal of any other circuit component or terminal block.

(h) Each circuit component must be clearly identified indicating its

corresponding number shown on the drawing and its function.

(i) A complete wiring diagram (not a block or schematic diagram) must be

mounted on the inside of the cover. The diagram must represent each
conductor by a separate line.

(j) The diagram must identify each circuit component and the number and
color of each internal conductor and terminal.

(k) All wiring must be neatly trained and laced.

(l) Minimum wire size must be No. 12 AWG.

c. Field lighting

(1) Unless otherwise stated, all underground field power multiple and series circuit
conductors (whether direct earth burial (DEB) or in duct/conduit) must be FAA
approved Type L-824. Insulation voltage and size must be as specified.

(2) No components of the primary circuit such as cable, connectors and transformers
must be brought above ground at edge lights, signs, REIL, etc.

(3) There must be no exposed power/control cables between the point where they
leave the underground (DEB or L-867 bases) and where they enter the equipment
(such as taxiway signs, PAPI, REIL, etc.). Enclosures. These cables must be
enclosed in rigid conduit or in flexible water-tight conduit with frangible
coupling(s) at the grade or the housing cover, as shown in applicable details.

(4) The joints of the L-823 primary connectors must be wrapped with one layer of
rubber or synthetic rubber tape and one layer of plastic tape, one half lapped,
extending at least 1-1/2 inches (38 mm) on each side of the joint, as shown in
Figure 121.

(5) The cable entrance into the field attached L-823 connectors must be enclosed by
a heat-shrinkable tubing with continuous internal adhesive as shown in Figure
121.

(6) The ID of the primary L-823 field attached connectors must match the cable ID
to provide a watertight cable entrance. The entrance must be encapsulated in a

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heat shrinkable tubing with continuous factory applied internal adhesive, as

shown in Figure 121.

(7) L-823 type 11, two-conductor secondary connector must be class "A" (factory
molded).

(8) There must be no splices in the secondary cable(s) within the stems of a
runway/taxiway edge/threshold lighting fixtures and the wireways leading to
taxiway signs and PAPI/REIL equipment.

(9) Electrical insulating grease must be applied within the L-823, secondary, two
conductor connectors to prevent water entrance. The connectors must not be
taped.

(10) DEB isolation transformers must be buried at a depth of 10 inches (254 mm) on
a line crossing the light and perpendicular to the runway/taxiway centerline at a
location 12 inches (305 mm) from the light opposite from the runway/taxiway.

(11) DEB primary connectors must be buried at a depth of 10 inches (254 mm) near
the isolation transformer. They must be orientated parallel with the
runway/taxiway centerline. There must be no bends in the primary cable 6
inches (152 mm), minimum, from the entrance into the field-attached primary
connection.

(12) A slack of 3 feet (0.9 m), minimum, must be provided in the primary cable at
each transformer/connector termination. At stake-mounted lights, the slack must
be loosely coiled immediately below the isolation transformer.

(13) Direction of primary cables must be identified by color coding as follows when
facing light with back facing pavement: cable to the left is coded red and cable to
the right is coded blue, this applies to the stake-mounted lights and base-mounted
lights where the base has only one entrance.

(14) L-867 bases must be size B, 24" (610 mm) deep class 1 unless otherwise noted.

(15) Base-mounted frangible couplings must not have weep holes to the outside.
Plugged holes are not acceptable. The coupling must have a 1/4" (6 mm)
diameter minimum or equivalent opening for drainage from the space around the
secondary connector into the L-867 base.

(16) The elevation of the frangible coupling groove must not exceed 1-1/2" (38 mm)
above the edge of the cover for base-mounted couplings or the top of the stake
for stake-mounted couplings.

(17) Where the frangible coupling is not an integral part of the light fixture stem or
mounting leg, a bead of silicone rubber seal must be applied completely around
the light stem or wireway at the frangible coupling to provide a watertight seal.

(18) Tops of the stakes supporting light fixtures must be flush with the surrounding
grade.

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(19) Plastic lighting fixture components, such as lamp heads, stems, frangible
couplings, base covers, brackets, stakes, are not acceptable. L-867 plastic
transformer housings are acceptable. A metal threaded fitting must be set in
flange during casting process. Base cover bolts must be fabricated from 18-8
stainless steel.

(20) The tolerance for the height of runway/taxiway edge lights must be ± 1 inch (25
mm). For stake-mounted lights, the specified lighting fixture height must be
measured between the top of the stake and the top of the lens. For base-mounted
lights, the specified lighting fixture height must be measured between the top of
the base flange and the top of the lens, and includes the base cover, the frangible
coupling, the stem, the lamp housing and the lens.

(21) The tolerance for the lateral spacing (light lane to runway/taxiway centerline) of
runway/taxiway edge lights must be ± 1 inch (25 mm). This also applies at
intersections to lateral spacing between lights of a runway/taxiway and the
intersecting runway/taxiway.

(22) L-867 bases may be precast. Entrances into L-867 bases must be plugged from
the inside with duct seal.

(23) Galvanized/painted equipment/component surfaces must not be damaged by

drilling, filing, etc. – this includes drain holes in metal transformer housings.

(24) Edge light numbering tags must be facing the pavement.

(25) Cable/splice/duct markers must be pre-cast concrete of the size shown.

Letters/numbers/arrows for the legend to be impressed into the tops of the
markers must be pre-assembled and secured in the mold before the concrete is
poured. Legends inscribed by hand in wet concrete are not acceptable.

(26) All underground cable runs must be identified by cable markers at 200 feet (61
m) maximum spacing with an additional marker at each change of direction of
the cable run. Cable markers must be installed above the cable.

(27) Locations of all DEB underground cable splice/connections, except those at

isolation transformers, must be identified by splice markers. Splice markers must
be placed above the splice/connections.

