background image

AIM

10/12/17

2−1−10

Airport Lighting Aids

3. Never cross over illuminated red lights.

Under normal circumstances, RWSL will confirm the

pilot’s taxi or takeoff clearance previously issued by

ATC. If RWSL indicates that it is unsafe to takeoff

from, land on, cross, or enter a runway, immediately

notify ATC of the conflict and re-confirm the

clearance.

4. Do not proceed when lights have extin-

guished without an ATC clearance. RWSL verifies an

ATC clearance; it does not substitute for an ATC

clearance.

5. Never land if PAPI continues to flash.

Execute a go around and notify ATC.

g. ATC Control of RWSL System:

1. Controllers can set in−pavement lights to one

of five (5) brightness levels to assure maximum

conspicuity under all visibility and lighting condi-

tions. REL, THL, and RIL subsystems may be

independently set.

2. System lights can be disabled should RWSL

operations impact the efficient movement of air

traffic or contribute, in the opinion of the assigned

ATC Manager, to unsafe operations. REL, THL, RIL,

and FAROS light fixtures may be disabled separately.

Disabling of the FAROS subsystem does not

extinguish PAPI lights or impact its glide path

function. Whenever the system or a component is

disabled, a NOTAM must be issued, and the

Automatic Terminal Information System (ATIS)

must be updated.

2−1−7. Stand-Alone Final Approach

Runway Occupancy Signal (FAROS)

a. Introduction:

The stand-alone FAROS system is a fully automated

system that provides runway occupancy status to

pilots on final approach to indicate whether it may be

unsafe to land. When an aircraft or vehicle is detected

on the runway, the Precision Approach Path Indicator

(PAPI) light fixtures flash as a signal to indicate that

the runway is occupied and that it may be unsafe to

land. The stand-alone FAROS system is activated by

localized or comprehensive sensors detecting aircraft

or ground vehicles occupying activation zones.
The stand-alone FAROS system monitors specific

areas of the runway, called activation zones, to

determine the presence of aircraft or ground vehicles

in the zone (see FIG 2−1−10). These activation zones

are defined as areas on the runway that are frequently

occupied by ground traffic during normal airport

operations and could present a hazard to landing

aircraft. Activation zones may include the full-length

departure position, the midfield departure position, a

frequently crossed intersection, or the entire runway.
Pilots can refer to the airport specific FAROS pilot

information sheet for activation zone configuration.

FIG 2−1−10

FAROS Activation Zones

Clearance to land on a runway must be issued by Air

Traffic Control (ATC). ATC personnel have limited

control over the system and may not be able to view

the FAROS signal.