AGL Standards & Compliance Companion
ICAO Annex 14 • FAA AC • IEC • IS/BIS • DGCA
Practical interpretation of Airfield Ground Lighting standards, requirements, testing criteria and field application — translated from regulatory language into engineering meaning you can use on the job.
DGCA CARs and applicable national regulations
ICAO Annex 14 / the applicable national adoption of it
ICAO Doc 9157 / FAA AC 150/5340 series
FAA AC 150/5345 series, IS/BIS, IEC
AAI / airport operator / EPC / consultant specification
TDS, installation manual, test certificate
An equipment specification (Level 4) is never the controlling aerodrome requirement — it implements Levels 1–3. Always check upward when in doubt.
| Component | Key Standard | Critical Test |
|---|---|---|
| Runway Edge / Threshold / End Lights | ICAO Annex 14, Ch. 5 | Spacing & colour-transition check |
| CCR / Regulator Monitor | FAA AC 150/5345-10H | Output regulation + 5×48hr humidity cycling |
| Isolating Transformers | FAA AC 150/5345-47C · IS 12290:1987 | Hi-pot + 20-cycle endurance test |
| PAPI | FAA AC 150/5345-28H | Fail-to-night-mode on photocell loss |
| L-824 Cable | FAA AC 150/5345-7F | High Voltage Spark + Insulation Resistance |
| L-823 Connectors | FAA AC 150/5345-26E | Style/Class qualification per AC 150/5345-53 |
| Series Circuit (in-service) | IEC 61821:2011 | Periodic insulation & loop resistance |
| Signs (L-858) | FAA AC 150/5340-18H | Siting vs. holding-position markings |
| Stop Bars | ICAO Annex 14, Ch. 5 (9th Ed.) | Interlock functional test under fault condition |
| Runway Guard Lights | ICAO Annex 14, Ch. 5 (9th Ed.) | Flash rate & fixture configuration check |
| Obstacle Lights | ICAO Annex 14, Ch. 6 · FAA AC 150/5345-43 | Intensity class & flash synchronisation |
| ALCMS (L-890) | FAA AC 150/5345-56B | Confirm monitoring Type A–D matches CAT/SMGCS requirement |
| Control Panel (L-821) | FAA AC 150/5345-3G | Panel type/class vs. circuit layout check |
| Circuit Selector Switch (L-847) | FAA AC 150/5345-5B | 10,000-cycle high-voltage switching test |
DGCA CAR Section 4, Series B, Part I — Aerodrome Design & Operations
India's national aerodrome design standard, issued under the Aircraft Rules, 1937
India's actual controlling aerodrome design requirement — not ICAO Annex 14 itself — substantially adopting Annex 14, Volume I provisions (including AGL spacing, colour, siting and obstacle-lighting criteria) as binding domestic requirements.
DGCA Civil Aviation Requirements, Section 4 – Aerodromes, Series B, Part I – Aerodrome Design & OperationsIssued under Rule 90 of the Aircraft Rules, 1937; a draft amendment covering definitions and apron ground-handling criteria was issued 4 Oct 2025
Sets out India's national physical, visual-aid and electrical-system requirements for aerodrome design, substantially mirroring ICAO Annex 14, Volume I provisions as binding domestic requirements enforceable by DGCA.
For an Indian aerodrome project, this CAR — not Annex 14 directly — is the actual Level 1 controlling document in the hierarchy above. Where India has filed a difference against an Annex 14 provision, the CAR text governs domestically, not the ICAO text.
Confirm project compliance against the current CAR text and any open draft amendments rather than assuming Annex 14 compliance alone satisfies DGCA requirements — cite the CAR paragraph, not just the Annex 14 clause, in Indian compliance documentation.
Source: Directorate General of Civil Aviation, Government of India — this page is a summary, not the standard itself. Confirm current revision and any published amendments directly with DGCA (dgca.gov.in) before specifying.
ICAO Annex 14 — Runway Edge Light Spacing
Volume I, Aerodrome Design and Operations
Edge lights sit no more than 60m apart — the ceiling that keeps the light row looking continuous to a pilot's eye at approach speed.
ICAO Annex 14, Chapter 5 — Visual Aids for NavigationClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
Runway edge lights shall be spaced at intervals of not more than 60m.
The 60m ceiling sets the maximum gap a pilot's eye will see between light points at typical approach speeds — closer spacing is permitted, wider is not.
Verify spacing during design review and again at as-built survey; a common installation error is exceeding spacing on curved or non-standard-length runways.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
ICAO Annex 14 — Runway Edge Light Colour
Volume I, Aerodrome Design and Operations
Yellow caution zone begins in the last 600m or one-third of runway length, whichever is less — the rest stays variable white.
ICAO Annex 14, Chapter 5 — Visual Aids for NavigationClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
Edge lights shall show variable white, except in the last 600m or one-third of runway length, where yellow is used.
The yellow caution zone gives pilots an unambiguous visual cue that remaining runway is limited, independent of any distance markings.
Confirm the yellow/white transition point is measured correctly against actual runway length, not the declared distances, during commissioning.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5345-10H — Constant Current Regulators & Regulator Monitors
Constant Current Regulator equipment specification
The current FAA CCR/regulator-monitor spec — qualification testing includes humidity cycling (five 48-hour cycles at up to 55°C) followed by CCR input voltage tests, in addition to output regulation accuracy.
FAA AC 150/5345-10H, Specification for Constant Current Regulators and Regulator MonitorsRevision H — Table 1 updated for CCR conformance testing; para 3.3.2 updated on maximum operating point
Output current must be held within the tolerance specified in Chapter 3 across the full connected load range, and the CCR/monitor assembly must pass the Chapter 4 qualification tests, including environmental cycling (5 × 48-hour humidity cycles, max chamber temp 131°F/55°C) followed by input voltage testing per para 4.2.1.1.
The humidity-cycling requirement exists because CCR cabinets sit in outdoor equipment enclosures for decades — a unit that only passes a bench test at room conditions can still fail in the field from condensation-driven insulation breakdown.
When reviewing a CCR type-test report, confirm it references revision H specifically (not the superseded 2010 edition) and that the humidity-cycling sequence is documented as five distinct 48-hour cycles, not a single extended soak.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5345-47C — Series to Series Isolation Transformers
L-830 (60Hz) / L-831 (50Hz) isolation transformer specification
Covers L-830 (60Hz) and L-831 (50Hz) series isolation transformers, encapsulated in a watertight case; transformers must withstand a specified hi-pot test between primary and secondary windings (confirm exact test voltage/duration against your copy).
FAA AC 150/5345-47C, Specification for Series to Series Isolation Transformers for Airport Lighting SystemsCancels AC 150/5345-47B, dated 30 Jun 2005
Transformers are designated Type L-830 (60Hz operation) or L-831 (50Hz operation), with a numerical suffix identifying wattage/current rating per Table 1. They must consist of electrically separate primary and secondary coils wound on a core, encapsulated in a watertight case with rubber (or equivalent) connectors, and must withstand a specified high-potential (hi-pot) test between primary and secondary windings without breakdown.
The 50Hz/60Hz split (L-831 vs L-830) matters directly for Indian and most non-North-American projects — specifying the wrong frequency designation on a BOQ is a straightforward but real procurement error, distinct from the wattage/current suffix.