(28) The cable and splice markers must identify the circuits to which the cables
belong. For example: RWY 4-22, PAPI-4, PAPI-22.

(29) Locations of ends of all underground ducts must be identified by duct markers.

(30) The preferred mounting method of runway and taxiway signs is by the use of
single row of legs. However, two rows will be acceptable.

(31) Reference Figure 125 and Figure 126 for an example of a lighted sign
installation.

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a. Power to the sign must be provided through breakaway cable connectors

installed within the frangible point portion of the sign's mounting legs.

b. There must be no above ground electrical connection between signs in a sign

array.

(32) Stencil horizontal and vertical aiming angles on each REIL flash head or
equipment enclosure. The numerals must be black and one inch (25 mm)
minimum height.

(33) Stencil vertical aiming angles on the outside of each PAPI lamp housing. The
numerals must be black and one inch (25 mm) minimum height.

(34) All power and control cables in man/hand holes must be tagged. Use embossed
stainless steel strips or tags attached at both ends to the cable by the use of UV
resistant plastic straps. A minimum of two tags must be provided on each cable
in a man/hand hole - one at the cable entrance, and one at the cable exit.

(35) Apply a corrosion inhibiting, anti-seize compound to all screws, nuts and
frangible coupling threads.

(36) There must be no splices between the isolation transformers. L-823 connectors
are allowed at transformer connections only, unless shown otherwise.

(37) DEB splices in home runs must be of the cast type, unless shown otherwise.

(38) Where a parallel, constant voltage PAPI system is provided, the "T" splices must
be of the cast type.

(39) Concrete used for slabs, footing, backfill around transformer housings, markers,
etc., must be 3000 PSI, min., air-entrained.

d. Equipment Grounding

(1) Ground all non-current-carrying metal parts of electrical equipment by using

conductors sized and routed per NEC Handbook, Article 250.

(2) All ground connections to ground rods, busses, panels, etc., must be made with
pressure type solderless lugs and ground clamps. Soldered or bolt and washer
type connections are not acceptable. Clean all metal surfaces before making
ground connections. Exothermic welds are the preferred method of connection to
a ground rod

(3) Tops of ground rods must be 6 inches (152 mm) below grade.

(4) The resistance to ground of the vault grounding system with the commercial
power line neutral disconnected must not exceed 10 ohms.

(5) The resistance to ground of the counterpoise system, or at isolation locations,

such as airport beacon must not exceed 25 ohms.

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APPENDIX 6. APPLICATION NOTES.

PURPOSE

The purpose of these Application Notes is to provide additional information to better guide
consultants and designers when developing airfield lighting designs.

A6-1. Signs with Internal Power Supplies (Style 2/3).

This section provides some application guidelines to be considered when designing airfield
lighting systems that include certain types of style 2 and 3 signs. There are several manufacturers
of these products and not all products will behave exactly as described in this Appendix. This
information is intended to provide some general guidelines. The designer should always consult
the manufacturer for characteristics and application information that is specific to each product.

The style 2 lighted sign is for circuits powered by a 3 step constant current regulator (CCR)
where the sign input current ranges from 4.8 to 6.6 amps. The style 3 lighted sign is for circuits
powered by a 5 step CCR where the sign input current ranges from 2.8 to 6.6 amps (or alternately
from 8.5 to 20 amps).

For the discussion and description below, the examples used are the style 3, 2.8 to 6.6 amp sign.
Most of this information applies to the style 2 signs however; the designer should consult the
manufacturer for specific information.

A6-1.1. General Description.

Figure 1 shows a simplified block diagram of a controlled output sign. A power supply provides
the lamps with a fixed or nearly fixed load current while its input is 2.8 to 6.6 amps current from
the series circuit. In this application, the sign may be installed on a circuit that also has other
lighting fixtures that must have their brightness controlled by selecting CCR current steps. The
sign must maintain its brightness at the required level (10 to 30 foot lamberts – see AC 150/5345-
44, Specification for Runway and Taxiway Signs) when any of the steps are selected on the
circuit.

Figure 139. Controlled Output Sign Block Diagram

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This is achieved by holding the current of the lamps to a constant level – the sign lamp intensity
will remain nearly the same regardless of the CCR current setting. Since the circuit current
operates within a range of 2.8 to 6.6 amps, the sign power supply must continue to provide the
same wattage to the load when the CCR current is changed to a lower step. The sign power
supply will require more input voltage from the circuit when the circuit current decreases to
continue to supply the load with the same wattage.

A6-1.2. Circuit Loading Considerations.

To determine the load requirements and CCR sizing for these styles of signs, it would be
incorrect to simply add the volt-amps (VA) required by the signs, the load of the remaining items
on the circuit, and perform the normal calculations for cable losses, transformer efficiency, etc.
This calculation would only be valid if the circuit was kept at the top step, 6.6 amps.

Consider a circuit with multiple signs that has a sign load of 10,000 VA with other lights and
losses of 3,000 VA, for a total of 13,000 VA. A 15KVA CCR should be adequate for this load at
the top step. A 15KVA CCR has a maximum nominal output voltage of 2,272 volts, at 6.6 amps.
The 10,000VA of sign load requires about 1515 volts at 6.6 amps. If the CCR is set to a lower
step, the sign components on the circuit will still require 10,000 VA to maintain their brightness.
Considering only the sign load and excluding any losses or efficiency issues, the 10,000 VA at
2.8 amps is now a voltage of about 3,570 volts. The CCR however, can only supply 2,772 volts,
and is now undersized.

To provide the proper power to the sign, the maximum voltage needed by the signs at the lowest
circuit step to be used must be considered along with the VA of the remaining circuit
components, cable losses, and series isolation transformer efficiency.

A6-1.3. Potential for Conducted Emissions.

