Equipment, Navigation and Facilities

Inoperative Equipment
A certificate holder's manual must contain enroute flight, navigation and communication procedures,
including procedures for the dispatch, release or continuance of a flight if a required piece of equipment
becomes inoperative.
When any required instrument or equipment in an aircraft is inoperative, the airplane cannot be flown
unless that aircraft's Minimum Equipment List (MEL) allows such a flight.
The pilot-in-command of an aircraft operating IFR in controlled airspace shall report to ATC
immediately any malfunction of navigational, approach or communications equipment that occurs in flight.
The report must include:
 Aircraft identification;
 Equipment affected;
 Degree to which the capability of the aircraft to operate IFR in the ATC system is impaired; and
 Nature and extent of assistance desired from ATC.

Pitot-Static Instruments
Modern jet transports usually have three pitot-static systems. There are separate systems for the
captain's and co-pilot's instruments plus an auxiliary system that provides a backup for either of the two
primary systems. The instruments that require static pressure input are airspeed, Mach, altitude and
vertical speed indicators. In addition, the airspeed and Mach indicators need a source of pitot pressure.
Besides the flight instruments, static pressure input is required for the Mach warning, autopilot, flight
director, flight recorder and cabin differential pressure. Pitot input is required for all those systems except
for cabin differential pressure. The usual source for these non-flight instruments is the auxiliary pitot-static
system.
Altimeters compare the sea level pressure setting in their window with the outside air pressure
sensed through the static system. The difference is displayed as the altitude above sea level. Part of the
preflight check is to verify the accuracy of the altimeters. An altimeter should be considered questionable
if the indicated altitude varies by more the 75 feet from a known field elevation.
The altimeter setting used by pilots is always the station pressure of the reporting station corrected to
sea level. Station pressure is the actual pressure at field elevation.
True altitude is the actual height of the aircraft above sea level. This is the same as indicated altitude
when standard temperatures exist. When the temperature is warmer than standard, true altitude is higher
than indicated altitude. When the temperature is colder than standard day conditions, just the opposite is
true. Corrected altitude (approximately true altitude) can be calculated but it is neither practical nor useful
to do so in most situations. When setting an altimeter, a pilot should just use the appropriate altimeter
setting and disregard the effects of nonstandard atmospheric pressures and temperatures.
Pressure altitude is the altitude indicated when the altimeter is set to standard sea level pressure of
29.92" Hg. Density altitude is used in aircraft performance computations. It is pressure altitude corrected
for nonstandard temperatures. If the temperature is warmer than standard, density altitude will be higher
than pressure altitude.
The local altimeter setting is used when flying below FL180 and the altimeter is 31.00" Hg or less.
Special procedures apply when the local pressure is more than 31.00" Hg because most altimeters
cannot be set higher than that. In the United States, all altimeters are set to 29.92" Hg when climbing
through FL180. Caution: outside the United States the transition altitude is often something other than
FL180.
A common reason for altimeter errors is incorrect setting of the altimeter. If the setting in the altimeter
is higher than the actual sea level pressure, the altimeter will read higher than the actual altitude. If the
setting is too low, the altimeter will read lower than it really is. As a rough rule of thumb, the magnitude of
the error is about 1,000 feet for each 1" Hg that the altimeter is off. For example, if the altimeter is set to
29.92" Hg, but the real sea level pressure is 30.57" Hg, the altimeter will read about 650 feet lower than
the actual airplane's altitude (30.57 - 29.92 = .65" Hg = 650 feet). In this example, the airplane would be
650 feet higher than the indicated altitude.
 The airspeed indicators compare pitot pressure with static pressure and display the difference as
indicated airspeed. This indicated airspeed equals the aircraft's actual speed through the air (True
Airspeed) only under standard day conditions at sea level. Under almost all flight conditions, true airspeed
will be higher than indicated airspeed because of the lower ambient pressures at altitude.
The Machmeter displays aircraft speed as a percentage of the speed of sound. For example, an
aircraft cruising at a Mach number of .82 is flying at 82% of the speed of sound. The Machmeter works in
a manner similar to the airspeed indicator in that it compares pitot and static pressure, but these inputs
are corrected by an altimeter mechanism.
If a pitot tube becomes blocked, the airspeed and Mach indicators will read inaccurately. If pressure is
trapped in the pitot line, the airspeed will read inaccurately high as the aircraft climbs, low as it descends,
and will be unresponsive to changes in airspeed. The airspeed indicator acts as an altimeter because
only the static pressure changes. This situation occurs in icing conditions if both the ram air inlet and the
drain hole of the pitot tube become completely blocked by ice.
If the pitot tube is blocked but the static port and the pitot drain hole remain open, the indicated
airspeed will drop to zero. The drain pitot tube drain hole allows the pressure in the pitot line to drop to
atmospheric and therefore there is no differential between the static and pitot pressures.
Pitot tubes and static ports are electrically heated to prevent ice formations that could interfere with
proper operation of the systems. They are required to have "power on" indicator lights to show proper
operation. In addition, many aircraft have an ammeter that shows the actual current flow to the pitot and
static ports.
Since the magnetic compass is the only direction-seeking instrument in most airplanes, the pilot must
be able to turn the airplane to a magnetic compass heading and maintain this heading. It is influenced by
magnetic dip which causes northerly turning error and acceleration/deceleration error. When northerly
turning error occurs, the compass will lag behind the actual aircraft heading while turning through
headings in the northern half of the compass rose, and lead the aircraft's actual heading in the southern
half. The error is most pronounced when turning through north or south, and is approximately equal in
degrees to the latitude.
The acceleration/deceleration error is most pronounced on headings of east and west. When
accelerating, the compass indicates a turn toward the north, and when decelerating it indicates a turn
toward the south. The acronym ANDS is a good memory aid:
A accelerate
N north
D decelerate
S south

