b'SPECIAL REPORT 69and where the paradox emerges. After installation, little time isPhotometric Testing Resultsspent inspecting and testing the photometric output of the lights to ensure that theyre still operating within the safety marginsAverageLowestdefined by FAA.Entire Serviceability ServiceabilityRunway Percentage PercentageDespite all the time and money invested in compliant lighting, photometric testing at Part 139 airports consistently shows thatCenterline (787 tests) 67% 8%runway edge lights, centerline lights and touchdown zone lights dont meet the minimum requirements. This defeats the wholeHigh Intensity Edge (731 tests)54% 8%purpose of why the lights are installed. We take the time to design airfield lights to perform in all conditions; and then thereTouchdown Zone (483 tests) 58% 0%is no enforced requirement to check them on a regular basis Source: MALMS Navaid Inc.to ensure the continued photometric compliance necessary to maintain the airports certification. By the Numbers It may seem obvious that complying with FAA standards Advisory Circular 150/5345-46 contains charts of minimumfor runway lighting is a necessary requirement for Part 139 outputs for specific runway and taxiway lights. Even thoughcertification, but it is surprising that runway lighting is not airports install fixtures that have been certified to these specifictested by the FAA. Some airports take the initiative and perform standards, many do not have lights that are performingphotometric testing to ensure they are meeting the operational accordingly. Many do not meet the requirements outlined inrequirements stated by FAA for safe operations. But there is 150/5345-46, often due to installation or natural degradation no FAA oversight, or apparent interest by the federal agency, over time.regarding testing or checking records for test results.The only way to determine proper lighting performance is through photometric testing. It is not a lengthy processabout two hours for a 10,000-foot runwaywhen done with equipment designed and certified for the task. The FAA states the following:Any in-pavement runway light exhibiting a light output of less than 70% of the minimum output required, when operated at maximum intensity, is ineffective (unserviceable) for high background brightness, low visibility conditions and should be targeted for maintenance and cleaning. Again, the only way to determine this is through photometric testing. World class customer serviceIn Table A-8 Runway and Taxiway Lighting Systems (ACno matter where you are!150/5340-26C), the FAA requires runway centerline lights to be 95% serviceable, touchdown zone lights to be 90% serviceable,All airways around the worldand edge lights for CAT II and III runways to be 95% serviceable. lead back to Integro!Onsite photometric testing after installation and at specified intervals is a requirement. But historically, that requirement has not been enforced. Information from MALMS Navaid Inc., the primary qualified tester of photometric performance at U.S. airports, indicates serious shortfalls. In 731 post-installation tests of edge lights performed not a single runway met FAA serviceability requirements for an average main beam candela output of at least 70% of the minimum. The results for other systems tested are equally bad. (See chart above).If runway lighting is found to be deficient, the situation must be remedied. Photometric testing shows airports which of their light fixtures are unserviceable. After the fixtures have been cleaned, repaired or replaced, MALMS can retest to ensure compliance.sales@integro-usa.com|www.Integro-USA.comAirportImprovement.comOctober 2022'