Style 2 and 3 signs include a power supply that must maintain a constant brightness on the sign
even if the series circuit current is set to any of the 3 or 5 steps from a CCR. To accomplish this,
the sign power supply often includes high frequency switching components which have the
potential for creating conducted emissions. These emissions can adversely affect devices on the
circuit or other proximate circuits. If any remote switching devices that use power line carrier
technology are installed at the airport for applications such as runway guard lights or stop bars,
the designer should consider conducted emissions when sharing the circuit with style 2 or 3 signs.
In addition, circuits that share a conduit with sign circuits may be subject to any sign emissions
cross talk. The designer should consider the application design of these components and consult
the manufacturer of these products to determine if a potential problem exists.

A6-1.4. Circuit stability on circuits including style 2 or 3 signs.

Some Style 2 or 3 signs may have large swings in the load they present to the series circuit during
start up or after a lamp fails. This type of load may not be well tolerated by certain CCRs,
resulting in instability or shutdown of the circuit. The designer should consult the manufacturer of
both the sign and CCR to determine proper compatibility.

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A6-2. Series Circuit Addressable Devices.

This section provides some application guidelines to be considered when designing airfield
lighting systems that include addressable switching devices.

A6-2.1. Addressable Lights General Description.

Figure 2 shows a typical power line carrier arrangement for addressable switching devices. Each
fixture is connected to an Addressable Control and Monitoring Unit (ACMU) on the secondary of
an L-830/L-831 isolation transformer. There is an interface in the vault (Series Circuit Interface)
that sends messages onto the series lighting circuit. The ACMUs in the field receive these signals
and provide a response to the interface in the vault, providing control and monitoring
functionality for the lights on the circuit. Each ACMU is programmed with unique configuration
parameters that control its associated fixture.

Figure 140. Typical Power Line Carrier System

The fixture is also monitored by the ACMU to detect a lamp failure.

Addressable switching systems are also available using fiber optic or twisted pair copper wire as
a substitute for the power line carrier data communications on the series circuit. However, the
designer must be aware that each type of data communications has its own set of design
requirements. The majority of systems will use a power line carrier system since no additional
cable is required. Consult with the system manufacturer for an optimal data communications
design.

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Some of the applications information may apply to these systems but due to their varied
configurations are not covered here.

A6-2.2. Response Time Related Requirements.

There are several issues relating to the technology and electrical environment that impact the
general response times of ACMU components. Depending on the application, the response time
requirements may be significantly different.

A6-2.2.1. Time to change state example- Stop Bars.

In this example, a button is pressed in the tower to clear an aircraft onto or across a runway. A
critical response time in this situation is the time required from the button being pushed until all
of the lights on the stop bar are lit (otherwise known as change state). In some cases, the
addressable system must send the messages to the addressable devices multiple times in the event
that some of the devices do not properly receive and acknowledge the change state command -
more time will be required to complete the execution of the command. If some of the lights in a
stop bar change state while others do not (the initial command is not properly received by all of
the devices in the group), all of the lights in the stop bar may not be lit at the same time. The
designer must work closely with the manufacturer to ensure that response times are considered
when addressable device systems are installed.

A6-2.2.2. Sensor Timing.

There are applications such as stop bars that require the use of sensors on the airfield to detect a
vehicle or aircraft passage at a specific location. The sensor behavior, detection zones and
response time is unique to the technology used (i.e., inductive loops, Doppler RADAR, etc.).
Typically, a detection event is passed to a special addressable device that is designed to accept a
logic state change or contact closure to report a detection event. The response time of an
addressable system to report these detection events can vary greatly depending on how the system
has been designed, the communications capabilities and performance margins, and other factors.
For example, if the addressable system is polling the device that reports the status of a sensor, the
time required to collect a valid status must be much shorter than the time the sensor event is
present on the detection system or there is a risk of missing the detection. The sensor may be
designed to retain the changed state of the sensor for a programmable time to ensure that the
addressable system has reported the status. This holding time however, cannot be so long as to
show the sensor in the “detect” state so that the detection of a closely following vehicle or aircraft
may be missed. The addressable system support of sensor self-testing (if available) must also be
considered as to how it is initiated and reported. Refer to RTCA DO-221, Guidance and
Recommended Requirements for Airport Surface Movement Sensor, for additional information
about airfield sensors. The designer should discuss the specific application with the manufacturer
of the addressable control component to develop appropriate sensor performance for the
application.

A6-2.2.3. Time to report status.

When the groups of lights in a stop bar change state, the next area to consider is the time required
for the status of the lighting groups that have changed state to be presented on the air traffic
control tower (ATCT) monitor. Generally, the tower monitor needs to display the status of
lighting components as a group (i.e., stop bar, RGL bar, lead on lights, etc) and not individual
fixtures unless there is a specific requirement. To display the status of lights in a group, it is

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necessary for the addressable lighting system to collect the status of all of the individual fixtures
and determine the operational state of the group of lights. The time required to present the status
will depend on the technology used and also if the messages involved in collecting the status have
to be retransmitted multiple times in the event that there is a marginal communications condition.

A6-2.2.4. Failed Lamp Reporting.

Another consideration is the time required to report a failed lamp. This is typically a lower
priority than the response time for commanding lighting groups. Individual lamps that have
failed but have not caused the lighting group to be below its operational criteria (one lamp out or
two non adjacent lamps out) is not as critical as two adjacent or any three lamps out, which
causes the lighting group to not be operationally available. The designer should consider the
application to determine the appropriate time the system requires when reporting a failed lamp or
group of lamps.

A6-2.2.5. Incorrect status.

Poor data communications between the vault interface equipment and addressable field
components may result in an incorrect status being reported with resulting nuisance alarms at the
ATCT monitor. Consideration should be given to this potential issue when designing addressable
lighting systems.

A6-2.3. Wattage capacity of the switching device.

In some cases, the switching capacity of the addressable switching device may depend on the
CCR supplied waveform. High crest factor CCR current may not allow the use of the maximum
rated load wattage. The designer should consider the application to ensure proper operation. The
choice of CCR may impact the loading required. Consult with the manufacturer about potential
CCR issues.