Hi-pot testing should be part of incoming goods inspection, not assumed from the manufacturer's factory test certificate alone; also confirm the L-830/L-831 frequency designation matches the project's supply frequency before ordering, not just the wattage rating.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
IEC 61822:2009 — Constant Current Regulators (Superseded)
Electrical installations for lighting and beaconing of aerodromes — CCR requirements
IEC 61822:2009 specified requirements for a 6.6A constant current regulator for aeronautical ground lighting series circuits. It has been withdrawn and replaced — see IEC 61820-3-2:2023 below.
IEC 61822:2009, Electrical installations for lighting and beaconing of aerodromes — Constant current regulatorsSecond edition, cancelled and replaced the 2002 first edition
Specified requirements for a Constant Current Regulator with a nominal output of 6.6A for use in an aeronautical ground lighting constant-current series circuit.
This was the reference CCR spec for series-circuit AGL systems for over a decade. It did not cover power-electronic converter systems or LED-driven AGL architectures.
Do not specify or reference IEC 61822 as the current standard on new tenders or drawings — it has been cancelled and replaced. Retained here for historical/legacy-installation reference only.
Superseded by IEC 61820-3-2:2023. This page is a summary, not the standard itself.
IEC 61820-3-2:2023 — Power Supplies for AGL Series Circuits
Current CCR / power electronic converter system (PECS) standard
Current IEC standard for power electronic converter systems (PECS), including 6.6A CCR setups, powering AGL series circuits. Replaces IEC 61822:2009.
IEC 61820-3-2:2023, Electrical installations for lighting and beaconing of aerodromes — Part 3-2: Requirements for power supplies — Particular requirements for series circuitsFirst edition, cancels and replaces IEC 61822:2009
Specifies requirements for power electronic converter systems (PECS) dedicated to powering AGL circuits with series-circuit topology — including updated 6.6A CCR requirements and new requirements for general PECS, including LED-based luminaire systems.
Widens the scope beyond the traditional 6.6A CCR to cover modern power-electronic supplies for LED-based series circuits, while still allowing conventional CCR configurations. Safety requirements now reference IEC 62477-1/-2.
Use this as the current reference for any new CCR or PECS procurement or type-test review; treat an IEC 61822 test certificate on new equipment as a flag to ask for re-verification against IEC 61820-3-2.
Source: Official IEC publication — this page is a summary, not the standard itself. Verify against the current issuing document.
IEC 61820/61821/61823/62144 — AGL Electrical Series Family
Map of the wider IEC aerodrome electrical-installation series
Beyond the CCR-focused 61822/61820-3-2, the wider IEC 618xx family covers system design, maintenance, series transformers, and control/monitoring — useful as a map before you go looking for the wrong part.
IEC 61820 family, Electrical installations for lighting and beaconing of aerodromesFamily list per ICAO Doc 9157, Aerodrome Design Manual, Part 5
IEC 61820: system design and installation requirements for constant-current series circuits · IEC 61821: maintenance of AGL circuits and equipment · IEC 61823: AGL series transformers · IEC 62144: technical requirements for AGL control and monitoring systems · IEC 62294: connecting devices · IEC TS 61827: characteristics of inset and elevated fixtures.
The family is split by function, not by component — so a transformer question sits in 61823 while its installation sits in 61820 and its maintenance sits in 61821. Don't expect one document to cover a component end-to-end.
Use this as a lookup table when a spec calls out "IEC 618xx" generically — confirm which specific part number the requirement actually needs before searching for it.
Source: cross-referenced via ICAO Doc 9157 Part 5 — confirm individual part numbers and editions with the IEC Webstore before specifying.
ICAO Annex 14 — PAPI Siting Criteria
Visual glide slope indicator systems
PAPI glide-path angle is fixed by obstacle-clearance math, not by eye — any change to the approach area forces a re-calculation, not just a flight check.
ICAO Annex 14, Chapter 5 and Doc 9157 Aerodrome Design Manual, Part 4Clause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
PAPI units must be sited such that the indicated glide path clears all obstacles in the approach area by a specified margin.
The glide path angle isn't just an aiming preference — it's derived from obstacle clearance calculations specific to that runway's approach surface.
Any change to approach-area terrain or structures after PAPI commissioning requires a re-verification of the siting calculation, not just a flight check.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5340-30J — Design & Installation Details for Airport Visual Aids
Master installation-detail AC for AGL systems
The consolidated FAA installation-detail AC for runway/taxiway edge lighting, centerline and TDZ lighting, approach lighting, PAPI, signs, wind cones, beacons and obstruction lights.
FAA AC 150/5340-30J, Design and Installation Details for Airport Visual AidsCancels and replaces AC 150/5340-30H (2014)
Use of this AC is not mandatory in general, but it is mandatory for projects funded through the Airport Improvement Program (AIP) or Passenger Facility Charges (PFC). Configurations in the AC are an accepted means of meeting the visual-aid requirements of 14 CFR Part 139.311.
It is the single largest source of installation drawings and construction detail for U.S. AGL work — foundations, mounting, frangibility, cable routing and transformer/base installation are all covered here rather than in the equipment ACs.
Confirm which funding source applies to a given project before treating this AC as optional — federally funded work must follow it, and its detail drawings are the usual installation reference regardless.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
ICAO Annex 14 — Runway Threshold & Wing Bar Lights
Volume I, Aerodrome Design and Operations
Green, one-way lights mark exactly where the usable runway begins — and must move with the threshold if it's ever displaced.
ICAO Annex 14, Chapter 5 — Visual Aids for NavigationClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
Threshold lights are unidirectional, fixed, green lights arranged across the runway at the threshold; wing bar lights extend the row laterally where additional threshold conspicuity is needed.
Green is reserved for "start of usable runway" only, distinguishing it unambiguously from edge (white/yellow), end (red) and taxiway (blue/green) colour coding.
Where the threshold is displaced, confirm the lights are physically relocated with it, not left at the original pavement threshold — a common as-built discrepancy.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
ICAO Annex 14 — Runway End Lights
Volume I, Aerodrome Design and Operations
Red, one-way lights mark the far end of the runway for an aircraft already on it — the mirror image of the green threshold lights.
ICAO Annex 14, Chapter 5 — Visual Aids for NavigationClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
Runway end lights are unidirectional, fixed, red lights showing toward the runway, marking the extremity of the runway for an aircraft on the runway.
Where a fitting combines threshold and end functions (bidirectional green/red), the two colours must be correctly oriented — green faces approaching traffic, red faces the runway.
On commissioning, walk the runway end at night and confirm no white or green leakage is visible from the runway side of a combined threshold/end fitting.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
ICAO Annex 14 — Runway Centre Line Lights
Volume I, Aerodrome Design and Operations
Colour shifts from white toward red as the runway end approaches, giving a pilot a built-in countdown of remaining runway on CAT II/III approaches.
ICAO Annex 14, Chapter 5 — Visual Aids for NavigationClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
Runway centre line lights are inset, fixed lights on or near the runway centre line, required for CAT II/III and certain other precision-approach runways, with colour transitioning from white toward the far end to indicate remaining runway length.
Because they're inset and walked/rolled over directly by aircraft, they carry the heaviest mechanical and photometric duty of any AGL fixture on the runway.
Inset centreline fixtures are the most common casualty of resurfacing work — confirm reinstatement position and level tolerance against the design survey, not just visual alignment.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
ICAO Annex 14 — Touchdown Zone Lights
Volume I, Aerodrome Design and Operations
White barrettes run 900m from the threshold or to the runway midpoint — whichever is shorter, so short runways get proportionally less coverage.
ICAO Annex 14, Chapter 5 — Visual Aids for NavigationClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
Touchdown zone lights must be provided on runways available for low-visibility use, to give enhanced identification of the touchdown area. The lighting extends from the landing threshold for 900m or to the runway midpoint, whichever is the least.
