Approach lighting system configurations are defined by the level of intensity and whether lights sequence along the path. SALS is the Simplified Approach Lighting System used at smaller airports or for less demanding instrument approaches. Its hallmark is low intensity lighting and no sequencing along the approach path, which keeps both cost and maintenance simple while still providing basic alignment cues for pilots. That’s why the correct option—low intensity with no sequencing—best fits SALS. The other options describe more complex systems (full ALS configurations) that feature higher intensity and lights that flash in sequence, or longer standard lengths, which are not characteristic of SALS.

Obstruction lighting is designed to maximize visibility in different lighting conditions. At night, the lights themselves are used to signal the obstacle, typically in red or with high‑intensity white. During the day, the lights are not relied upon as much because sunlight can wash them out, so the obstacle is marked with orange and white paint to ensure it stands out in daylight. Some cases may be waived or modified by MAJCOM, but the standard approach is night red or high‑intensity white, and day orange and white paint. This is why the correct statement aligns with those practices, whereas the other color combinations don’t match how daytime and nighttime marking are normally done.

FOD stands for Foreign Object Debris—the loose objects on an airfield that don’t belong there and can harm aircraft or ground equipment. On runways, taxiways, and ramps, debris can be anything from small stones and rust flakes to lost tools, fasteners, or degraded rubber. If such objects get into an engine, onto a wing, or into a landing gear, they can cause serious damage or safety incidents. That’s why airfield operations emphasize a FOD prevention program: regular debris sweeps, thorough inspections, strict tool control and storage practices, and prompt reporting and removal of anything stray. The other options refer to data systems or fueling concepts and aren’t related to the safety hazard posed by debris on the airfield.

In instrument operations, runways that support categories II and III rely on clear, standardized cues to help pilots land in low visibility. Any extra or nonstandard markings could create confusion or misperception when visibility is poor, so markings are kept to the standard set that supports precision approaches. That’s why the statement aligns with the practice: you do not add additional striate or nonstandard markings on runways intended for operation in instrument categories II and III. The emphasis is on maintaining unambiguous visual cues through the required markings and lighting, rather than introducing extra markings that could distract or mislead during a precision approach.