A6-2.4. Cabling issues

A6-2.4.1. Systems using power line carrier communications.

The cable layout design for the series lighting circuit must be considered. The optimal layout of
the cable can maximize communications performance and improve communications noise and
interference operating margins. For new installations, separating the series circuit from other
circuits on the airfield may improve communications reliability. The prevention of undesirable
crosstalk arising from coupling from one cable to another is of importance. Electrical noise from
other airfield components (i.e., CCRs, LED fixtures, certain types of signs of flashing lights) can
also interfere with reliable communication. The designer should consult with the manufacturer to
develop the best cable layout design.

A6-2.4.2. Systems Using Fiber Optic Communications.

Addressable devices may be available that use fiber optic cables connected to each device.
Designers should evaluate the difficulty of installation and maintainability when considering
these products. The routing of fiber in the proximity of series circuit cables may require separate
conduits depending on the standards required by the airport. The fiber optic connector that is
used to connect the addressable device to the communications system must be capable of

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withstanding the airfield environment in duct banks that are frequently or most always submerged
in water that may have deicing chemicals present. The removal and replacement of a device with
a fiber connector must be practical for airfield electrical maintenance personnel. This is
particularly true for maintenance procedures that protect the fiber optics and connector from any
damage or possible contamination.

A6-2.5.3. Systems using a separate cable for data communications.

Addressable devices may be available that use separate copper (hard-wired) cables connected to
each device. These types of systems use a set of manufacturer defined conductors that may be
daisy chained from one addressable device to the next and ultimately to the vault interface.
Designers should evaluate the difficulty of installation and maintainability when considering
these products. The hard-wired connector that is used to connect the addressable device to the
communications system must be capable of withstanding the airfield environment in duct banks
that are frequently or most always submerged in water or water that may have deicing chemicals
present.

Since the data communication is on a low voltage cable, it must be separated from the series
lighting circuit unless the twisted pair cable insulation rating is the same as the insulation rating
on the series circuit cable (typically 5 kilovolts). In addition, an airport's restriction on allowed
distance between splices should be considered as it may not be possible to get 5KV rated cable
greater than the airport's maximum splice distance limitation.

The designer should consider system communication effects due to opens and/or shorts on the
cable. A hard-wired system may require significant shielding to reduce the risk of interference.
Any break in the shield due to poor installation or maintenance may cause the entire system to be
more susceptible to noise.

A6-2.4.4. Existing cable.

Following optimal cable layout guidelines may not be possible for airports with existing series
lighting circuits. An aging series lighting cable with multiple ground faults or arcing splices may
prevent the proper operation of an addressable lighting system and may significantly impact the
quality and performance of the data communications.

A6-2.5. Transformer age and selection.

Old isolation transformers with poor insulation or connectors also impact the addressable lighting
system. The designer should be aware of the current airfield electrical system condition to
determine if the existing transformers can be used or must be replaced. Generally, the smallest
transformer capacity that will meet the fixture load requirements should be used. In some cases,
larger capacity transformers can cause more loss in any data communications methodology.
Consult the manufacturer of the power line carrier product when selecting isolation transformers.

A6-2.6. Load calculation.

Each addressable device will consume power on the secondary of the isolation transformer.
When calculating the load, consider the peak power consumption of the device and add the loss in
the additional secondary cable, particularly if there is a secondary extension cable.

A6-2.7. Load characteristics.

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Most addressable devices are designed to handle incandescent loads. Generally, circuit current is
checked to the load. If other types of loads (for example, LED or flashing) are to be used, consult
the manufacturer to determine compatibility.

A6-2.8. Potential susceptibility to conducted emissions from other airfield devices.

LED fixtures and certain types of signs may cause conducted emissions that can propagate on the
series circuit. These emissions are also able to couple from one circuit to another potentially
interfering with data communications on power line carrier systems.

A6-2.9. Choice of CCR.

The selection of a particular CCR on a power line carrier circuit can improve the overall system
performance. CCRs with high levels of harmonics can reduce operating performance margins.
This may be true for CCRs that reconstruct the sinusoidal waveform via high frequency switching
and produce output current that contain artifacts of the switching frequency. Consult the
manufacturer to ensure compatibility if these types of CCRs are known to be in use.

A6-2.10. Maintainability.

A6-2.10.1. Reporting of failed components.

In the event of a lamp failure or any component of the addressable system, the capability to
convey the information to maintenance personnel should be considered. The failure reporting
capability of the addressable system must be consistent with the maintenance philosophy at the
airport. The reporting and locating of a failed component must be readily recognized and
understood by those responsible for system maintenance.

A6-2.10.2. Programming of spares.

In the event that a failed addressable device needs replacement, the spare component will have to
be configured. Some systems support in-circuit replacement while others provide a programming
tool. These features should be considered as to how they impact the airport maintenance
capabilities.

A6-3. Constant Current Regulators.

This section provides some application guidelines to be considered when designing airfield
lighting systems with relevance to the electrical characteristics of CCRs. It should be noted that
there are several manufacturers of these products and not all products will operate exactly as
described in this Appendix. This information is intended to provide some general guidelines on
selected topics. The designer should always consult the manufacturer for characteristics and
application information that is specific to each product.

A6-3.1. Circuit Loading Considerations

Some lighting circuits on the airfield include components that load the CCR with a varying
current. Examples of these loads are segmented circuits that are switched by selector switches,
stop bar components, or all types of runway guard lights with flashing loads. Calculations that

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involve efficiency or power factors can vary greatly depending on the circuit load at a particular
time. The designer should consider the extremes of the loading to ensure that the calculations
include the lowest and highest possible loads.

A6-3.2. Extended load range issues.

