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5.2.6.3 The U.S. pattern for touchdown zone markings, when installed on both runway ends, is only applicable to runways longer than 4,990 feet. On shorter runways, the three pair of markings closest to the runway midpoint are eliminated.
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.
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 2.750 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 2.750 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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