No errors are apparent while on east or west headings, when turning either north or south.

Safety of Flight Equipment

Airborne weather radar is used to detect and avoid areas of heavy precipitation such as thunderstorms.
With few exceptions, all air carrier aircraft must be equipped with an approved airborne weather radar
unit. The radar must be in satisfactory operating condition prior to dispatch on an IFR or night VFR flight if
thunderstorms (or other hazardous weather) that could be detected by the radar are forecast along the
intended route of flight. An aircraft may be dispatched with an inoperative radar unit if one of two
conditions is met:
 The flight will be able to remain in day VFR flight conditions, or
 Hazardous weather is not forecast.
An air carrier's operations manual must contain procedures for the flight crew to follow if the weather
radar fails in flight.
A ground proximity warning system (GPWS) must be installed on all large turbine powered airplanes.
The GPWS gives aural and visual warnings when an aircraft too close to the terrain is in an improper
configuration for landing, or when it deviates below glide slope on an ILS approach.
TCAS I (Traffic Alert and Collision Avoidance System) provides proximity warning only, to assist the
pilot in the visual acquisition of intruder aircraft. No recommended avoidance maneuvers are provided nor
authorized as a result of a TCAS I warning. TCAS II provides traffic advisories (TAs) and resolution
advisories (RAs). Resolution advisories provide recommended maneuvers in a vertical direction to avoid
conflicting traffic. TCAS does not alter or diminish the pilot's basic authority and responsibility to ensure
safe flight. After the conflict, return to the ATC clearance in effect. If a deviation occurs, contact ATC as
soon as practical.
Cockpit voice recorders are required on large turbine engine powered airplanes and large four engine
reciprocating powered airplanes. The recorder must operate from before the start of the before starting
checklist to the completion of the secure cockpit checklist. Although the recorder runs for the entire flight,
only the most recent 30 minutes of information need be retained on the recorder tape.
An approved flight recorder must be installed on all airplanes certified for operations above 25,000
feet and on all turbine powered airplanes. What the flight recorder must record varies from airplane to
airplane, but at a minimum it must record:
 Time
 Altitude
 Airspeed
 Vertical acceleration
 Heading
 Time of each radio transmission to or from ATC.

An air carrier must keep the flight recorder data until an aircraft has been operated at least 25 hours
after the data was removed. However, 1 hour of the oldest recorded data may be erased to test the flight
recorder.
The cockpit voice and flight recorder data can be used to identify malfunctions and irregularities with
the aircraft and in carrying out investigations under NTSB Part 830. It cannot be used by the FAA for
enforcement purposes. If an incident occurs which would require the immediate notification of the NTSB,
the data must be kept by the operator for at least 60 days.

Communications
Each flag and domestic operator must have a two-way radio system that, under normal conditions, allows
reliable and rapid communications between its aircraft and the appropriate dispatch office. For operations
within the 48 contiguous states, this system must be independent of any operated by the U.S.
government.
One source of current weather information in flight is the Enroute Flight Advisory Service (Flight
Watch). This service is available nationwide from Flight Service Stations on frequency 122.0 MHz. Flight
Watch is limited to weather information only. It is not to be used to open or close flight plans or for any
ATC function.