The 900m/midpoint rule means shorter runways get proportionally less TDZ coverage — don't assume every CAT-capable runway carries a full 900m of barrettes.
Check the actual runway length against the 900m/midpoint rule during design before assuming a fixed barrette count; the terminating barrette pair position is a common design-review omission.
Source: Official ICAO publication, corroborated via SKYbrary summary — this page is a summary, not the standard itself. Verify against the current issuing document.
ICAO Annex 14 — Taxiway Centre Line Lights
Volume I, Aerodrome Design and Operations
Green inset lights that pull in tighter on curves and change treatment specifically where they cross a runway.
ICAO Annex 14, Chapter 5 — Visual Aids for NavigationClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
Taxiway centre line lights are green, inset lights on or near the taxiway centre line, with reduced spacing on curves and specific treatment where a taxiway centre line intersects a runway.
Tighter spacing on curves compensates for the shorter visual "look-ahead" a pilot has when the fixture line is bending away from straight-line sightlines.
Verify curve spacing separately from straight-section spacing during design review — applying straight-section spacing on curves is a recurring design error.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
ICAO Annex 14 — Taxiway Edge Lights
Volume I, Aerodrome Design and Operations
Blue elevated lights mark the lateral limits of a taxiway — the one colour in the AGL palette reserved exclusively for this job.
ICAO Annex 14, Chapter 5 — Visual Aids for NavigationClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
Taxiway edge lights are blue, elevated lights along the edges of a taxiway, apron or holding bay, used where taxiway centre line lighting is not provided or is insufficient on its own.
Blue is otherwise unused elsewhere in the AGL colour scheme, so it reads unambiguously as "taxiway boundary" even in mixed runway/taxiway/apron lighting environments.
Elevated edge fittings on taxiways are frangibility-critical — confirm frangible mounting is used and that the fitting hasn't been substituted with a non-frangible base during a later maintenance replacement.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
ICAO Annex 14 — Stop Bars
Volume I, Aerodrome Design and Operations
Red lights across the taxiway that must never be lit at the same moment as the centre line lights beyond them — the interlock is the safety-critical part.
ICAO Annex 14, Chapter 5 — Visual Aids for NavigationClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
Stop bars are unidirectional red lights installed across a taxiway at a runway-holding position, with provision for selective switching and, where used for low-visibility operations, interlocking with the taxiway centre line lights beyond them.
The interlock is the safety-critical part — it should not be physically possible to have a stop bar lit while the centre line lights immediately beyond it are also lit, or vice versa in the intended sequence.
Interlock logic must be functionally tested at commissioning under simulated fault conditions (e.g., a fixture failure), not just under normal switching — this is one of the highest-consequence AGL control tests.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
ICAO Annex 14 — Runway Guard Lights
Volume I, Aerodrome Design and Operations
Yellow flashing lights at the holding position — a visual warning cue, not a physical interlock like a stop bar.
ICAO Annex 14, Chapter 5 — Visual Aids for NavigationClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
Runway guard lights are yellow flashing lights installed at a runway-holding position, in one of two configurations, to give an alerting indication of approach to a runway.
They're a warning cue rather than a control device — unlike a stop bar, they don't physically or logically interlock with runway occupancy, they just make the holding position conspicuous.
Confirm flash rate and light configuration match the elevated or inset fitting standard being used — mixing configurations across the same airfield creates inconsistent pilot cues.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
IS 12290:1987 — Isolating Transformers for Airport Lighting
Bureau of Indian Standards, Electrotechnical Division (ETD 24)
India's core specification for series isolating transformers used in airport lighting — covers construction, electrical ratings, insulation resistance and the 20-cycle endurance test.
IS 12290:1987, Specification for Isolating Transformers for Airport Lighting SystemsPrepared with reference to FAA AC 150/5345-47 (1975 edition), per its own foreword
Sets construction, rating and testing requirements for series isolating transformers, including minimum insulation resistance (measured at specified DC test voltages, clauses 5.5.1/5.5.3) and a 20-cycle test (clause 5.5.2) simulating repeated energisation cycles.
The 20-cycle test is the distinguishing feature versus a one-off hi-pot check — it's meant to catch insulation or connector weaknesses that only show up after repeated thermal/electrical cycling, closer to real field duty.
When reviewing a manufacturer's IS 12290 test certificate, confirm it actually reports the 20-cycle result and both primary/secondary insulation resistance values — a certificate that only shows a single hi-pot pass/fail is incomplete against this standard.
Source: Bureau of Indian Standards — this page is a summary, not the standard itself. Confirm current status/amendments with BIS before specifying.
FAA AC 150/5345-26E — L-823 Plug & Receptacle Cable Connectors
Series-circuit connector specification
Covers the L-823 plug/receptacle connectors used on underground power cable, isolation transformer leads and light fixture leads — voluntary in general, mandatory for AIP/PFC-funded projects.
FAA AC 150/5345-26E, Specification for L-823 Plug and Receptacle, Cable ConnectorsIssued 16 Dec 2021, cancels AC 150/5345-26D (30 Sep 2008)
Specifies plug-and-receptacle connectors for underground power cables, isolation transformer leads and light fixture leads, identified by style number (e.g. "L-823, Style 3"); Class A connectors must be supplied with protective caps unless the buyer requests otherwise. Qualified products are listed under AC 150/5345-53, the Airport Lighting Equipment Certification Program.
The style number is the actual ordering/compliance reference on drawings and BOQs — "L-823 connector" alone is not specific enough; the style governs conductor size, pin/socket configuration and application (primary series circuit vs. transformer lead vs. fixture lead).
When checking a connector delivery against a tender BOQ, confirm the style number on the datasheet matches the drawing call-out, and check the product against the current AC 150/5345-53 qualified-products list rather than trusting a general "L-823 compliant" claim.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5345-7F — L-824 Underground Electrical Cable
Airport lighting circuit cable specification
Specifies L-824 series-circuit cable (Type B EPR or Type C XLPE insulation, 5,000V, non-shielded, single-conductor 7-strand), with production testing anchored on High Voltage Spark and Insulation Resistance per ICEA T-26-465/NEMA WC54.
FAA AC 150/5345-7F, Specification for L-824 Underground Electrical Cable for Airport Lighting CircuitsEffective 6 months after issue; only cable qualified to this AC is listed under AC 150/5345-53
L-824 primary series-circuit conductors are single-conductor, seven-strand, rated 5,000V, non-shielded, with either Type B (ethylene propylene rubber) or Type C (cross-linked polyethylene) insulation. Qualification testing (§4.1.2) and ongoing production testing — at minimum High Voltage Spark and Insulation Resistance, per ICEA T-26-465/NEMA WC54 frequency — are both required; the manufacturer must maintain an ISO 9001-equivalent quality program (§4.1.3).
Because this is series-circuit cable carrying up to several thousand volts at fault, insulation type and rated voltage aren't interchangeable with general-purpose power cable of the same gauge — Type B vs Type C affects flexibility and temperature performance, which matters for cold-climate or high-cycle installations.
Request the manufacturer's most recent production test report (High Voltage Spark + Insulation Resistance) on the actual reel/batch being supplied, not just a type-test certificate from qualification — §4.1.4 requires the manufacturer to make current production records available on request.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5345-28H — L-880/L-881 PAPI Systems
Precision Approach Path Indicator equipment specification
Covers the L-880 (4-unit) and L-881 (2-unit, abbreviated) PAPI light housing assemblies — remote on/off control, two selectable night-mode intensity settings, and automatic fail-to-night-mode behaviour on photocell failure.
