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Schematic diagram of longitudinal section
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If ATC services are not normally provided at an aerodrome, PAPI along with other airport lights may be activated by the pilot by keying the aircraft microphone with the aircraft's communication radio tuned to the CTAF or dedicated pilot controlled lighting (PCL) frequency.Ī typical engineering design specification for a PAPI light unit is shown below: PAPI is normally operated by air traffic control (ATC). PAPI systems are readily available from airfield lighting manufacturers worldwide. If an aircraft is beneath the glidepath, red lights will outnumber white if an aircraft is above the glidepath, more white lights are visible. The pilot will have reached the normal glidepath (usually 3 degrees) when there is an equal number of red and white lights. Depending on the position of the aircraft relative to the specified angle of approach, the lights will appear either red or white to the pilot. The designated glideslope is midway between the second and third light unit settings. The lowest angle is used for the unit furthest from the runway, the highest for the unit nearest to the runway. To form the PAPI guidance signal, the color transition boundaries of the four units are fixed at different angles. This characteristic makes the color change very conspicuous, a key feature of the PAPI signal. The transition between the two colours must take place over an angle not greater than three minutes of arc. The lower segment of the beam is red, and the upper part is white. Each light unit emits a high-intensity beam. At night the light bars can be seen at ranges of at least 20 miles (32 km).Įach light unit consists of one or more light sources, red filters and lenses. In good visibility conditions the guidance information can be used at ranges up to 5 miles (8.0 km) by day and night. The light characteristics of all light units are identical. At some locations PAPIs are installed on both sides of the runway but this level of provision is beyond the requirements of ICAO. If the PAPI is on the right-hand side of the runway (non-standard), the red lights will be on the left. The red lights are always on the side closest to the runway. A PAPI can, if required, be located on the right-hand side of the runway. The units are spaced 9 meters apart with the nearest unit 15 meters from the runway edge. The PAPI is usually located on the left-hand side of the runway at right angles to the runway center line. The VASI only provided guidance down to heights of 60 metres (200 ft) whereas PAPI provides guidance down to flare initiation (typically 15 metres, or 50 ft). An earlier glideslope indicator system, the visual approach slope indicator (VASI) is now obsolete and was deleted from Annex 14 in 1995. National regulations generally adopt the standards and recommended practices published by ICAO. The international standard for PAPI is published by the International Civil Aviation Organization (ICAO) in Aerodromes, Annex 14 to the Convention on International Civil Aviation, Volume 1, Chapter 5. An abbreviated system (APAPI) consisting of two light units can be used for some categories of aircraft operations. It normally consists of four equi-spaced light units color-coded to provide a visual indication of an aircraft's position relative to the designated glideslope for the runway. The PAPI is a light array positioned beside the runway. Individual precision approach path indicator Until they are used to the lights' meaning. WHITE on WHITE - "Check your height" (or "You're gonna fly all night") (too high).Student pilots in initial training may use the mnemonic To use the guidance information provided by the aid to follow the correct glide slope a pilot would manoeuvre the aircraft to obtain an equal number of red and white lights. The greater number of red lights visible compared with the number of white lights visible in the picture means that the aircraft is flying below the glide slope. The aircrew of Concorde would see four white lights as the Concorde's approach angle was higher than traditional aircraft. With the 747, because the cockpit is approximately 20 feet behind the nose and much higher than other aircraft, the flight crew in a 747 will typically see one red and three white lights when they are on the glide slope. For the optimum approach angle the ratio of white to red lights will remain equal throughout, for most aircraft, the exceptions being the Boeing 747 and now retired Concorde. Above the designated glide slope a pilot will observe more white lights than red at approaches below the ideal angle more red lights than white will be seen. The ratio of white to red lights seen is dependent on the angle of approach to the runway. Comparison of PAPI, VASI, and OLS meatball and datum lights (not to scale)