Navigation Equipment
When an aircraft is flown IFR or VFR Over-the-Top it must have a dual installation of the navigation radios
required to fly that route. This means that an aircraft flying Victor airways or jet routes must have two
operable VOR systems. Only one ILS system and one marker beacon system is required under Part 121.
When an aircraft is navigating over routes using low frequency, ADF or Radio Range, it only needs
one receiver for those NAVAIDs, if it is also equipped with two VOR receivers. If that is the case, the VOR
stations must be located such that the aircraft could complete the flight to a suitable airport and make an
instrument approach if the low frequency system fails. The airplane must also be fueled to allow for such
a failure.
Whenever a different VOR station is tuned, the pilot must listen to the Morse code identification. This
will ensure that the correct frequency has been tuned and that a usable signal is available. Occasionally,
when a VOR station is undergoing routine maintenance, it will broadcast a signal that is not reliable
enough to use for navigation. This condition is indicated in one of two ways. Either the coded ident will be
turned off or the ident will be changed to the letters T - E - S - T. Other than the identifier, the station may
appear to be broadcasting a normal signal.
To be flown IFR, an aircraft must have had its VORs checked within the past 30 days. The pilots may
check the accuracy of the VORs in one of several ways.
 The VORs may be checked using a VOT facility on an airport. The VOT broadcasts the 360 radial
and so the CDI needle should center either on a setting of 360 with a FROM indication or on 180 with a
TO indication. A deviation of +/-4 is acceptable for a VOT check.
If a VOT is not available, a VOR checkpoint may be used instead. The aircraft must be moved to the
checkpoint and the designated radial set in the CDI course. The acceptable variation for a ground check
is +/-4. For an airborne check the allowable variation is +/-6.
If no VOT or VOR check point is available, the VORs may be checked against each other. This is
called a "dual VOR check." Tune the VORs to the same station and check the difference in indicated
bearing. If they are within 4 of each other, the check is satisfactory. This check can be performed on the
ground or in the air.
The person making a VOR check must make an entry in the aircraft log or other record. A proper
entry includes the date, place and bearing error. The checker must sign the entry. Besides the VOR
check, the altimeter system and the transponder must have been checked within the last 24 calendar
months (14 CFR §91.411 and §91.413).
Whenever VOR receivers are required on board an aircraft operating within the United States, it must
also have at least one DME receiver on board as well. Note: 14 CFR §91.205 requires a DME only if the
aircraft is operated above FL240. 14 CFR §121.349 makes the DME required equipment for all air carrier
aircraft operating in the U.S. If the DME fails in flight, the pilot must inform ATC as soon as possible.
DME indicates the actual distance from the station to the receiving aircraft in nautical miles. That is
different from the horizontal distance because the aircraft is always higher than the DME ground station
and altitude is included in the slant range. As a practical matter, the difference between the horizontal
distance and the "slant range" is insignificant at distances of more than 10 miles from the station. There is
a considerable error close to the station when the aircraft is at high altitudes. In such a situation, almost
all of the slant range distance is vertical. When an aircraft passes over a DME station, the distance
indicated at station passage is the altitude of the aircraft above the station in nautical miles. For example,
if an airplane flew over a VORTAC site 12,000 feet above the station, the DME would indicate 2.0 NM.

Horizontal Situation Indicator (HSI)

The Horizontal Situation Indicator (HSI) is a combination of two instruments: the heading indicator and
the VOR.
The aircraft heading is displayed on the rotating azimuth card under the upper lubber line. The
arrowhead indicates the course that is selected. The tail of the arrow indicates the reciprocal of the course
selected.
The course deviation bar operates with a VOR/LOC navigation receiver to indicate either left or right
deviations from the course that is selected with the course-indicating arrow. It moves left or right to
indicate deviation from the centerline in the same manner that the angular movement of a conventional
VOR/LOC needle indicates deviation from course.
The desired course is selected by rotating the course-indicating arrow in relation to the azimuth card
by means of the course set knob. This gives the pilot a pictorial presentation. The fixed aircraft symbol
and the course deviation bar display the aircraft relative to the selected course as though the pilot was
above the aircraft looking down.
The TO/FROM indicator is a triangular-shaped pointer. When this indicator points to the head of the
course arrow, it indicates that the course selected, and if properly intercepted and flown, will take the
aircraft TO the selected facility, and vice versa.
The glide slope deviation pointer indicates the relationship of the aircraft to the glide slope. When the
pointer is below the center position, the aircraft is above the glide slope and an increased rate of descent
is required.
To orient where the aircraft is in relation to the facility, first determine which radial is selected (look at
the arrowhead). Next, determine whether the aircraft is flying to or away from the station (look at the
TO/FROM indicator) to find which hemisphere the aircraft is in. Next, determine how far from the selected
course the aircraft is (look at the deviation bar) to find which quadrant the aircraft is in. Last, consider the
aircraft heading (under the lubber line) to determine the aircraft's position within the quadrant.