FAA AC 150/5345-28H, Precision Approach Path Indicator (PAPI) SystemsCancels AC 150/5345-28G; siting/installation content now lives separately in AC 150/5340-30
Specifies the L-880 (four light-housing-assembly) and L-881 (two-LHA, abbreviated) PAPI configurations, in Style A (voltage-powered, power and control unit) or Style B (current-driven, 6.6A series circuit) versions. The unit must offer remote on/off control, two selectable night-mode intensities (approx. 5% and 20% of day-mode), and must automatically revert to night mode if the photoelectric control fails.
Style A vs Style B is a power-architecture decision, not a cosmetic one — Style B rides the same 6.6A series circuit as the runway edge lights, while Style A needs its own constant-voltage feed and PCU; mixing the wrong style into an existing circuit design is a common tender-stage error.
During commissioning, verify the automatic fail-to-night-mode behaviour by disabling the photocell input and confirming intensity drops rather than staying at day-mode or lamp failure — this is a safety-relevant behaviour, not just a housekeeping feature.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5345-46F — Runway, Taxiway, Heliport & Vertiport Light Fixtures
In-pavement and elevated light fixture specification
The current FAA fixture spec — extended in this revision to cover heliport and vertiport fixtures alongside runway/taxiway types; retains the mandatory yield-point/frangibility requirement (150 ft-lb bending moment) common to elevated fixtures.
FAA AC 150/5345-46F, Specification for Runway, Taxiway, Heliport, and Vertiport Light FixturesCancels AC 150/5345-46E (issued 2 Mar 2016); scope widened from "Runway and Taxiway" to include heliport/vertiport fixtures
Each elevated light fixture must have a yield point that separates cleanly before any other part of the fixture is damaged, and must withstand a bending moment of 150 ft-lb (203 N·m) without failure. Photometric axes are defined relative to the installed fixture (horizontal axis parallel to runway centreline), and every type/class/mode/option/style combination must undergo qualification testing per Chapter 4, including photometric measurement across different lamp manufacturers, wattages and lens combinations.
The yield-point requirement is the frangibility mechanism that lets an elevated fixture break away under aircraft/vehicle impact without becoming a secondary hazard — it's a safety requirement, not just a mechanical nicety, and it's specific to elevated (not in-pavement) fixtures.
When a legacy fixture was qualified under AC 150/5345-46E, confirm whether it needs re-qualification under -46F before use on a new AIP/PFC-funded project — check the current AC 150/5345-53 qualified-products list rather than assuming carryover.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5345-42K — Light Bases, Transformer Housings & Junction Boxes
L-867/L-868 base and accessory specification
Governs the L-867 (base-mounted) and L-868 (in-pavement) light bases, transformer housings, junction boxes, and elevated light covers/stakes — sizing, load rating, and dissimilar-metal corrosion control.
FAA AC 150/5345-42K, Specification for Airport Light Bases, Transformer Housings, Junction Boxes, and AccessoriesCancels AC 150/5345-42J, dated 12 Sep 2019
Type L-867 serves as a mounting base for elevated fixtures, a transformer housing, and an electrical junction box, and must withstand occasional light vehicular loading. Bases and extensions are assigned Class (material/finish) and Size (nominal diameter) designations — e.g. a 12-inch L-868 base is designated "L-868E." Separation material between dissimilar metals (flange rings, spacer rings) must not deform under 450 psi, to prevent galvanic action and bolt loosening over time.
The dissimilar-metal / galvanic-action clause is easy to overlook on a BOQ but shows up years later as bolt seizure or base corrosion at the flange — it's the reason a "like-for-like" base swap during maintenance can still fail if the wrong hardware finish is substituted.
Confirm the base type/size designation on delivered hardware (e.g. "L-868E") matches the drawing call-out before installation, and check that separation material is actually present at flange joints during a maintenance base swap, not just at initial construction.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5345-44 — Runway & Taxiway Signs
L-858 lighted and unlighted sign specification
Covers the six FAA sign types (L-858Y/R/L etc.) used on runways and taxiways, in five sizes, five styles and two classes — power must reach signs only through breakaway connectors within the frangible point, never via above-ground cable.
FAA AC 150/5345-44, Specification for Runway and Taxiway SignsThe FAA's own AC index has shown this specification transitioning between revisions; confirm the current issued edition before use
Six sign types are specified (mandatory instruction, location, direction, destination, runway distance-remaining, and taxiway ending marker), across five sizes and two classes. Power to a sign must be delivered through breakaway cable connectors installed within the frangible point — there must be no above-ground power cable connections directly to a sign.
The breakaway-connector-within-the-frangible-point rule exists so that if a sign is struck, the electrical connection separates at the same moment as the mechanical structure — a sign that stays "live" after being knocked over is a hazard the frangibility requirement is specifically meant to prevent.
During installation inspection, trace the power feed into each sign and confirm the disconnect point sits within the frangible coupling, not spliced above grade — this is a common shortcut on retrofit sign replacements.
Source: Official FAA publication — this page is a summary, not the standard itself. This entry is flagged for edition verification; confirm the current issued revision with FAA before specifying.
ICAO Annex 14 — Obstacle Lighting
Volume I, Aerodrome Design and Operations
Object height and background decide low/medium/high-intensity class — steady red for night, flashing white for daytime conspicuity on tall structures.
ICAO Annex 14, Chapter 6 — Visual Aids for Denoting ObstaclesClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
Objects that need to be marked as obstacles are indicated by obstacle lights, obstacle markings, or both, unless their shape or function makes lighting alone sufficient (e.g. an illuminated structure). Obstacle lights are classed as low, medium or high intensity (Type A/B/C etc.), selected according to the object's height and the surrounding background — steady red for low/medium intensity, flashing white for high-intensity daytime marking of very tall structures.
The intensity/colour selection isn't purely aesthetic — a flashing high-intensity white light on a tall mast is chosen specifically for daytime conspicuity against sky background, while steady red is calibrated for night-time visibility without dazzling pilots; substituting one class for another defeats the purpose the height calculation was based on.
Cross-check obstacle light class selection against the actual measured object height and its obstacle limitation surface penetration at design stage, and confirm during commissioning that flash characteristics (rate, synchronisation across multiple lights on the same structure) are set as specified — unsynchronised flashing on a multi-light structure is a common field defect.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
ICAO Annex 14 — Approach Lighting Systems (ALS)
Volume I, Aerodrome Design and Operations
Light-bar length and configuration scale directly with the runway's approach category, from a simple SALS row up to a full CAT II/III system with crossbars.
ICAO Annex 14, Chapter 5 — Visual Aids for NavigationClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
An approach lighting system provides a row of light bars, and where applicable cross bars, along the extended centre line of a runway to guide the pilot during the final approach. The configuration, total length and light intensity scale up from a Simple Approach Lighting System (SALS) for non-precision/lower-category operations to a full precision approach lighting system for Category II/III operations, which is longer and adds centreline and crossbar barrettes.
The ALS category isn't a design choice made in isolation — it follows directly from the runway's declared/approved approach classification (non-precision, CAT I, CAT II/III), so a design review should start from that classification rather than working backward from a preferred layout.