Regulator efficiency can be significantly reduced if its load is reduced to a low level. The
combination of a light load (less than 50% of CCR capacity) and many open secondary isolation
transformers can cause some CCRs to become unstable.

A6-3.3. Synchronously flashing loads.

The in-pavement runway guard light (IPRGL) circuit is an example of a potentially large load
swing on a circuit in the range of 30 to 32 flash cycles per minute. If all of the IPRGL fixtures on
the circuit are exactly synchronized, half of the fixtures are on and off at any point in time. But as
the lamps change state, the lamps that have just been turned off provide almost no load, and the
lamps that have just been turned on provide about half of their load, since the filaments are still
warm. As the filaments warm to full output, the “on” lamps then provide their full load. A graph
that illustrates the circuit loading is shown in Figure 4.

Figure 141. Load Example for In Pavement RGL Circuit

In Figure 4, it is assumed that a 100% load is with all IPRGL fixtures energized. The selection of
the CCR should include consideration for this type of loading. The designer must ensure that the
calculations with regard to efficiency and loading are correct. The CCR manufacturer should also
be consulted as to the suitability of a given CCR to this application. The available IPRGL
systems may include a built-in functionality to distribute the loading to somewhat reduce the
dynamics for the circuit. In addition, the timing of the IPRGLs may be critical to avoid the case

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where both even and odd lights are off at the same time, resulting in very low loading by the
IPRGLs. There may be a small amount of acceptable, normal CCR output current variation as the
load is changing. For monitored series circuits, it is acceptable to slightly widen CCR output
current monitoring alarm levels to eliminate unnecessary nuisance alarms. There may be a small
amount of acceptable, normal CCR output current variation as the load is changing. For
monitored series circuits, it is acceptable to slightly widen CCR output current monitoring alarm
levels to eliminate unnecessary nuisance alarms. The designer should consult the manufacturer of
the CCR and IPRGL controls about the compatibility and application of these components.

A6-3.4. Asynchronously flashing loads.

An example of an asynchronously flashing load is the elevated runway guard light flashing in the
range of 45 to 50 flash cycles per minute. Typically, the timing of each flashing device is
unsynchronized and the series lighting circuit loading at any given moment may drift. The
average loading tends to normalize over larger circuits over time, but there can be periods of time
where loading is quite variable. There may be a small amount of acceptable, normal CCR output
current variation as the load is changing. For monitored series circuits, it is acceptable to slightly
widen CCR output current monitoring alarm levels to eliminate unnecessary nuisance alarms.
The designer should consult the manufacturer of the CCR and elevated RGLs as to the
compatibility and application of these components.

A6-3.5. Non-Linear or Reactive Loads.

Electronic devices such as LED fixtures, style 2 and 3 signs, and addressable components, can
provide a non-linear or reactive load on the circuit. These devices can include switching power
supplies which may impart a capacitive characteristic to the circuit load. In addition, when the
circuit is energized, these devices can initially appear to provide a relatively high voltage drop
and suddenly change to a lower drop. The designer should consult with the CCR and electronic
component manufacturer to determine if there are compatibility issues to consider.

A6-3.6. CCR related emissions.

AC 150/5345-10, Specification for Constant Current Regulators and Regulator Monitors, includes
requirements for EMI in this excerpt:

3.3.12 Electromagnetic Interference.

The regulator must cause the minimum possible radiated or conducted electromagnetic
interference (EMI) to airport and FAA equipment (e.g., computers, radars, instrument
landing systems, radio receivers, VHF Omni-directional Range, etc.) that may be located
on or near an airport.

There is also the potential for conducted emissions from a CCR to couple to other circuits,
particularly if the circuit cable is in the same conduit for long distances on the airfield. CCRs that
use thyristors to control the conduction duty cycle may cause significant harmonic distortion . On
the field circuit, the fast “turn on” of the thyristor can contain high order harmonics of sufficient
energy to couple to other circuits through cross talk to the field cable. Another source of
conducted emissions may be from CCRs that use high frequency switching to approximate a
sinusoidal current waveform. This waveform can include high frequency artifacts, which can
couple to other circuits on the airfield if any cables are in proximity. These circuits can be
lighting or other control circuits. The emissions can adversely affect the proper operation of
devices on the circuit or other proximate circuits. If any remote switching devices that use power

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line carrier technology are used at the airport, the designer should include considerations for the
CCR selection. If any remote switching devices that use hard-wired or power line carrier
technology are used at the airport, the designer should include considerations for the CCR
selection. The designer should consider the application design of these components, and consult
the manufacturer of the products to determine if a potential problem exists.

A6-4. Airfield Lighting Control and Monitoring Systems (ALCMS)

This section provides some application guidelines to be considered when specifying an ALCMS
or items that interface to it.

A6-4.1. Response Times.

In the specification for the L-890 ALCMS defined in AC 150/5345-56, Specification for L-890
Airport Lighting Control and Monitoring (ALCMS), response times are described only in the
certification testing process. The following provides instructions to test the ALCMS within a lab
certification environment. Generally the system is connected with a relatively small complement
of components to be controlled and monitored by the ALCMS. The response times required in
150/5345-56 and referred to this AC are, for the most part, included in Table 13-1.

It must be noted that the response times shown refer only to the ALCMS. Equipment that is
controlled is not part of this table. The designer must consider this and in particular, establish
response times at the system level that includes the response times of components that are
controlled by the ALCMS. Establish timing budgets at each interface to ensure that each product
specified has its response time budget included so it can be verified on site in the event the system
level response time is not acceptable.

In addition, since the response times are listed in the context of a certification test (the system is
loaded with relatively few components), the designer should also address all response times in the
ALCMS and connected components in the specifications when it is installed on site with all
systems operational. After installation, there will be many more regulators, possibly multiple
vaults, remote locations for maintenance, and some number of ATCT Human Machine Interfaces
(HMI). Each of these items can change the system response time.

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A6-4.2. Failover and recovery.