Radio Magnetic Indicator (RMI)

The compass card shows the aircraft heading at all times under the lubber line. The two needles show the
bearings TO and FROM the number 1 and number 2 VORs. The thin needle is usually the number 1 VOR
and the double bar needle shows number 2. Often, one or both needles can be selected to display ADF
bearing information. The head of each needle shows the magnetic bearing to the station and the tail
shows the bearing from (radial).
To orient where the aircraft is in relation to the facility, first determine which radial is selected to find
which quadrant you are in (look at the tail of the needle; if you are trying to orient yourself relative to the
VOR, make sure you are using the VOR needle). Next, consider the aircraft heading (under the lubber
line) to determine the aircraft's position within the quadrant.

Long Range Navigation Systems

When an air carrier operates on routes outside of the 48 contiguous states where the aircraft's position
cannot be reliably fixed for more than one hour, special rules apply. The aircraft must either be equipped
with a "specialized means of navigation" (INS or Doppler Radar), or one of the flight crewmembers must
have a current flight navigator certificate. The FAA may also require either a navigator or the specialized
navigation on routes which meet the one hour rule if they feel it's necessary. All routes that require either
the navigator or specialized means of navigation must be listed in the air carrier's operations
specifications.
Certain routes over the North Atlantic Ocean between North America and Europe require better than
normal standards of navigation. Appendix C of 14 CFR Part 91 defines these routes and the required
navigation standards. The Administrator (the FAA) has the authority to grant a deviation from the
navigation standards of Appendix C if an operator requests one.
Inertial Navigation System (INS) is the primary system used by air carriers for over-water
navigation. Prior to flight, the pilots enter the present latitude and longitude of the aircraft and the fixes
that make up the desired route. The INS constantly updates its position by signals from self contained
gyros and accelerometers. The unit then computes the direction and distance to the next fix and displays
this information on the aircraft's navigational instruments. The system is completely self-contained and
neither needs nor uses signals from any outside navigational source. If the INS gets input of the aircraft's
heading and airspeed, it can compute and display the wind and any drift angle. When INS is used as the
navigation system, the aircraft must have either two INS units or one INS and Doppler Radar unit (14
CFR §121.355).
LORAN-C is a pulsed, hyperbolic system operating in the 90 to 110 kHz frequency band. The system
is based on measurement of the difference in time of arrival of pulses of RF energy radiated by a "chain"
of transmitters located hundreds of miles apart. Within a chain, one station is designated as the Master
(M) and the others are called secondaries, Whiskey (W), X-Ray (X), Yankee (Y) and Zulu (Z). Each chain
is identified by its unique Group Repetition Interval (GRI).
NOTAM information on the status of any LORAN-C chain or station outages in the United States can
be found in NOTAM (D)s under the identifier "LRN."
The LORAN-C receiver in the aircraft converts the time difference (TD) information into geographic
coordinates. Using this information, it generates a course and distance to a designated waypoint fix.
LORAN-C installation is approved on an individual basis. If a particular aircraft installation is approved for
IFR operations, there will be an entry in the airplane's Flight Manual Supplement or the aircraft will have
an FAA Form 337 (Major Repair or Alteration) approving the installation.
LORAN-C, originally developed as a marine navigational aid, has gained wide acceptance in the
aviation community in recent years. The chains were set up in the U. S. coastal areas. Originally there
was a gap in suitable coverage in the midwest and southwestern U.S. This gap has been filled with the
commissioning of an additional chain. LORAN is approved for IFR in the 48 contiguous states. During the
approach phase, the receiver must detect a lost signal, or signal blink, within 10 seconds of the
occurrence and warn the pilot of the event.