Verify light bar spacing and total approach lighting length against the specific system type before construction, and confirm frangibility and elevated/inset mounting requirements for any structure within the approach light plane.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5345-53D — Airport Lighting Equipment Certification Program
Qualification framework (ALECP) for L-series AGL equipment
Sets out the process by which L-series AGL equipment — fixtures, CCRs, isolating transformers, cable, connectors, signs — is qualified through FAA-recognized independent testing laboratories and placed on the Qualified Products List (QPL) before it can be specified on AIP/PFC-funded work (summary — verify current revision against FAA's ALECP guidance).
FAA AC 150/5345-53, Airport Lighting Equipment Certification ProgramConfirm current revision letter — this AC has been updated multiple times
Establishes the qualification pathway equipment manufacturers must follow — testing by an FAA-recognized independent laboratory against the relevant individual AC 150/5345-series specification — before a product can appear on the FAA's Qualified Products List (QPL) for that equipment class.
A manufacturer's own type-test report is not, by itself, equivalent to QPL listing — the independent-lab step is what makes the qualification acceptable for federally funded work, and a project spec calling for "FAA-approved" equipment of this class typically means QPL-listed.
Before accepting an equipment submittal, check the current FAA QPL for that item rather than relying solely on the vendor's test certificate, and confirm the QPL entry matches the exact model/part number being supplied, not just the product family.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5340-18H — Standards for Airport Sign Systems
Siting, sizing and legend design for L-858 sign systems
Covers where signs go and what they say — mandatory instruction signs, location signs, direction signs and runway distance-remaining signs — as distinct from AC 150/5345-44, which specifies the L-858 sign hardware itself.
FAA AC 150/5340-18H, Standards for Airport Sign SystemsCompanion document to the L-858 equipment spec, AC 150/5345-44; cancels AC 150/5340-18G, dated 10 May 2019
Defines sign types (mandatory instruction, location, direction, destination, information, runway distance-remaining), their required siting relative to taxiway/runway edges and holding positions, and legend format/sizing appropriate to the airport's reference code.
The equipment spec defines what a compliant sign is built like; this AC defines where it has to stand and what it has to say — a fully compliant L-858 fixture in the wrong location or with the wrong legend still fails the requirement.
Cross-check sign siting and legend content against this AC during design review, separately from confirming the physical sign itself is a QPL-listed L-858 product under AC 150/5345-44 and the ALECP. If you're holding an older -18F or -18G copy, note this AC has moved on twice since (18F → 18G in 2019, 18G → 18H in 2024).
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
IEC 61821:2011 — Maintenance of Aeronautical Ground Lighting
In-service maintenance and functional testing of AGL series circuits
Sets out recommended maintenance activities and in-service functional/electrical testing for constant-current series circuits and their associated CCRs, isolating transformers and fixtures, complementing the design/equipment standards in the 61820 family (summary — verify current edition and exact test intervals against the source document).
IEC 61821, Electrical installations for lighting and beaconing of aerodromes — Maintenance of aeronautical ground lightingPart of the wider IEC 618xx family — confirm current edition
Covers routine and periodic maintenance activities for AGL series-circuit installations, including insulation resistance checks, loop resistance testing, isolating transformer condition checks, and CCR output verification, intended to detect degradation before it causes an in-service failure.
The design standards (IEC 61820 / 61820-3-2) set what a new installation must achieve; this standard is what keeps an installation performing to the same margins years after commissioning — insulation resistance in particular degrades gradually and needs a recurring check, not a one-time pass.
Build a periodic maintenance test schedule — insulation resistance, loop resistance, CCR output — directly from this standard's referenced test methods rather than an ad-hoc interval, and log trend data over time rather than only recording pass/fail against a single threshold.
Source: Official IEC publication — this page is a summary, not the standard itself. Verify against the current issuing document.
ICAO Annex 14 — Aerodrome Beacon
Volume I, Aerodrome Design and Operations
Alternating white/green flashes mark the aerodrome's location for aircraft in flight — a location aid, not a runway or approach cue.
ICAO Annex 14, Chapter 5 — Visual Aids for NavigationClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
An aerodrome beacon is provided at an aerodrome intended for use at night when specified by the appropriate authority, typically where visual identification of the aerodrome from the air is otherwise difficult; a land aerodrome beacon shows alternating white and green flashes.
The beacon is a location aid, not an approach or runway-alignment aid — it tells a pilot where the aerodrome is, not which runway or approach path to fly, and shouldn't be confused with approach or runway lighting during a design review.
Confirm beacon siting doesn't create a line-of-sight or glare conflict with the control tower or nearby approach paths, and that flash colour/rate is verified during commissioning against the current edition's figures.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5345-43 — Obstruction Lighting Equipment
L-810/L-864/L-865/L-856 obstruction light specification
Covers low-intensity (L-810), medium-intensity (L-864/L-865) and high-intensity (L-856) obstruction light equipment used to mark structures and terrain penetrating obstacle limitation surfaces (summary — verify exact light-type table and photometric figures in the current edition).
FAA AC 150/5345-43, Specification for Obstruction Lighting EquipmentConfirm current revision letter before referencing test tables
Each obstruction light type — L-810 low-intensity steady red, L-864/L-865 medium-intensity white/red, L-856 high-intensity white — has its own photometric intensity, flash-rate and colour requirements, and equipment must pass the AC's environmental and photometric qualification tests before appearing on an FAA-approved equipment list.
Choosing the wrong light type for a given structure is a design error, not just an equipment substitution — the AC ties light-type selection to obstruction height and surrounding lighting environment, so swapping a medium-intensity fixture for a low-intensity one changes conspicuity, not just cost.
When reviewing an obstruction-light submittal, confirm the fixture's FAA-approved equipment list entry corresponds to the specific light type called for in the design, not a generic "obstruction light" description.
Source: Official FAA publication — this page is a summary, not the standard itself. This entry is flagged for edition verification; confirm the current issued revision with FAA before specifying.
FAA AC 150/5345-51 — Discharge-Type Flashing Light Equipment
Condenser-discharge (strobe) sequenced flasher units for approach lighting
Covers the condenser-discharge ("strobe") flashing light units used in sequenced flashing lead-in lights on approach lighting systems, including flash intensity and firing-sequence timing (summary — verify exact timing tolerances in the current edition).
FAA AC 150/5345-51, Specification for Discharge-Type Flashing Light EquipmentVerify current revision and timing-tolerance tables
Flasher units must meet specified peak flash intensity and pulse-duration limits, and where used in a sequenced flashing system, individual units must fire in the correct order within tolerance so the sequence reads as a single moving light along the approach lighting system.
The firing-sequence tolerance is what makes a sequenced flasher system look like a single ball of light "running" toward the runway rather than a scatter of independent flashes — a unit firing outside tolerance breaks that visual effect even with correct individual flash intensity.
During commissioning, verify sequence timing end-to-end along the ALS rather than at each flasher head in isolation, since one mistimed unit disrupts the perceived motion for an approaching pilot.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5345-13 — L-841 Auxiliary Relay Cabinet Assembly
Series-circuit selection/isolation relay cabinet specification
Covers the L-841 relay cabinet used to switch or isolate sections of a series AGL circuit downstream of a CCR — for example, selectively energizing a taxiway lead-in section (summary — verify current relay-rating tables in the current edition).
FAA AC 150/5345-13, Specification for L-841 Auxiliary Relay Cabinet AssemblyVerify current revision and relay contact rating tables
The relay cabinet's contactors/relays must be rated for the full series-circuit current and voltage they switch, and the cabinet must provide monitoring/feedback contacts so relay position can be confirmed at the airfield lighting control system.
An L-841 cabinet lets one CCR feed multiple circuit sections without a separate regulator per section, but only if the relay contacts are rated for the full series current — undersized contacts on a switched circuit section are a known field failure point.
