Laserfiche WebLink
<br />airport to provide this guidance to <br />pilots. Besides routine maintenance, <br />these markings will be sufficient <br />through the planning period. <br /> <br />The airport is equipped with a rotating <br />beacon to assist pilots in locating the <br />airport at night. The existing rotating <br />beacon is adequate and should be <br />maintained in the future. <br /> <br />Runway lighting systems provide <br />critical guidance to pilots during <br />nighttime and low visibility operations. <br />Only Runways 12-30 and 8-26 are <br />equipped with medium intensity <br />runway lighting (MIRL). These <br />systems are sufficient for the existing <br />and planned approaches and should be <br />maintained through the planning <br />period. TxDOT and FAA criteria <br />indicate that the crosswind runway at <br />HYI should provide MIRL. <br /> <br />Effective ground movement of aircraft <br />at night is enhanced by the availability <br />of taxiway lighting. All taxiways, <br />except Taxiway J are equipped with <br />medium taxiway lighting. These <br />lighting systems are sufficient and <br />should be maintained through the <br />planning period. <br /> <br />Lighted directional signs are installed <br />at the airport. This signage identifies <br />runways, taxiways, and apron areas. <br />These aid pilots in determining their <br />position on the airport and provide <br />directions to their desired location on <br />the airport. These lighting aids are <br />sufficient and should be maintained <br />through the planning period. <br /> <br />San Marcos Municipal Airport is <br />equipped with pilot controlled lighting <br />(PCL). PCL allows pilots to control the <br /> <br />3-13 <br /> <br />intensity of runway and taxiway <br />lighting using the radio transmitter in <br />the aircraft. PCL also provides for more <br />efficient use of runway and taxiway <br />lighting energy use. <br /> <br />In most instances, the landing phase of <br />any flight must be conducted in visual <br />conditions. To provide pilots with <br />visual guidance information during <br />landings to the runway, visual <br />glideslope indicators are commonly <br />provided at airports. Presently, a visual <br />approach slope indicator (V ASI-4) is <br />available at the Runway 30 end. This <br />lighting aid is sufficient and should be <br />maintained in the future. Planning <br />should include the installation of a <br />PAPI-4 on Runway 12 and both ends of <br />the crosswind runway. <br /> <br />Approach lighting systems provide the <br />basic means to transition from <br />instrument flight to visual flight for <br />landing. Runway 12 is equipped with <br />medium intensity approach lighting <br />system with runway alignment lighting <br />(MALSR). The MALSR is required for <br />the existing ILS approach minimums to <br />Runway 12 and is sufficient for a <br />transition to a precision GPS approach <br />in the future. As mentioned previously, <br />the development of a precision GPS <br />approach (Category I minimums) should <br />be considered for Runway 30. In this <br />case, a MALSR would be required for <br />Runway 30. <br /> <br />Runway identification lighting provides <br />the pilot with a rapid and positive <br />identification of the runway end. The <br />most basic system involves runway end <br />identifier lights (REILs). While REILs <br />are not specifically required for the <br />existing visual approaches or future <br />GPS approaches, REILs would enhance <br />