Approach Systems
The primary instrument approach system in the United States is the Instrument Landing System (ILS).
The system can be divided operationally into three parts: guidance, range and visual information. If any of
the elements is unusable, the approach minimums may be raised or the approach may not be authorized
at all.
 The guidance information consists of the localizer for horizontal guidance and the glide slope for
vertical guidance. The localizer operates on one of 40 frequencies from 108.10 MHz to 111.95 MHz. The
glide slope operates on one of 40 paired UHF frequencies. The Morse code identifier of the localizer is
the letter "I" ( ) followed by three other letters unique to that facility. The portion of the localizer used for
the ILS approach is called the front course. The portion of the localizer extending from the far end of the
runway is called the back course. The back course may be used for missed approach procedures or for a
back course approach if one is published.
Range information is usually provided by 75 MHz marker beacons or, occasionally, by DME. There
are four types of marker beacons associated with ILS approaches -- the outer marker, the middle marker,
the inner marker and the back course marker. Flying over any marker beacon will result in both visual and
aural indications. The outer marker is identified by a blue light and continuous dashes in Morse code at a
rate of 2 per second. The middle marker is indicated by a flashing amber light and alternating dots and
dashes at a rate of 2 per second. The inner marker flashes the white light and sounds continuous dots at
6 per second. The back course marker will also flash the white light and sound a series of 2-dot
combinations.
Often, an ADF facility (called a compass locator) is associated with an ILS approach. Usually it is
located at the outer marker, but occasionally it is co-located with the middle marker. An outer compass
locator is identified with the first 2 letters of the localizer identification group. A middle compass locator is
identified by the last 2 letters of the localizer.
If a middle marker is out of service, the middle compass locator or PAR radar can be substituted. The
middle marker being inoperative does not affect minimums during a Category I ILS approach.
The visual information portion of the ILS consists of approach lights, touchdown and centerline lights
and runway lights.
The localizer is very narrow. In fact a full scale deflection (CDI moving from the center to full scale left
or right) is only about 700 feet at the runway threshold.
Different aircraft will require different rates of descent to stay on glide slope. A good rule of thumb is
that the vertical speed in feet per minute will be equal to about five times the ground speed in knots. For
example, an aircraft with an approach speed of 140 knots will require a descent rate of about 700 feet per
minute (140 x 5 = 700).
The lowest approach minimums that can be used for a normal (Category I) ILS approach are a DH of
200 feet and 1,800 feet RVR. A Category II ILS approach will have minimums as low as a DH of 100 feet
and a visibility requirement of 1,200 feet RVR. The approach has to be approved for Category II
minimums. In addition to suitable localizer, glide slope and marker beacons, the approach must have
certain additional equipment working on the landing runway. This equipment includes an approach light
system, High Intensity Runway Lights (HIRL), Touchdown Zone Lights (TDZL), Runway Centerline Lights
(CL) and Runway Visual Range (RVR). Radar, VASI and Runway End Identifier Lights (REIL) are not
required components of a Category II approach system. To descend below the DH from a Category II
approach the pilot must be able to see one of the following:
 The runway threshold;
 The threshold markings;
 The threshold lights;
 The touchdown zone or the touchdown zone markings;
 The touchdown zone lights; or
 The approach light system, except that a pilot may not descend below 100 feet above the touchdown
zone unless the red terminating bars or the red side row bars are distinctly visible and identifiable.

Some airports have Category IIIA approaches. This type of approach has a required visibility of as
little as 700 feet RVR, and no DH.
The Simplified Directional Facility (SDF) and the Localizer-type Directional Air (LDA) are approach
systems that give a localizer-type indication to the pilot, but with some significant differences. The LDA is
essentially a localizer, but it is not aligned within 3 of the runway as a localizer must be. The localizer can
be any width from 3 to 6 wide. If the LDA is within 30, straight-in minimums will be published for it; if
not, only circling minimums will be published. The SDF may or may not be aligned with the runway. The
main difference between it and a localizer is that its width is fixed at either 6 or 12°.
 The Microwave Landing System (MLS) is envisioned as the eventual replacement for the ILS
system. It gives an ILS-like indication of azimuth and glide slope but has several advantages over the
older ILS. The MLS provides azimuth, elevation and distance information to aircraft. In addition, it has
expansion capability to include back azimuth and data transmission. It also has the operational flexibility
to include selectable glide slope angles and boundaries to provide obstruction clearance in the terminal
area. The usable coverage area is much greater than an ILS. Azimuth coverage includes at least 40
either side of the centerline out to 20 NM and up to 20,000 feet altitude. If a back azimuth is installed, it
covers similar dimensions out to 7 NM. The glide slope extends out to similar distances and elevations
and can be extended up to 15. The identifier of the present MLS systems (Interim Standard MLS) is the
letter M (- -) followed by a unique three-letter code. If data transmission is included with the MLS, it will
include MLS status, airport conditions and weather.

