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5.3.4.31 a) or 5.3.4.32 a). each barrette bevoPld 300 m should
b s~pplemmtedb y a caporitor dixhaqe light, except where
such lighting is considered unnecessary taking &o account
the charac~ristics of the system md the mrtuw of the
meteorological condi~ions.
5.3.4.35 Each capacitor discharge light shall be flashed
twice a second in sequence. beginning with the outermost light
and progressing toward the t h d o l d to the innermost light of
the system The design of the electrical circuit shall be such
that these lights can be operated independently of the other
lights of the approach lighting system.
5.3.4.36 The side row shall consist of barrettes showing
red. The length of a side mw barrette and the spacing of its
lights shall be equal to those of the touchdown zone l i a t
barrenes.
5.3.4.37 The lights forming the crossbars shall be fixed
lights showing variable white. The lights shall be uniformly
spaced at intervals of not more than 2.7 m.
5.3.4.38 The intensity of the red lights shall be cornpatible
with the intensity of the white lights.
5.3.4.39 The lights shall be in accordance with the specifications
of Appendix 2, Figures 142-1 and A2-2.
Note.- The flight pth envelopes used in the design of
these lights are given in Anach~nenl A. Figure A-4.
5.3.5 Visual approach slope indicator systems
5.3.5.1 A visual approach slope indicator system shall be
provided to serve the approach to a runway whether or not the
runway is served by other visual appmch aids cm by nonvisual
aids, where one or more of the following conditions
exist:
a) the runway is used by turbojet or other aeroplanes with
similar approach guidance requirements;
b) the pilot of any type of aeroplane may have difficulty in
judging the approach due to:
1) inadequate visual guidance such as is experienced
during an approach over water or featureless terrain
by day or in the absence of sufficient extranews
lights in the appraach area by night. or
2) misleading information such as is produced by
deceptive surrounding terrain or runway slopes;
C) the presence of objects in the approach area may involve
serious hazard if an aeroplane descends below the normal
approach palh, particularly if there are no non-visual or
other visual aids to give warning of such objects;
d) physical conditions at either end of the runway present a
serious hazard in the ewnt of an aeroplane undershooting
or overmnning the runway; and
e) terrain or prevalent meteorological conditions are such
that the aeroplane may be subjected to unusual turbulence
during approach.
Note.- Guidance on the priority of ir~stailoticm of r~isual
apptwach slope indicator systems is contained in Atmchment
A, Sectior~ 12.
5.3.5.2 The standiud visual approach slope indicator
systems shall consist of the following:
a) T-VASIS and AT-VASIS conforming to the specifications
contained in 5.3.5.6 to 5.3.5.22 inclusive:
Chapter 5 Annex 14 -Aerodromes
b) PAP1 and APAPl systems conforming to the specifications
contained in 5.3.5.23 to 5.3.5.40 inclusive;
as shown in Figure 5-1 5.
5.3.5.3 PAPI, T-VASIS or AT-VASIS shall be provided
where the code number is 3 or 4 when one or more of the
conditions specified in 5.3.5.1 exist.
5.3.5.4 PAP1 or APAPI shall be provided where the code
number is 1 or 2 when one or more of the conditions specified
in 5.3.5.1 exist.
5.3.5.5 Recommendation.- Where a runway threshold
is temporarily displaced from the normal position and one or
more of the conditions specified in 5.3.5.1 exist, a PAPI should
be provided except that where the code number is I or 2 an
APAPI may be provided.
T-VASZS and AT- VASZS
Description
5.3.5.6 The T-VASIS shall consist of twenty light units
symmetrically disposed about the runway .centre line in the
form of two wing bars of four light unlts each, with bisecting
longitudinal lines of six lights, as shown in Figure 5-16.
5.3.5.7 The AT-VASIS shall consist of ten light units
arranged on one side of the runway in the form of a single
wing bar of four light units with a bisecting longitudinal line
of six lights.
5.3.5.8 The light units shall be constructed and arranged
in such a manner that the pilot of an aeroplane during an
approach will:
a) when above the approach slope, see the wing bar@)
white, and one, two or three fly-down lights, the more flydown
lights being visible the higher the pilot is above the
approach slope;
b) when on the approach slope, see the wing bar(s) white;
and
c) when below the approach slope, see the wing bar(s) and
　
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