Depending on the level of redundancy in the ALCMS, the failover and recovery functions can
have wide spread implications. The most common redundancy is in the network that connects
different locations in the ALCMS (i.e., ATCT, vault(s) maintenance terminals, etc.). Redundancy
protects the system from a network fault and prevents a loss of system control if a network
connection fails. A more sophisticated design includes most critical components being redundant
with two network connections. Each location would have two network switches and be
independently powered. Within each location there would be an internal redundant network so
that each component to be controlled or monitored connects to both local networks. The example
from AC 150/5345-56 is shown below:

Figure 142. ALCMS Block Diagram

The issue for the designer is to consider how each failure is processed by the system. If a
component on the vault communications network loses its connection on one of its networks but

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not the other, different system designs will imply different failover mechanisms. A simplistic
design might switch all networks on the ALCMS to the backup network. This would probably
take longer to complete since all components must detect and act on a network changeover. The
more likely switchover is either the vault network switching over or just the data between a failed
vault component and the system is supported on the operating network segment.

Some designs may actively use both networks and fully load one network in the event the other
fails. The failover design must be able to detect the loss of a component. The system must then
determine the alternate means to be used as a backup and then communicate with any system
components that must take some kind of action to switch over. The system must retain the status
and locations of all of the components. In the event of a failure, the current system status must
continue to be maintained on the backup computer or server. During the failover process, no data
can be lost and the critical element is the time the ATCT HMI may be without any method of
control – this is a critical system parameter. The system must also detect that a failure
(component or network) has been repaired and returned to normal operation (the recovery
mechanism also includes the same timing issues as fault detection).

There are many scenarios of failed components where each may cause different failover behavior
with different timing. The designer must consult the manufacturer to determine the appropriate
failover architecture for the airport and establish the details of the failover/recovery functionality.

A6-4.3. Site acceptance test (SAT).

AC 150/5345-56 only refers to a site acceptance test (SAT) in general terms. The designer
should review (consulting the manufacturer when necessary) what critical parameters are to be
considered during an SAT. For example checking the system functionality, system and
component response times, loss of power, network failure, and labeling. The AC leaves it up to
the supplier to develop a test plan with the designer providing approval. However, the designer
can include a more detailed set of guidelines regarding site acceptance testing. This would ensure
that the test is of more value to the airport owner and addresses any exceptional conditions that
are likely to arise during operation.

A6-4.4. Interfaces.

If there is equipment to be connected to the ALCMS that is from different suppliers, the designer
should develop a complete understanding of how each component will interact. If the control and
monitoring functions are discrete wiring and contact closures, or simple analog voltages to be
measured, these are more common and will be less of a problem. In the case that the interface is
a more complex communication interface, the designer should ensure that these interfaces are
supported by both systems and in particular that the functions defined for the application are fully
supported. This should be part of the factory and site acceptance tests. If the interface is to be
developed by two parties, an interface control document (ICD) should be developed.

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APPENDIX 7. RUNWAY STATUS LIGHT (RWSL) SYSTEM

A7-1. Purpose

This Appendix describes the installation requirements for RWSL. While RWSL may be an FAA
owned and operated system, the designer and airport authorities must be aware of how the
installation of the system may impact airport operations. The RWSL system will require the
installation of in-pavement lighting fixtures (consisting of Runway Entrance Lights (RELs) and
Takeoff Hold Lights (THLs)), associated installation hardware that includes conduit, high voltage
cable, equipment vault(s), and data links from the air traffic control tower to the electrical
vault(s). Airport Authorities should be prepared to participate in meetings with the FAA to
establish consensus and approve installation plans/schedules, any airport related operational
impacts/associated costs, and optimal equipment and light locations. Additionally, RWSL
construction activities may affect multiple taxiway and runway operations. Therefore, airport
authorities should be prepared to fully assess and agree to any prolonged operational impacts and
unique airport specific requirements.

Note: See Engineering Brief #64, Runway Status Lights System, for the most current
information and installation details about Runway Status Lights.

A7-1.1. System Description.

The purpose of the RWSL System is to reduce the number of runway incursions without
interfering with normal airport operations. Runway status lights display critical, time-sensitive
safety status information directly to pilots and vehicle operators via in-pavement lights giving
them an immediate indication of potentially unsafe situations. Runway status lights indicate
runway status only; they do not indicate clearance.

The RWSL System uses computer processing of integrated surface and terminal surveillance
information to establish the presence and motion of aircraft and surface vehicles on or near the
runways. The system illuminates red runway-entrance lights (RELs) if the runway is unsafe for
entry or crossing, and illuminates red takeoff-hold lights (THLs) if the runway is unsafe for
departure. The system extinguishes the lights automatically as appropriate when the runway is no
longer unsafe.

The RWSL System consists of an RWSL processor and a Field Lighting System (FLS). The
RWSL processor receives surveillance data of aircraft and vehicles on or near the airport surface
from the ground surface surveillance system. The RWSL processor uses this surveillance data to
determine when to activate and deactivate the RELs and THLs. These light commands are sent to
the RWSL FLS. The FLS includes a Light Computer (LC), in pavement light fixtures, and all
light system circuitry. The FLS receives the light commands and illuminates and extinguishes the
lights as commanded by the RWSL processor. The system will automatically determine runway
configurations and will adjust the activation and deactivation of RELs and THLs accordingly.
The system will automatically adjust light intensity according to time of day.

Air Traffic supervisors control the system using a cab control panel. Control functions will
include light intensity control (override of automatic intensity adjustment) separately by RELs
and THLs. Status indicators will be provided such as system online/offline and if maintenance is
required. A separate kill switch will be provided to deactivate all RWSL fixtures in the event of a
system malfunction.

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The RWSL System includes a maintenance terminal for Technical Operations personnel to
control the RWSL System and to assist with identification of failed line replaceable units (LRUs).
The maintenance terminal also provides all tools and controls necessary to configure and
optimize the system.

