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operator must confirm the availability of GPS
integrity (RAIM) for the intended operation. In the
event of a predicted, continuous loss of RAIM of
more than five (5) minutes for any part of the route or
procedure, the operator should delay, cancel, or
re-route the flight as appropriate. Use of GPS as a
substitute is not authorized when the RAIM
capability of the GPS equipment is lost.
NOTEThe
FAA is developing a RAIM prediction service for
general use. Until this capability is operational, a RAIM
prediction does not need to be done for a departure or
arrival procedure with an associated “RADAR
REQUIRED” note charted or for routes where the
operator expects to be in radar coverage. Operators may
check RAIM availability for departure or arrival
procedures at any given airport by checking approach
RAIM for that location. This information is available upon
request from a U.S. Flight Service Station, but is no longer
available through DUATS.
AIM 2/14/08
1-2-8 Area Navigation (RNAV) and Required Navigation Performance (RNP)
2. WAAS.
(a) RNAV systems using WAAS input may be
used as an alternate means of navigation guidance
without restriction.
(b) RNAV systems using WAAS input may
be used as a substitute means of navigation guidance
provided WAAS availability for the operation is
confirmed. Operators must check WAAS NOTAMs.
3. DME/DME/IRU.
RNAV systems using DME/DME/IRU, without GPS
input, may be used as an alternate means of
navigation guidance whenever valid DME/DME
position updating is available.
2/14/08 AIM
Airport Lighting Aids 2-1-1
Chapter 2. Aeronautical Lighting and
Other Airport Visual Aids
Section 1. Airport Lighting Aids
2-1-1. Approach Light Systems (ALS)
a. ALS provide the basic means to transition from
instrument flight to visual flight for landing.
Operational requirements dictate the sophistication
and configuration of the approach light system for a
particular runway.
b. ALS are a configuration of signal lights starting
at the landing threshold and extending into the
approach area a distance of 2400-3000 feet for
precision instrument runways and 1400-1500 feet for
nonprecision instrument runways. Some systems
include sequenced flashing lights which appear to the
pilot as a ball of light traveling towards the runway at
high speed (twice a second). (See FIG 2-1-1.)
FIG 2-1-1
Precision & Nonprecision Configurations
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NOTE: Civil ALSF-2 may be
operated as SSALR during
favorable weather conditions.
ALSF-2
Omnidirectional
Flashing
Light
ODALS
Flashing
Light
Flashing
Light
Flashing
Light . Steady
Burning
Light
. Steady
Burning
Light
. Steady
Burning
Light
SSALR
ALSF-1 MALSR
... ... ..... ... ...
. Steady
Burning
Light ........ ..... ........
MALSF
Flashing
Light
.....
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.....
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..... 15 10 10 15
LANDING
APPROACH
REIL
AIM 2/14/08
2-1-2 Airport Lighting Aids
2-1-2. Visual Glideslope Indicators
a. Visual Approach Slope Indicator (VASI)
1. The VASI is a system of lights so arranged to
provide visual descent guidance information during
the approach to a runway. These lights are visible
from 3-5 miles during the day and up to 20 miles or
more at night. The visual glide path of the VASI
provides safe obstruction clearance within plus or
minus 10 degrees of the extended runway centerline
and to 4 NM from the runway threshold. Descent,
using the VASI, should not be initiated until the
aircraft is visually aligned with the runway. Lateral
course guidance is provided by the runway or runway
lights.
2. VASI installations may consist of either 2, 4,
6, 12, or 16 light units arranged in bars referred to as
near, middle, and far bars. Most VASI installations
　
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