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runways equipped with reduced lengths of lighting. There are
many factors which determine at what height the pilot must
have decided to continue the approach to land or execute a
missed approach. It must be understood that the pilot does not
make an instantaneous judgement upon reaching a specified
height. The actual decision to continue the approach and
landing sequence is an accumulative process which is only
concluded at the specified height. Unless lights are available
prior to reaching the decision point, the visual assessment
process is impaired and the likelihood of missed approaches
will increase substantially. There are many operational considerations
which must be taken into account by the appropriate
authorities in deciding if any restrictions are necessary to any
precision approach and these are detailed in Annex 6.
11.3.6 Objects existing within the boundaries of the light
plane, requiring the light plane to be raised in order to meet the
criteria contained herein, should be removed, lowered or 12. Priority of installation of visual approach
relocated where this can be accomplished more economically slope indicator systems
than raising the light plane.
12.1 It has been found impracticable to develop guidance
11.3.7 In some instances objects may exist which cannot material that will permit a completely objective analysis to be
be removed, lowered or relocated economically. These objects made of which runway on an aerodrome should receive first
ATT A-15 25/11/04
Annex 14 - Aerodromes Volume Z
priority for the installation of a visual approach slope indicator
system. However, factors that must be considered when
making such a decision are:
a) frequency of use;
b) seriousness of the hazard;
c) presence of other visual and non-visual aids;
d) type of aeroplanes using the runway; and
when the area is large or of unusual configuration. At least one
light should be installed for each 7.5 m of peripheral distance
of the area. If the lights are directional, they should be
orientated so that as far as possible their beams are aligned in
the direction from which aircraft or vehicles will approach.
Where aircraft or vehicles will normally approach from several
directions, consideration should be given to adding extra lights
or using omnidirectional lights to show the area from these
directions. Unserviceable area lights should be frangible. Their
height should be sufficiently low to preserve clearance for
propellers and for engine pods of jet aircraft.
e) frequency and type of adverse weather conditions under
which the runway will be used.
14. Rapid exit taxiway indicator lights
12.2 With respect to the seriousness of the hazard, the
order given in the application specifications for a visual
approach slope indicator system, 5.3.5.1 b) to e) of Chapter 5
may be used as a general guide. These may be summarized as:
a) inadequate visual guidance because of:
1) approaches over water or featureless terrain, or
absence of sufficient extraneous light in the approach
area by night;
2) deceptive surrounding terrain;
b) serious hazard in approach;
c) serious hazard if aeroplanes undershoot or overrun; and
d) unusual turbulence.
12.3 The presence of other visual or non-visual aids is a
very important factor. Runways equipped with ILS or MLS
would generally receive the lowest priority for a visual
approach slope indicator system installation. It must be
remembered, though, that visual approach slope indicator
systems are visual approach aids in their own right and can
supplement electronic aids. When serious hazards exist andlor
a substantial number of aeroplanes not equipped for ILS or
MLS use a runway, priority might be given to installing a
visual approach slope indicator on this runway.
12.4 Priority should be given to runways used by turbojet
aeroplanes.
13. Lighting of unserviceable areas
Where a temporarily unserviceable area exists, it may be
marked with fixed-red lights. These lights should mark the
most potentially dangerous extremities of the area. A
minimum of four such lights should be used, except where the
area is triangular in shape where a minimum of three lights
may be employed. The number of lights should be increased
14.1 Rapid exit taxiway indicator lights (RETILs)
comprise a set of yellow unidirectional lights installed in the
runway adjacent to the centre line. The lights are positioned in
a 3-2-1 sequence at 100 m intervals prior to the point of
tangency of the rapid exit taxiway centre line. They are
intended to give an indication to pilots of the location of the
　
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