GPS
The Global Positioning System (GPS) is a satellite-based radio navigational, positioning, and time transfer
system. The GPS receiver verifies the integrity (usability) of the signals received from the GPS satellites
through receiver autonomous integrity monitoring (RAIM) to determine if a satellite is providing corrupted
information. Without RAIM capability, the pilot has no assurance of the accuracy of the GPS position. If
RAIM is not available, another type of navigation and approach system must be used, another destination
selected, or the trip delayed until RAIM is predicted to be available on arrival. The authorization to use
GPS to fly instrument approaches is limited to U.S. airspace. The use of GPS in any other airspace must
be expressly authorized by the FAA Administrator.
If a visual descent point (VDP) is published, it will not be included in the sequence of waypoints. Pilots
are expected to use normal piloting techniques for beginning the visual descent. The database may not
contain all of the transitions or departures from all runways and some GPS receivers do not contain DPs
in the database. The GPS receiver must be set to terminal (+/-1 NM) course deviation indicator (CDI)
sensitivity and the navigation routes contained in the database in order to fly published IFR charted
departures and DPs. Terminal RAIM should be automatically provided by the receiver. Terminal RAIM for
departure may not be available unless the waypoints are part of the active flight plan rather than
proceeding direct to the first destination. Overriding an automatically selected sensitivity during an
approach will cancel the approach mode annunciation. The RAIM and CDI sensitivity will not ramp down,
and the pilot should not descend to MDA, but fly to the MAWP and execute a missed approach.
It is necessary that helicopter procedures be flown at 70 knots or less since helicopter departure
procedures and missed approaches use a 20:1 obstacle clearance surface (OCS), which is double the
fixed-wing OCS, and turning areas are based on this speed as well.
The pilot must be thoroughly familiar with the activation procedure for the particular GPS receiver
installed in the aircraft and must initiate appropriate action after the missed approach waypoint (MAWP).
Activating the missed approach prior to the MAWP will cause CDI sensitivity to immediately change to
terminal (+/-1 NM) sensitivity and the receiver will continue to navigate to the MAWP. The receiver will not
sequence past the MAWP. Turns should not begin prior to the MAWP. A GPS missed approach requires
pilot action to sequence the receiver past the MAWP to the missed approach portion of the procedure. If
the missed approach is not activated, the GPS receiver will display an extension of the inbound final
approach course and the ATD will increase from the MAWP until it is manually sequenced after crossing
the MAWP.
Any required alternate airport must have an approved instrument approach procedure other than
GPS, which is anticipated to be operational and available at the estimated time of arrival and which the
aircraft is equipped to fly. Missed approach routings in which the first track is via a course rather than
direct to the next waypoint require additional action by the pilot to set the course. Being familiar with all of
the inputs required is especially critical during this phase of flight.

