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5.2.6.4 The U.S. standard places the aiming point marking 306 meters from the threshold where it replaces
one of the pair of three stripe threshold markings. The 306 meters location is used regardless of
runway length.
31 JULY 08
AIP
United States of America
GEN 1.7−53
15 MAR 07
Federal Aviation Administration Nineteenth Edition
5.2.6.5* Touchdown zone markings are not required at a non−precision approach runway, though they may
be provided.
5.2.7.4* Runway side stripe markings on a non−instrument runway may have an over−all width of 0.3 meter.
5.2.8.3 Taxiway centerline markings are never installed longitudinally on a runway even if the runway is
part of a standard taxi route.
5.2.9.5* The term ‘‘ILS’’ is used instead of CAT I, CAT II, CAT III.
5.2.11.4
5.2.11.5*
5.2.11.6*
Check−point markings are provided, but the circle is 3 meters in diameter, and the directional line
may be of varying width and length. The color is the yellow used for taxiway markings.
5.2.12 Standards for aircraft stand markings are not provided.
5.2.13.1* Apron safety lines are not required although many airports have installed them.
5.2.14.1 The U.S. does not have standards for holding position markings on roadways that cross runways.
Local traffic control practices are used.
5.3.1.1 5.3.1.2* The U.S. does not have regulations to prevent the establishment of non−aviation ground lights that
might interfere with airport operations.
5.3.1.3
5.3.1.4
New approach lighting installations will meet the frangibility requirements. Some existing
non−frangible systems may not be replaced before 1 January 2005.
5.3.2.1*
5.3.2.2*
5.3.2.3*
There is no requirement for an airport to have emergency runway lighting available if it does not
have a secondary power source. Some airports do have these systems, and there is an FAA
specification for these lights.
5.3.3.1
5.3.3.3
Only airports served by aircraft having more than 30 seats are required to have a beacon, though
they are available at many others.
5.3.3.6 Although the present U.S. standard for beacons calls for 24−30 flashes per minute, some older
beacons may have flash rates as low as 12 flashes per minute.
5.3.3.8 Coded identification beacons are not required and are not commonly installed. Typically, airport
beacons conforming to 5.3.3.6 are installed at locations served by aircraft having more than 30 seats.
5.3.4.1 While the U.S. has installed an approach light system conforming to the specifications in 5.3.4.10
through 5.3.4.19, it also provides for a lower cost system consisting of medium intensity approach
lighting and sequenced flashing lights (MALSF) at some locations.
5.3.4.2 In addition to the system described in 5.3.4.1, a system consisting of omnidirectional strobe lights
(ODALS) located at 90 meters intervals extending out to 450 meters from the runway threshold is
used at some locations.
5.3.4.10
through
5.3.4.19
The U.S. standard for a precision approach category I lighting system is a medium intensity
approach lighting system with runway alignment indicator lights (MALSR). This system consists of
3 meters barrettes at 60 meters intervals out to 420 meters from the threshold and sequenced
flashing lights at 60 meters intervals from 480 meters to 900 meters. A crossbar 20 meters in length
is provided 300 meters from the threshold. The total length of this system is dependent upon the ILS
glide path angle. For angles 2.75 and higher, the length is 720 meters.
5.3.4.16
5.3.4.31
The capacitor discharge lights can be switched on or off when the steady−burning lights of the
approach lighting system are operating. However, they cannot be operated when the other lights are
not in operation.
5.3.4.20 The U.S. standard for a precision approach category II and III lighting system has a total length
dependent upon the ILS glide path angle. For angles 2.75 and higher, the length is 720 meters.
5.3.5.1
5.3.5.3
5.3.5.4
Visual approach slope indicator systems are not required for all runways used by turbojets except
runways involved with land and hold short operations that do not have an electronic glideslope
system.
5.3.5.2 In addition to PAPI and APAPI systems, VASI and AVASI type systems remain in service at U.S.
airports with commercial service. Smaller general aviation airports may have various other approach
slope indicators including tri−color and pulsating visual approach slope indicators.
5.3.5.27 The U.S. standard for PAPI allows for the distance between the edge of the runway and the first
light unit to be reduced to 9 meters for code 1 runways used by nonjet aircraft.
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