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5.3.3.7 Sequenced flashing lights shall be omnidirectional
white lights.
5.3.3.8 Recommendation.- The flashing lights should
have a flash frequency of one per second and their light
distribution should be as shown in Figure 5-9, Illustration 3.
Theflash sequen,ce should commence from the outermost light
and progress towards the crossbar.
5.3.3.9 Recommendatioa- A suitable brilliancy
control should be incorporated to allow for adjustment of light
intensity to meet the prevailing condifions.
Note.- The following intensio settings have been found
suitable:
a) steady lights - 100 per cent, 30 per cent and 10 per cent;
and
b) flashing lights - 1 0Oper cent, 10 per cent and 3 per cent.
5.3.3.2 The approach lighting system shall be located in a
straight line along the preferred direction of approach.
5.3.4 Visual alignment guidance system
Characteristics
5.3.3.3 Recommendation.- An approach lighting
system should consist of a row of three lights spaced uniformly
at 30 m intervals and of a crossbar I8 m in length at a
distance of 90 m from the perimeter of thefinal approach and
take-off area as shown in Figure 5-10. The lights forming the
crossbar should be as nearly as practicable in a horizontal
straight line at right angles to, and bisected by, the line of the
centre line lights and spaced at 4.5 m intervals. Where there
is the need to make the final approach course more
conspicuous additional lights spaced uniformly at 30 m
intervals should be added beyond the crossbar. The lights
beyond the crossbar may be steady or sequenced flashing,
depending upon the environment.
Note.- Sequenced flashing lights rnay be useful where
identification of the approach lighting system is diflcult due fo
surrounding lights.
5.3.3.4 Recommendation.- Where an approach
lighting system is provided for a non-precision final approach
and take-off area, the system should not be less than 210 m in
length.
5.3.3.5 The steady lights shall be omnidirectional white
lights.
Application
5.3.4.1 Recommendatioa- A visual alignment
guidance system should be provided to serve the appraach to
a heliport where one or more of the following conditions exist
especially at night:
a) obstacle clearance, noise abatement or traflc control
procedures require a particular direction to be flown;
b) the environment of the heliport provides few visual
surface cues; and
c) it is phy.~ically impracticable to install an approach
lighting system.
Location
5.3.4.2 The visual alignment guidance system shall be
located such that a helicopter is guided along the prescribed
track towards the final approach and take-off area.
5.3.4.3 Recommendation.- The systenz should be
located at the downwind edge of thefinal approach and takeoff
area and aligned along the preferred approach direction.
e CL
\CI
V1 wl
C.
0
k 3 8
2
1
b 1
a
i V1
3
F
15O
go
6O
5O
2O
O0
Figure 5-9. Isocandela diagrams of lights meant for helicopter
non-instrument and non-precision approaches 1
2
Elevation
25 cd
250 cd
350 cd
350 cd
250 cd
25 cd
30 O
25O
20°
1 oO
3O
oO
1 0°
7O
4O
21/2
1 I/?O
OD
Elevation
10 cd
50 cd
100 cd
100 cd
10 ca
Elevation
250 cd'
750 cd*
1700 cd'
2 500 cd'
2 500 cd'
1700 cd'
15'
9"
6'
5O
2O
0
55 cdlm2
50 cdlm2
45 cdlm2
30 cdlrn2
15 cdlrn2
5 cdlrnz
- 180° Azimuth +180° -180° Azimuth +180° -180° Azimuth + 1 80°
(white light) (white light) (white light)
60°
' Effective ntenslty Effective intensity
Illustration 1 - Heliport beacon Illustration 2 - Approach light Illustration 3 - Approach light flashing
steady burning 40°
30'
30°
25'
Elevation
250 cd'
2 500 cd'
3 500 cd'
Elevation
20°
3 cd
10"
15 cd
0°
20 O
1O0
5O
0°
3 500 cd'
2 500 cd* 90°
- 250 cd'
25 cd - i80° Azimuth + 180°
(yellow light)
25 cd
Illustration 7 - Touchdown and lift-off
15 cd area electro-luminescent panels
3 cd
Elevation
55 cdlmz
- 180" Azimuth c 180° -180° Azimuth + 1 80°
(yellow light)
Illustration 4 - HAPI system Illustration 5 - Final approach and lllustraton 6 - Touchdown and
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