Confirm relay contact ratings match the CCR output current on the circuit being switched, and that position-feedback contacts are wired back to the lighting control panel so control-room indications reflect actual relay state.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
ICAO Annex 14 — Mandatory Instruction & Guidance Signs
Volume I, Aerodrome Design and Operations
Red background with white legend means stop-and-clear; the complementary yellow/black scheme is wayfinding only.
ICAO Annex 14, Chapter 5 — Visual Aids for NavigationClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
Mandatory instruction signs use a red background with white inscription and mark locations such as runway-holding positions, no-entry points and other restrictions requiring clearance; other aeronautical ground signs (direction, location, destination) use the complementary yellow/black colour scheme and support wayfinding rather than restriction.
The red/white versus yellow/black split is the pilot's fastest visual cue for "stop/restricted" versus "informational" — mixing up sign colour and function during design or replacement undermines exactly the cue the standard is meant to create.
During a taxiway/apron lighting design review, cross-check every mandatory instruction sign location against current runway-holding position markings; a sign relocated without an updated marking survey is a common as-built discrepancy.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
ICAO Annex 14 — Illuminated Wind Direction Indicator
Volume I, Aerodrome Design and Operations
Sited for unobstructed airflow from every likely wind direction, not just the prevailing one — and illuminated wherever night operations occur.
ICAO Annex 14, Chapter 5 — Visual Aids for NavigationClause reference: verify exact numbering against the 9th Edition (numbering has shifted across recent editions)
A wind direction indicator (wind cone/sock) shall be located so its indications are not disturbed by nearby objects and remain visible from aircraft in flight or moving on the aerodrome; where night operations occur, the indicator must be illuminated so wind direction stays visible in low light.
Because the indicator's usefulness depends on unobstructed airflow reaching it, siting is as much a part of compliance as the fixture itself — an illuminated wind cone placed in the wind shadow of a building or tree line can meet the lighting requirement while still failing its underlying purpose.
When siting or relocating a wind cone, check upwind obstacle clearance from all likely wind directions, not just the prevailing one, and confirm illumination stays visible against apron floodlighting at night.
Source: Official ICAO publication — this page is a summary, not the standard itself. Verify against the current issuing document.
IEC 61823 — Aeronautical Beacons
Photometric & mechanical characteristics of aerodrome/identification beacons
Specifies photometric (intensity, flash characteristics) and mechanical requirements for aerodrome and identification beacons, complementing ICAO Annex 14's provision criteria with testable equipment parameters (summary — verify exact photometric tables in the current edition).
IEC 61823, Aeronautical ground lighting — Characteristics of aeronautical beaconsVerify current edition and photometric tables
Beacon equipment must meet specified minimum light intensity and flash-rate values for its category (aerodrome beacon, identification beacon), verified by photometric test, in addition to mechanical/environmental durability requirements for outdoor rotating or flashing beacon assemblies.
ICAO Annex 14 sets out when and where a beacon is required and what colour/flash pattern it should show; IEC 61823 is the equipment-side standard that lets a manufacturer's beacon be tested and shown to meet those photometric figures — the two standards work together rather than one replacing the other.
When reviewing a beacon type-test certificate, confirm it references IEC 61823 photometric results specifically, not just a general ingress-protection or mechanical rating, since intensity/flash-rate compliance is the parameter Annex 14's siting criteria assume is already met.
Source: Official IEC publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5345-56B — L-890 Airport Lighting Control & Monitoring System (ALCMS)
ALCMS equipment specification — centralized control & monitoring of lighted visual aids
The PLC-based system that centralizes switching and status monitoring of AGL circuits; the AC defines four escalating monitoring tiers (Type A through Type D), with Type D — individual lamp-out monitoring — reserved for CAT III / SMGCS-equipped airports.
FAA AC 150/5345-56B, Specification for L-890 Airport Lighting Control and Monitoring System (ALCMS)Revision B, 29 Sep 2011 — supersedes the 2004 edition; adds a monitoring-variance notification note at Table 8
Defines the minimum requirements for a PLC-based ALCMS that centralizes control and monitoring of lighted visual aids, specifying four escalating monitoring types (Type A through Type D), with Type D — individual-lamp-out monitoring meeting AC 120-57 — required at airports operating SMGCS at Category III minima.
The monitoring "type" selected during design directly drives cost and wiring complexity — Type D individual-lamp monitoring on a runway edge circuit is a materially bigger control-system scope than Type A basic status, so the required type should be pinned down from the airport's category/SMGCS status before the ALCMS is specified, not assumed.
Confirm which monitoring type the project actually requires (tied to CAT I/II/III operations and any SMGCS plan) before comparing ALCMS vendor proposals — a Type A system priced against a Type D requirement is not a like-for-like comparison, and existing ALCMS installations are not required to be retrofitted after a later revision.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5345-27F — Wind Cone Assemblies
L-806/L-807 wind cone equipment specification — companion to the Annex 14 wind indicator entry above
Sets manufacturing and photometric requirements for windsock assemblies (Size 1/Size 2, styles I-A/I-B) and their L-806/L-807 supports; internally lighted cones must meet a defined luminance band and move freely at wind speeds of 3 knots or more.
FAA AC 150/5345-27F, FAA Specification for Wind Cone AssembliesRevision F, 15 Dec 2021 — cancels 27E (26 Sep 2013)
Covers windsock size/style classification, support-pole load capacity (Type L-807 supports must withstand a defined bending moment without damage), free-movement performance from 3 knots, and — for internally lighted (Style I-B) cones — a luminance band measured across the sock surface at set intervals and angles.
ICAO Annex 14 sets out where a wind direction indicator is sited and what it must show a pilot; this AC is the equipment-side companion that lets a specific windsock/support assembly be tested and shown to meet that intent, in the same way IEC 61823 backs up the Annex 14 beacon entry above.
When reviewing a wind cone submittal, confirm the luminance test data covers the full sock surface at the specified intervals and angles, not just a single-point reading, and check the support type against the project's design wind-load requirements in AC 150/5300-13.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5345-3G — L-821 Panels for the Control of Airport Lighting
Manual/electromechanical control panel — the simpler alternative to a full ALCMS
Covers the L-821 panel for remote control of runway/taxiway lighting circuits, specifying panel types (conventional vs facsimile), mounting classes, and control styles/modes (summary — verify exact panel-layout tables in the current edition).
FAA AC 150/5345-3G, Specification for L-821 Panels for the Control of Airport LightingCancels 150/5345-3F (28 Sep 2007); a draft 150/5345-3H circulated 22 Aug 2018 would change the Emergency Generator Control Switch from mandatory to optional — confirm whether it has since been finalized
Sets manufacturing requirements for L-821 panels used to remotely control airport lighting and auxiliary systems, covering two panel types (conventional, facsimile), mounting classes, styles and control modes, with panel layout tied to the specific circuits (runway, taxiway, PAPI, etc.) being switched.
L-821 panels remain a valid, simpler alternative to a full L-890 ALCMS on smaller airports where individual lamp-out monitoring isn't required — the choice between the two is a project decision on control/monitoring needs, not a straightforward "newer supersedes older" case, since both remain current, actively supported specifications.
For a small/GA airport project, weigh an L-821 panel against a full ALCMS on actual control and monitoring requirements rather than defaulting to the ALCMS as the more modern-sounding choice, and confirm current status of the "G" edition against FAA's AC index before specifying.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
FAA AC 150/5345-5B — L-847 Circuit Selector Switch
Switches a single CCR's output across one or more series lighting circuits
Covers the L-847 circuit selector switch used to switch a single CCR's output between one or more series lighting circuits — common on PAPI, stop-bar and taxiway-centreline feeds, and as the changeover point to a standby regulator.
