Both the sequence flashing and the steady burning light systems provide for either local or remote control. The steady burning white and red PAR56 fixtures are controlled by separate circuits connected to constant current regulators located in the airport lighting vault. System control of the sequence flashing lights is accomplished through the master controller selecting one of three light intensities: low, medium, or high. The system includes lamp monitoring as a standard feature.
The ALSF-II/SSALR system can be mounted on 2-inch EMT, up to a 6-feet mounting height or on frangible towers over 6 feet. Threshold bar of 18 steady burning green PAR56 fixtures.8 sequence flashing white PAR56 fixtures.9 light bars each with 5 steady burning white PAR56 fixtures.Threshold bar of 49 steady burning green PAR56 fixturesĪ typical SSALR system consist of the following light fixture components:.15 sequence flashing white PAR56 fixtures.18 light bars each with 3 steady burning red PAR56 fixtures.2 light bars each with 4 steady burning white PAR56 fixtures.2 light bars each with 8 steady burning white PAR56 fixtures.24 light bars each with 5 steady burning white PAR56 fixtures.The ALSF-II/SSALR system usually is a 2400-foot-long array of lights but can be longer or shorter depending on local terrain and requirements.Ī typical ALSF-II/SSALR system consist of the following light fixture components: This system is switchable from the ALSF-II System configuration to the SSALR System configuration. This system has two modes of operation: a high intensity approach lighting system with sequenced flashing lights (ALSF-II) and a simplified approach lighting system with runway alignment indicator lights (SSALR). The Honeywell ALSF-II/SSALR System is a high intensity approach lighting system that provides a visual lighting path for landing aircraft. Legally speaking.Model: GEA20-0207A, Three Intensity with Lamp MonitoringĬategory I, II or III Weather Conditions, 120/240 V ac Therefore, seeing only to the roll bar by DA means missed approach-even though you can see 1,400 feet of approach light system ahead of you. Also, if you can’t see past the roll bar, you can’t see “the red terminating bars or the red side row bars” anyway. Few ILS approaches, and no LPV approaches, allow visibility that low without special equipment or authorization. If you reach a 200-foot DA and can’t see the roll bar that’s 1,000 feet short of the threshold, you have less than 1,800 feet of visibility. With only 2,400 feet of visibility, you probably won’t see a visual glidepath until the roll bar has passed under the nose. The PAPI or VASI is about 1,000 feet beyond the threshold, so fly attitude and resist any pitch changes. However, I’ll reiterate: Even though the ALSF-2 provides some roll and yaw information, it says nothing about glideslope. I wouldn’t quibble over 100 feet on the edge of legal. If you can only see to the 500-foot barrette, visibility is closer to 2,300 feet. VGLS is focused on sustaining and supporting Performance Based. Enabling pilots to more effectively identify the runway environment, align with the runway centerline and achieve stable, wings-level attitude for landing. Total length for the SSALR and MALSR, including the RAIL, is 2,400 feet. Visual Guidance Lighting Systems (VGLS) provides visual guidance to pilots during the approach and landing phases of flight. Otherwise, SSALRs and MALSRs are identical. It’s helpful to think about the ALSF-2 as having an inner section and an outer section.
The SS means a maximum brightness that’s higher than the M. In fact, seven of them are versions of the Cadillac of approach light systems: The Approach Light System with Flashers version 2, or ALSF-2.
#Alsf 2 full#
The flashing lights still extend the full 1,400 feet, but because they’re all alone for much of that they get a new name: Runaway Alignment Indicator Lights, or RAIL. The outer section only has the solid white lights for 400 feet. The SSALR and MALSR have the inner section with no side rows and half the lights turned off (so they appear every 200 feet). Good weather, low budgets or inconveniently placed shopping malls off the approach end of the runway can mean parts of the ALSF-2 get turned off or never installed. Now that you have the big picture, use the accompanying chart as we cut it down. So, here’s more trivia: you could see the red termination bars or the red side-row bars, but never both. So where are the red terminating bars mentioned in FAR 91.175? They’re on an ALSF-1, which is the same length as an ALSF-2 but has a different inner section.
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