A7-2. Installation.

A7-2.1 Runway Entrance Lights (REL)

RELs are installed at taxiway/runway intersections and advise aircrews or vehicle operators when
it unsafe to cross or enter a runway. The airport authority should ensure that RELs are certified to
AC 150/5345-46, Specification for Runway and Taxiway Light Fixtures, Type L-852S, Class 2,
Mode 1, Style 3.

A7-2.2 REL Light Base.

Light mounting bases should be Type L-868, Class IA or IB, Size B per AC 150/5345-42,
Specification for Airport Light Bases, Transformer Housings, Junction Boxes, and Accessories.
Ensure that all light bases are installed per Chapters 11 and 12 of AC 150/5345-30.

A7-2.3 REL Configurations.

The following standards apply for the most common REL configurations:

 Basic Configuration (straight taxiway perpendicular to the runway)

 Angled Configuration (straight taxiway not perpendicular to the runway)
 Curved Configuration (curved taxiway at a varying angle to the runway)

A7-2.3.1 Basic (90-degree) Configuration.

This is the most common intersection. See Figure 143. Because the taxiway centerline is
perpendicular to the runway centerline, the longitudinal line of RELs is also perpendicular to the
runway, and all the lights are aimed along the taxiway path, that is perpendicular to the runway
centerline.
RELs are installed parallel to the taxiway centerline and spaced laterally two (2) feet from the
taxiway centerline on the opposite side of taxiway centerline lights (if installed). A REL array
will typically consist of a minimum of six (6) lights and may include more (there may be fewer
than 6 RELs for short taxiway segments), depending on the distance between the runway
centerline and the holding position. The first light in the taxiway segment is installed two (2) feet
prior to the runway holding position marking. The next to last light is installed two (2) feet prior
to the runway edge stripe. The last light in the array is installed two (2) feet to the side of the
runway centerline lights toward the intersecting taxiway (See Section 4, Table 4.1 of AC
150/5340-30 for longitudinal spacing standards.) The REL light base installation must be no
closer than 2 feet (0.6 m) (measured to the edge of the fixture base) to any pavement joints.

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RELs LOCATED ON RUNWAY ARE

LONGITUDINALLY ALIGNED WITH
TAXIWAY RELs AND ARE SPACED
2 FT FROM RUNWAY CENTERLINE.

RUNWAY GUARD LIGHTS (RGL)

TAXIWAY CENTERLINE LIGHTS SEE AC 150/5340-30, FIGURE 49
SEE AC 150/5340-30, FIGURE 43 FOR DETAILS
FOR DETAILS

RELs ON SHORT
TAXIWAY SEGMENTS
SPACED 12.5 FEET MIN. 4 RELs ON LONGER TAXIWAY SEGMENTS
EQUIDISTANTLY SPACED.
RELs SPACING 50 FEET MAXIMUM.
TAXIWAY EDGE LIGHTS
RELs ARE OFFSET 2 FEET FROM
TAXIWAY CENTERLINE AND
2 FEET FROM HOLD BAR MARKING.

Figure 143. REL Configuration for Taxiways at 90 Degrees

A7-2.3.2 Angled Configuration.

See Figure 144. This configuration is used where the intersecting taxiway is not perpendicular to
the runway centerline but not less than 60 degrees from the runway centerline. The location and
spacing of the REL lights along the taxiway centerline is identical to the one used on
perpendicular intersections. Ensure that RELs cannot be seen by traffic on the runway. For
highly angled taxiways (e.g. less than 60 degrees from the runway centerline heading), the
fixtures used and aiming will be determined on a case by case basis.

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REL LOCATED 2 FEET

FROM RUNWAY
CENTERLINE LIGHTS

RELs ARE SPACED 2 FEET FROM RELs HIGHLY

TAXIWAY CENTERLINE. REL VISIBLE TO
LOCATED ON RUNWAY TRAFFIC ON TAXIWAY
LONGITUDINALLY ALIGNED
WITH TAXIWAY CENTERLINE

RELs SPACED
EQUIDISTANT
ON TAXIWAY SEGMENT

Figure 144. Angled Configuration

A7-2.3.3 Curved Configuration.

When the taxiway centerline marking between the holding position marking and the runway is
curved, the maximum REL longitudinal spacing must be per EB #64. The runway centerline
REL will be located on the extended line of the last two longitudinal lights near the runway edge.
Where a tangent to the curve of the taxiway centerline intersects the runway centerline at not less
than 60 degrees, aiming must comply with AC 150/5340-30 for taxiway centerline lights. When
the angle is less than 60 degrees, aiming must be determined on a case-by-case basis. Contact
AAS-100 for specific guidance.

A7-2.4 Takeoff Hold Lights (THL).

THLs are used at the runway departure area to warn aircrews and vehicle operators that the
runway is unsafe for takeoff. See Figure 145. THLs are a double row of unidirectional in-
pavement red lights aligned with the runway centerline lights (centerline of light fixture) aimed
toward the approach path to the runway. They begin at a point that is 375 feet (± 25 feet) from
the runway threshold and are displaced 6 feet on either side of the runway centerline lights.
THLs are placed every 100 feet for 50 foot spaced centerline lights (between the centerline lights
in every other space). There will be 1500 feet of lights (32 lights) in the array.

A7-2.4.1 THL Fixtures

THLs are a Type L-850T, Class 2, Mode 1, Style 3 light fixture. The airport authority should
ensure that all installation guidelines in Sections and 11 and 12 of AC 150/5345-30 are followed.

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A7-2.4.2 THL Mounting Base.

THL mounting bases are identical to those used for RELs.

375'± 25' 15 equal spaces @ 100' = 1500'

Type L-850T, see AC 150/5345-46 Runway Centerline Marking

2'

Physical Runway Centerline

Runway Centerline Lights

THL

Runway THL Locations

Figure 145. Takeoff/Hold Lights

A7-2.5 Constant Current Regulator (CCR) Power Supply.