FAA AC 150/5345-5B, Specifications for Airport Lighting Circuit Selector SwitchCancels 150/5345-5A (23 Mar 1982); a draft 150/5345-5C circulated 4 Sep 2018 for industry comment — confirm whether it has since been finalized
Specifies four types, two classes and two sizes of L-847 circuit selector switch for switching a CCR's series-circuit output, including an optional monitoring contact-closure feature and door-interlock switch, qualified through a high-voltage switching-cycle test under rated load per the current revision.
A circuit selector switch lets one CCR serve more than one series loop (e.g. switching between a PAPI circuit and a stop-bar circuit) without a dedicated regulator per loop, or lets a standby regulator be brought online across several circuits — it sits functionally between the CCR and the loop, not inside either.
When a single CCR is specified to feed multiple independent circuits, or a standby-regulator arrangement is shown on the SLD, confirm an L-847-qualified selector switch of the correct load rating is in the BOQ — a common omission is sizing the CCR correctly but leaving the switching device off the schedule entirely.
Source: Official FAA publication — this page is a summary, not the standard itself. Verify against the current issuing document.
Technical Reference Notice
ICAO Annex 14, Volume I entries on this page are summarized against the 9th Edition (July 2022), which superseded the 8th Edition (2018) on 3 November 2022. This website provides engineering summaries and practical interpretations for educational and reference purposes. It does not replace the applicable ICAO, FAA, IEC, BIS/IS, DGCA, AAI, project specification, or other controlling technical document. Users must verify applicability against any amendments issued after this edition, and against the latest applicable edition and project requirements, before design, procurement, testing, installation, or compliance decisions. Where a project specification, national regulation, aerodrome certification requirement, or applicable authority requirement is more stringent than this summary, the controlling requirement shall prevail.
AGL Specifications, Test Standards, AAI Requirements & IS 12290
Which document sets the specification for runway, taxiway, approach and PAPI lighting, which test standards apply, and how AAI and IS 12290 fit in. Summaries only; verify against the controlling document.
| System | Governing documents on this page | What the specification should state |
|---|---|---|
| Runway lighting specification | ICAO Annex 14, Ch. 5 (spacing, colour) · DGCA CAR Section 4 · FAA AC 150/5345-46F (fixtures) | Light types, spacing, colour and colour-transition points, fixture standard and the project documents that govern each |
| Taxiway lighting specification | ICAO Annex 14 taxiway edge and centre line entries · FAA AC 150/5345-46F (fixtures) | Edge and centre line layout, fixture standard, circuit arrangement and the tests to be witnessed |
| Approach lighting specification | ICAO Annex 14 approach lighting entry · FAA AC 150/5345-51 (flashers) · FAA AC 150/5340-30J (installation details) | Approach category, pattern and fixture types, flasher equipment, installation details and acceptance checks |
| PAPI technical specification | ICAO Annex 14, Ch. 5 and Doc 9157 Part 4 (siting) · FAA AC 150/5345-28H (L-880/L-881) | Siting and glide-path angle basis, unit type, aiming and commissioning checks, and fail-to-night-mode behaviour on photocell loss |
Runway Lighting Specification & Runway Lighting FAA
A runway lighting specification should state the light types, spacing, colour and colour-transition points, the fixture standard and the project documents that govern each. It draws on ICAO Annex 14 Ch. 5 and DGCA CAR Section 4; runway lighting FAA references normally point to FAA AC 150/5345-46F for the fixtures.
Taxiway Lighting Specification
A taxiway lighting specification should state the edge and centre line layout, the fixture standard, the circuit arrangement and the tests to be witnessed. It draws on the ICAO Annex 14 taxiway edge and centre line entries and FAA AC 150/5345-46F for fixtures.
Approach Lighting Specification
An approach lighting specification should state the approach category, pattern and fixture types, the flasher equipment, installation details and acceptance checks. It draws on the ICAO Annex 14 approach lighting entry, FAA AC 150/5345-51 for flashers and FAA AC 150/5340-30J for installation details.
PAPI Technical Specification & PAPI FAA
A PAPI technical specification should state the siting and glide-path angle basis, the unit type, aiming and commissioning checks, and the fail-to-night-mode behaviour on photocell loss. It draws on ICAO Annex 14 Ch. 5 and Doc 9157 Part 4 for siting; PAPI FAA references normally point to FAA AC 150/5345-28H (L-880/L-881) for the equipment.
| Component | Key standard | Critical test |
|---|---|---|
| Airport lighting test standards (equipment) | FAA AC 150/5345-53D · FAA AC 150/5345-46F | Equipment certification and fixture requirements, as the project specification calls for them |
| Runway light test standards | ICAO Annex 14, Ch. 5 · DGCA CAR Section 4 | Spacing and colour-transition check against the approved layout |
| Taxiway light test standards | ICAO Annex 14 taxiway entries · FAA AC 150/5345-46F | Layout, spacing and fixture checks, plus circuit tests on the series circuit |
| PAPI test standards | FAA AC 150/5345-28H · ICAO Annex 14 and Doc 9157 Part 4 | Fail-to-night-mode on photocell loss, and re-verification of the siting calculation if the approach area changes |
| In-service series circuit | IEC 61821:2011 | Periodic insulation and loop resistance |
| Isolating transformer | IS 12290:1987 · FAA AC 150/5345-47C | Insulation resistance and 20-cycle endurance test |
Runway Light Test Standards
Runway light test standards come from ICAO Annex 14 Ch. 5 and DGCA CAR Section 4. The critical check is spacing and colour-transition against the approved layout.
Taxiway Light Test Standards
Taxiway light test standards come from the ICAO Annex 14 taxiway entries and FAA AC 150/5345-46F. Check layout, spacing and fixtures, plus circuit tests on the series circuit.
PAPI Test Standards
PAPI test standards come from FAA AC 150/5345-28H and ICAO Annex 14 with Doc 9157 Part 4. The critical checks are fail-to-night-mode on photocell loss, and re-verification of the siting calculation if the approach area changes.
AAI AGL Specification, AAI PAPI Specification & AAI Airport Lighting Standards
An AAI specification is a project specification (Level 5 in the standards hierarchy above). It sits beneath DGCA CAR requirements, ICAO Annex 14 and the equipment standards, and it decides which of them govern a given tender. For an AAI AGL specification or an AAI PAPI specification, read the tender document itself, then check each referenced standard for its edition and any amendments. Where AAI airport lighting standards and a summary on this page differ, the controlling requirement prevails. See also Airfield Ground Lighting in India.
IS 12290 Airport Lighting & IS 12290 Isolating Transformer
IS 12290:1987 is the Bureau of Indian Standards specification for isolating transformers for airport lighting systems. It covers construction, ratings and testing, including insulation resistance and a 20-cycle endurance test, and it was prepared with reference to FAA AC 150/5345-47. When reviewing an IS 12290 isolating transformer test certificate, confirm it reports the 20-cycle result and both primary and secondary insulation resistance, because a single hi-pot pass/fail is incomplete against this standard. Confirm exact figures against your copy of the standard.
Aerodrome Lighting Standards, Requirements & Testing
Airport lighting design standards
Airport lighting design standards set what the lighting system must provide and how it is arranged: which lights are needed, their layout, colours, intensity levels and power supply. Design starts from the aerodrome's operating category and the standards its authority applies, then follows the project specification.
