about LandingEyes
Reflectors for Delineating Runways for Landing and Take Offs at Night for Unlit Runways
Short Finals Waterkloof - Air Force Base	The aim of LandingEyes®, night landing system, is to provide a clear and illuminated airfield delineating system. The LandingEyes runway system, has been designed, tested and perfected for rural unlit runways where the installation of a permanent electrical system is problematic. This landing system has not been designed to supplant runway lights, but to complement runway lights in times of emergencies where runway lights are not working due to unforeseen circumstances, such as theft or lightning strikes.
Threshold - Waterkloof Air Force Base Touchdown Waterkloof - Air Force Base	Limitations and Installation The airfields which use this landing system, must meet the minimum requirements of a non instrument code No 1 runway. It must comply with the dimensions and slopes (Annexure B) of the Civil Aviation Authority as a minimum safety requirement. When the landing system is used, the airfield must be manned during landings and takeoffs. This is to ensure that the runway is clear of animals, pedestrians and obstructions that can be expected at an airfield that is not securely fenced and does not have permanent maintenance staff. Note, aircraft which are equipped with a single landing/taxi light using this landing system may not be able to land safely if the single light fails. However in the event of a failure, the pilot must establish the runway direction by lining up the green threshold and red end lights and aim to touch down close to the green lights and use the red lights for directional control. The motor vehicle operating the green threshold lights must be positioned at least 30m behind and to the side of the threshold lights, facing and pointing diagonally across and down the runway in the direction of the landing with its headlights on bright. This will illuminate the reflectors in the touchdown area. The threshold lights must remain on. Sufficient electric cabling is provided. Careful globe maintenance is recommended. A 2 light taxi/landing system is advantageous. Minimum recommended power of the landing/taxi lights is 100W each.

Installation
1. Standard set out plans/details are supplied based on runway length code No 1. Installation plans will vary according to local conditions.

2. The reflectors that are used as backup for runway lights are to be placed parallel to runway lights and outside the line of the runway lights. Ensure that the runway cables are not interfered with when preparing the holder bases for the reflectors.
End Lights
Permanent concreted light holders must be constructed at the runway ends to ensure that the lights are installed in the correct position even if inexperienced staff are being used during a night operation. Portable runway stands can be supplied for the system if oe set is to be used on different runways, but this must be handled by experienced personnel.

The runway lighting and cabling for the portable lighting system have been designed to demarcate the width of the runway based on an 18m wide runway. The cabling can be altered to suit a narrower or wider runway. An alternate lighting layout where three lights are positioned on either side of the runway to keep stop ways open can be supplied if required by the operator of the airfield.
Cleaning
Reflectors that require cleaning should be flushed with water and then washed with a detergent solution and brushed or sponged. Avoid pressure that may damage the reflective surface. Flush with clean water following washing. Do not use solvents to clean reflectors, as this will damage the adhesive glues and film face.
Setup and Preparation for Night Landing
1. Prior to any landing or take-off, the runway must be inspected for stray animals, cattle and any moveable obstructions that may be on the runway.
2. Observe the position of the windsock. The green lights must be set in the permanent light holders and, as indicated, by the direction of the tail of the windsock. This will point to the position of the touchdown zone. If the windsock has been provided by LandingEyes®, the green end points to the landing threshold of the approaching aircraft. In any event the aircraft must use the runway aligned to land in the direction from where the wind is blowing. with crosswinds, a component of the crosswinds must be headwind.
3. The red runway land lights are fitted at the opposite end of the runway in the direction of the open mouth at the windsock connection to the windsock pole. If there is no wind blowing, set up the green lights at the most frequently used landing end of the runway.
4. To illuminate the portable lights, two motor vehicles or one motor vehicle with a spare car battery is used. The vehicles must be positioned on the left hand side of the runway when viewed from the direction of the landing and 30m from the centre to the side of the runway centre line as determined by fully unrolling the electrical supply cable after connecting the cable to all the runway lights.
Landing Procedure
The aircraft must fly over the airfield at 1500ft above the ground or minimum safe altitude, according to the standard approach procedure for a manned or unmanned airfield. Ensure the aircraft's landing lights are switched on the downward leg. A landing aircraft flies a standard approach according to following minimum safe heights for down, base and final leg with landing lights on.

On final approach, the landing aircraft must line up the green threshold and end red lights with a normal night descent preferably at a glide slope of 4 degrees or higher. Depending on the aircraft's landing lights, it can be expected that the runway delineation markers can become visible up to 3.1km from the runway threshold and increases in brightness the closer the aircraft approached the airfield to land. Depending on the visibility the green threshold and red end lights are visible at distances of 5km or greater.

With high cross winds, the illumination of delineating markers will occur closer to the runway due to the crabbing action of the aircraft trying to remain on the centre line track during the final approach.
Operators Liability
The system has been designed to be operated under normal visual meteorological conditions for night flying by a pilot with normal vision. The system is utilized at the operator's discretion and risk. The suppliers accept no liability whatsoever whether implied or explicit for any incidents/accidents that may incur. The operator must ensure that trained personnel operate the system and are made fully aware of aviation safety and that the runway remains clear of animals, pedestrians and obstructions at all times during landings and takeoffs. Only competent and currently night rated pilots may use this system. Use by student pilots training for night rating is prohibited.
Warranty, Remedies and Liability
Minimum reflective standard, full warranty and liability conditions are available on request.