Airport Lighting and Marking

A rotating beacon not only aids in locating an airport at night or in low visibility, it can also help to identify
which airport is seen. Civilian airports have a beacon that alternately flashes green and white. A military
airport has the same green and white beacon but the white beam is split to give a dual flash of white. A
lighted heliport has a green, yellow and white beacon.
 FAA Figure 129 shows the basic marking and lighting for a runway with a nonprecision approach. The
threshold is marked with 4 stripes on either side of the centerline. 1,000 feet from the threshold, a broad
"fixed distance" marker is painted on either side of the centerline (A). The runway lights are white for the
entire length of the runway (as are the centerline lights if installed). The threshold is lit with red lights.
FAA Figure 130 shows the somewhat more elaborate ICAO markings for a nonprecision runway. In
addition to the fixed distance marker, there are stripes painted on the runway every 500 feet to a distance
of 3,000 feet from the threshold. This runway has either High Intensity Runway Lights (HIRL) or Medium
Intensity Runway Lights (MIRL) installed. These lights are amber rather than white in the areas within
2,000 feet of the threshold. This gives the pilot a "caution zone" on landing rollout.
FAA Figure 131 shows the lighting and marking for a precision instrument runway. The runway
striping has been modified to make it easier to tell exactly how much runway remains. The stripes are still
at 500 foot intervals for the 3,000 feet from the threshold. The HIRL or MIRL turns amber for the 2,000
feet closest to the threshold. The centerline lighting has alternating red and white lights from 3,000 feet to
1,000 feet to go, and is all red lights in the 1,000 feet closest to the threshold.
In addition to the markings discussed above, some runways have distance remaining markers. These
are simply signs showing the remaining runway in thousands of feet.
Taxi leadoff lights associated with runway centerline lights are green and yellow alternating lights,
curving from the centerline of the runway to a point on the exit.
Some runways have Runway End Identifier Lights (REIL) installed at the threshold. These are
synchronized flashing lights (usually strobes) placed laterally at either side of the runway threshold. Their
purpose is to facilitate identification of a runway surrounded by numerous other lighting systems.
LAHSO is an acronym for "Land And Hold Short Operations." These operations include landing and
holding short of an intersecting runway, an intersecting taxiway, or some other designated point on a
runway other than an intersecting runway or taxiway. At controlled airports, ATC may clear a pilot to land
and hold short. The pilot-in-command has the final authority to accept or decline any land and hold short
clearance. The safety and operation of the aircraft remain the responsibility of the pilot. To conduct
LAHSO, pilots should become familiar with all available information concerning LAHSO at their
destination airport. Pilots should have, readily available, the published Available Landing Distance (ALD)
and runway slope information for all LAHSO runway combinations at each airport of intended landing.
Additionally, knowledge about landing performance data permits the pilot to readily determine that the
ALD for the assigned runway is sufficient for safe LAHSO. If, for any reason, such as difficulty in
discerning the location of a LAHSO intersection, wind conditions, aircraft condition, etc., the pilot elects to
request to land on the full length of the runway, to land on another runway, or to decline LAHSO, a pilot is
expected to promptly inform ATC, ideally even before the clearance is issued. A LAHSO clearance, once
accepted, must be adhered to, just as any other ATC clearance, unless an amended clearance is
obtained or an emergency occurs. However, a LAHSO clearance does not preclude a rejected landing.
The airport markings, signage, and lighting associated with LAHSO consist of a three-part system of
yellow hold-short markings, red and white signage and, in certain cases, in-pavement lighting.

Approach Lighting
An airplane approaching to land on a runway served by a Visual Approach Slope Indicator (VASI) must
remain on or above the glide slope (except for normal bracketing) until a lower altitude is necessary for a
safe landing.
A VASI gives the pilot a visual glide slope to follow when landing on certain runways. A VASI glide
slope is normally about 3 (the same as an ILS) and the aim point is about 1,000 feet down the runway
from the threshold. The angle and aim point of the VASI can be adjusted as necessary to accommodate
the runway conditions. If a pilot of a high performance airplane is flying a VASI with a glide slope steeper
than 3.5, he/she should be aware that a longer than normal roll-out may result from the flare maneuver
required by the steep angle.
Many runways used by air carrier aircraft have a three-bar VASI system to accommodate aircraft with
a high cockpit such as Boeing 747 or DC-10. These aircraft need a glide slope that has an aim point
further down the runway to ensure adequate clearance for the landing gear at the runway threshold. The
pilot of such an airplane must use the two upwind lights (middle and far bars) for glide slope information.
 The Precision Approach Path Indicator (PAPI) approach light system consists of a row of four
lights perpendicular to the runway. Each light can be either red or white depending on the aircraft's
position relative to the glide slope. The glide slope indications of a PAPI are as follows:
 High -- 4 white lights
 Slightly high -- 1 red, 3 white lights
 On glidepath -- 2 red, 2 white lights
 Slightly low -- 1 white, 3 red lights
 Low -- 4 red lights

A tri-color VASI consists of one light projector with three colors; red, green and amber. A "high"
indication is amber, an "on glide slope" is green and a "low" is red. A tri-color VASI can be seen at a
distance of 1/2 to 1 mile in daylight and up to 5 miles at night.
Pulsating visual approach slope indicators normally consist of a single light unit projecting a two-color
visual approach path. The below glidepath indication is normally pulsating red and the above glidepath
indication is normally pulsating white. The "on glide slope" indication for one type of system is a steady
white light, while for another type it is an alternating red and white.