ICAO Annex 14 aerodrome lighting
ICAO Annex 14 aerodrome lighting requirements are the international baseline for runway, taxiway and approach lighting, stop bars, PAPI and signs. They describe what visual aids must do, and States may adopt or adapt them in their own rules. Always use the edition and amendments your authority has adopted.
ICAO airfield lighting standards
ICAO airfield lighting standards are the Standards and Recommended Practices in Annex 14, supported by ICAO design and maintenance manuals. They set the performance and arrangement of the lights, not the product design, so equipment specifications come from other documents.
FAA airfield lighting requirements
FAA airfield lighting requirements are set in advisory circulars on installation and maintenance and in equipment specifications for fixtures, regulators, transformers and cables. They are more product-specific than ICAO, and apply where a project or tender names them.
DGCA India aerodrome lighting
DGCA India aerodrome lighting requirements come from the Civil Aviation Requirements for aerodromes, which adopt ICAO provisions with national differences. Indian aerodrome projects should follow the current CARs together with the airport operator's specification.
BCAS airport lighting requirements
BCAS airport lighting requirements relate to lighting for airport security, such as perimeter and security areas, rather than aviation visual aids. They are separate from DGCA and ICAO rules on AGL. Check the current BCAS circulars for the airport concerned.
Airport lighting inspection standards
Airport lighting inspection standards define what must be checked, how often and how defects are classified and recorded. The aviation authority's rules and the airport's maintenance programme set the schedule, and the manufacturer's instructions add detail.
AGL testing standards
AGL testing standards cover electrical tests such as circuit resistance and insulation, photometric tests of light output, and functional tests of control and monitoring. The test method, instruments and acceptance criteria should be taken from the specified standard and approved test plan.
Airport lighting specification standards
Airport lighting specification standards are the documents a project specification points to for equipment and installation, such as equipment specifications and IEC standards. A specification should name each standard with its edition, so bids can be compared.
Airfield lighting standards comparison
An airfield lighting standards comparison shows how ICAO, FAA, IEC and Indian Standards differ in purpose and detail: ICAO sets the operational requirement, FAA documents specify products and installation, and IEC and IS cover equipment performance and safety. They are often used together on one project.
ICAO vs FAA lighting requirements
ICAO vs FAA lighting requirements differ in structure and wording, and in some colours, intensities and arrangements. Where a project mixes both, the specification must say which one governs each item, so the installed system is consistent.
Runway lighting testing
Runway lighting testing checks that edge, threshold, centreline and touchdown zone lights work correctly after installation and during service. It includes circuit tests, brightness step checks and light output measurements, using the methods in the applicable standard.
Taxiway lighting testing
Taxiway lighting testing covers edge, centreline and stop bar lights: circuit and insulation tests, correct colours and operation, and photometric checks where required. Results are recorded against the approved test plan.
Airfield lighting control system
The airfield lighting control system lets controllers switch circuits and set brightness, and reports the status of regulators and circuits. Standards cover its functions, response and monitoring, and the system should be tested together with the CCRs and the lights.
Frequently Asked Questions
Quick answers about using the AGL Standards & Compliance Companion.
Q1What is the AGL Standards Companion?
A practical reference that interprets Airfield Ground Lighting standards, requirements, testing criteria and field application, translating regulatory language from ICAO, FAA, IEC, IS/BIS and DGCA into engineering meaning you can use on the job. It currently holds 40 standard entries.
Q2Does this page replace the actual standards?
No. It provides engineering summaries and practical interpretations for educational and reference purposes. It does not replace the applicable ICAO, FAA, IEC, BIS/IS, DGCA, AAI, project specification, or other controlling technical document, and you must verify applicability against the latest edition and any amendments before design, procurement, testing, installation or compliance decisions.
Q3Which document actually controls on an Indian AGL project?
The standards hierarchy on this page runs from national/regulatory requirements (DGCA CARs) down through the aerodrome standard (ICAO Annex 14 or its national adoption), design guidance, equipment specifications, project specification, and finally manufacturer documentation. In India, the DGCA CAR is the actual Level 1 controlling document, not ICAO Annex 14 directly, since the CAR substantially adopts Annex 14 as binding domestic requirements.
Q4Which edition of ICAO Annex 14 does this page use?
Entries are summarized against the 9th Edition (July 2022), which superseded the 8th Edition (2018) on 3 November 2022. Users must check for amendments issued after this edition before relying on a summary.
Q5What do the 'Current' and 'Legacy' badges mean?
Current means the entry is summarized and locked to a specific edition, shown on its badge, and you should still verify the current revision. Legacy means the standard has been superseded or withdrawn. Entries flagged 🟡 are actively monitored for newer revisions.
Q6Can I filter the standards by source body or application area?
Yes. You can filter by source (ICAO, FAA, IEC, IS/BIS or DGCA) and by application area (Design, Installation, Testing, Commissioning or Maintenance), or filter by AGL component.
Q7What does each standard entry include?
A requirement or summary of the standard, its practical meaning for an AGL project, and its field application, along with the source, edition or reference, requirement type and verification status.
Q8If a project specification is stricter than this page, which one applies?
The project specification, national regulation, aerodrome certification requirement, or applicable authority requirement. Where any of these is more stringent than the summary on this page, that controlling requirement prevails.
Q9What should a runway, taxiway or approach lighting specification state?
It should name the governing documents for each item (DGCA CAR, ICAO Annex 14, FAA equipment ACs, IS or IEC where specified), the light types, spacing and colour, the fixture standard, the circuit arrangement and the tests to be witnessed. Where documents overlap, it should state which one controls.
Q10What should a PAPI technical specification cover?
It should cover the siting and glide-path basis (ICAO Annex 14, Chapter 5 and Doc 9157 Part 4), the unit type (FAA AC 150/5345-28H covers L-880 and L-881 PAPI systems), aiming and commissioning checks, and fail-to-night-mode behaviour on photocell loss. Any change to the approach area after commissioning needs the siting calculation re-verified.
Q11Which test standards apply to airport, runway, taxiway and PAPI lighting?
The page lists them by component: ICAO Annex 14 spacing and colour-transition checks for runway lights, FAA AC 150/5345-46F for fixtures, FAA AC 150/5345-28H for PAPI, and IEC 61821:2011 for periodic insulation and loop resistance on the in-service series circuit. Confirm exact test figures against the standard your project specifies.
Q12Is an AAI AGL or PAPI specification a standard?
No. An AAI specification is a project specification, which sits below DGCA CAR requirements, ICAO Annex 14 and the equipment standards in the hierarchy. It decides which standards govern a particular tender, so read the tender document and check each referenced standard for its edition and amendments.
Q13What is IS 12290 and what does it cover for airport lighting?
IS 12290:1987 is the Bureau of Indian Standards specification for isolating transformers for airport lighting systems. It covers construction, ratings and testing, including insulation resistance and a 20-cycle endurance test, and was prepared with reference to FAA AC 150/5345-47.
Q14What should I check on an IS 12290 isolating transformer test certificate?
Confirm that it reports the 20-cycle test result and both primary and secondary insulation resistance. A certificate showing only a single hi-pot pass/fail is incomplete against this standard.
Q15Which standards apply to apron lighting design?
Apron lighting design is guided by the apron floodlighting provisions of ICAO Annex 14, the equivalent national requirements such as DGCA in India, and the airport's own specification. These set illuminance, uniformity and glare expectations for the apron. Check the current edition for exact values, and see the apron floodlighting design page for how the calculation is done.
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