This unit provides constant current power (via series lighting circuit high voltage cable) to all
RWSL THL/REL lamps. The CCR is either FAA Type L-828 (no monitoring), Class 1 (6.6
Amps), Style 2 (5 brightness steps) or FAA Type L-829 (with monitoring), Class 1 (6.6 Amps),
Style 2 (5 brightness steps) per AC 150/5345-10, Specification for Constant Current
Regulators/Regulator Monitors. The lighting vault housing the CCRs and other commercial AC
Power equipment will be located in an area mutually acceptable to the FAA and the Airport
Authority.

A7-2.6 Isolation Transformer.

The RWSL isolation transformers will be Type L-830-18 (for both THLs and RELs) per AC-
150/5345-47, Specification for Series to Series Isolation Transformers for Airport Lighting
Systems. All connectors used should be per AC 150/5345-26.

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A7-2.7 Individual Light Controller (ILC).

The ILC input connects to the secondary side of the isolation transformer and enables computer
control of the THL or REL lamp via power line carrier based data communications. The ILC
provides monitoring of lamp current, voltage, and load status, including a lamp out detection
when it is not processing commands. If a lamp fails, the ILC places a short across the secondary
side of the isolation transformer to maintain light system loading.

A7-3 RUNWAY INTERSECTION LIGHTS (RIL)

RILs are used at runway/runway intersections and provide an indication to aircrews and vehicle
operators that there is high-speed traffic on the intersecting runway and that it is unsafe to enter or
cross. They are red unidirectional lights installed in a double longitudinal row aligned and offset
from either side of the runway centerline lighting in the same fashion as THLs. See Section 5.2
for a more detailed THL runway location description and diagrams.

A7-3.1 RIL Mounting Base

RIL light fixtures are the same as those used for THLs: Type L-850T Class 2, Style 3, Mode 1.

A7-3.2 RIL General Installation

See Figure 146. RILs are a double row (31 pairs) of in-pavement red lights that are aligned with
the runway centerline lights and aimed toward an aircraft or vehicle that is approaching an
intersecting runway. They begin at the Land and Hold Short (LAHSO) in pavement lights or the
runway holding position marking and extend toward the approach end of the runway for 3000
feet. In the absence of either LAHSO lights or a runway holding position marking, the equivalent
point of the runway holding position must be determined (see AC 150/5340-1, Standards for
Airport Markings, for additional information about the location of the runway holding position
marking).

See Figure 146 Detail. The first pair of RIL light fixtures is located 6 feet (measured to the
centerline of the RIL light fixture) from the outer edge of the first solid line of the runway holding
position marking toward the approach end of the runway. If LAHSO in-pavement lights are
installed, the first pair of RIL light fixtures is located 6 feet (measured to the centerline of the RIL
light fixture) from the centerline of the LAHSO light bar. The tolerance for both installation
cases is plus 25 feet or less toward the approach end of the runway to achieve the RIL spacing
requirement. RILs are installed every 100 feet and displaced 6 ft. either side of the runway
centerline lights in the same manner as THLs.

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LAND AND HOLD SHORT LIGHTS

RUNWAY CL MARKING

TYPE L-850T LIGHT

SEE AC 150/5345-46

PHYSICAL RUNWAY CL
RUNWAY C
L LIGHTS

RIL

6'

Runway with Center Line Lights RIL Locations

Figure 146. Runway Intersection Lights

A7-3.3 RIL Installation on a Runway with No Centerline Lights

There may be circumstances where RILs are to be installed on a runway that does not have
centerline lights. For these locations, the RIL array must accommodate an imaginary line that
would represent the location of the runway centerline lights (2.5 ft. from the physical centerline
of the runway to the centerline of the light fixture). Per Figure 9, the RILs are offset 6 ft. from
the physical centerline (both sides) of the imaginary runway centerline light fixtures.

A7-3.4 Overlapping RILs and THLs

In some situations, RIL and THL light fixtures may overlap. When there is overlapping, first
determine the layout of the RILs. Then continue with the THL light fixtures (using the last pair
of RIL fixtures as a point of reference) until the last pair of THL fixtures is 375 ±25 feet from the
runway threshold (departure end).

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A7-4 DESIGN.

A7-4.1 General Guidelines.

The RWSL will be installed using new conduit where possible for existing runways/taxiways.
Future installations of in-pavement L-868 light bases and conduit should be done, if possible,
while the pavement is under construction or when an overlay is made. Installation of conduit and
light bases after paving is very costly and requires a lengthy shutdown of the taxiway or runway.
The airport authority should ensure that all installation guidelines, methods and techniques
(Sections 10, 11, and 12) guidelines in this AC are followed when an RWSL installation is
scheduled.

A7-4.2 Layout.

A design drawing must be developed prior to construction (coordinated with and approved by the
airport authority) showing the dimensional layout of each RWSL lighting system to be installed.

A7-4.3 Overlay Rigid and Flexible Pavements.

See Section 10 of this AC for installation guidance and information.

A7-4.4 Existing Pavements.

See Section 10 of this AC for installation guidance.

A7-5 SURFACE MOVEMENT GUIDANCE CONTROL SYSTEM (SMGCS)

Any potential impacts of the RWSL system on airport SMGCS operation must be evaluated and
resolved with the local Airport Authority and Airports District Office prior to commencing any
installation activities.

A7-5.1 EQUIPMENT AND MATERIAL.

All equipment and material will be supplied by the sponsoring activity.

A7-5.2 Lighting Vault.

The vault location is subject to the approval of the local Airport Authority before installation
begins.

A7-6 OPERATIONAL TESTING.

The airport authority should be prepared to coordinate with the FAA to minimize potential
impacts to airport operations.

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