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This Application is a Continuation-In-Part of prior application U.S. Ser. No. 09/514,089, filed Feb. 28, 2000, now U.S. Pat. No. 6,196,697, which is a CIP of Ser. No. 09/118,980 filed Jul. 10, 1998 U.S. Pat. No. 6,033,083, which is a CIP of Ser. No. 08/687,809 Jul. 26, 1996 U.S. Pat. No. 5,779,349. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Technical Field 
     This invention relates to airport runway light support apparatus and methods. In one aspect, this invention relates to height and azimuth adjustable container apparatus and methods for embedded container light supports for airport runways and the alignment of their light fixtures. In one aspect, this invention relates to adjustable airport runway lights and to apparatus and methods for specialized, set-in-the-ground lighting systems utilized for the purpose of guiding pilots during their approach to an airport runway and during the landing and taxi of aircraft. 
     2. Background 
     Conventional lighting fixtures forming part of specialized, set-in-the-ground airport runway lighting systems are mounted on certain steel containers. The steel containers for these airport runway inset lights can be one-part or two-part and, sometimes, three-part containers and are set below the surface of runways, taxiways, and other aircraft ground traffic areas. The bottom sections of the containers are sometimes called shallow light bases. The top sections are called fixed-length extensions and are manufactured in different fixed lengths and diameters. Flat spacer rings are installed between the extensions and the lighting fixtures for providing further height and azimuth adjustments. These conventional steel containers, in addition to serving as bases for mounting the lighting fixtures, also serve as transformer housings and junction boxes to bring electrical power to the lighting fixtures. 
     In the installation of airport runway touchdown zone, centerline, and edge lighting systems, as well as in the construction or installation of taxiway centerline and edge lighting systems, and other lighting systems, these containers are embedded in the runway, taxiway, and other pavements at the time the runway and taxiway pavements are poured (concrete) or placed (bituminous). These containers, hereinafter referred to as embedded containers, vary in length and diameter. Conventional embedded containers provide an inverted flange at their top portion, which flange has a standard set of threaded holes to allow for the runway, taxiway, edge, and other light fixtures to be bolted onto them above the pavement surface, or to allow for the top section of the container to be bolted onto the bottom section, if it is a two-section container. A great majority of these existing, conventional containers are two section containers, bolted together at their inverted flanges. The light fixture then is bolted onto the top inverted flange of the top section of the two-section container. The top section of the two-section container is referred to as the fixed-length extension, which is part of the conventional embedded containers. 
     The top portions of the lighting fixtures are installed at a close tolerance, slightly above the pavement surface. Installations of the containers and their lighting fixtures are required on two different occasions. The first is when the runways, taxiways, and other aircraft ground traffic areas are built for the first time. The second is for resurfacing or repaving of the runways, taxiways, and other aircraft ground traffic areas. The latter is the most common, i.e., most frequent. 
     The light fixtures installed on the embedded containers, otherwise known as airport inset lights, have to be aligned with respect to each other in a precise, straight line on the horizontal plane known as azimuth correction, and their height has to be set within a fixed, strict tolerance measured from the pavement surface. 
     Each airport paving project may consist of installing hundreds or thousands of lighting fixtures and their airport inset light containers. 
     Runways, taxiways, and other aircraft ground traffic areas deteriorate with years of usage. This creates the need for resurfacing or repaving, i.e., replacing the asphalt of these ground surfaces. Repavement is a much more common, i.e., frequent, occurrence than the construction of new pavements. 
     When a runway, taxiway, or other aircraft ground traffic area is first built, or when upgrading or modernizing, or when maintenance projects require their resurfacing (repavement), the flanges on the embedded containers get buried under the pavement. This creates the need for height adjusting devices with flanges identical to those of the embedded containers to adapt the container up to the final surface and for the lighting fixtures to be installed and aligned above the payment. In many instances, this requires core-drilling the newly poured or placed pavement to reach down to the now buried top flange of the embedded container. 
     Depending on the lengths of the runways and taxiways, thousands of these embedded containers are affected, and a wide variety of height adjustments can be involved for each given size of embedded containers. In such an adjustment system, fixed-length extensions must be made available in many different lengths, so as to provide the many different gross height adjustments. A combination of one or more flat spacer rings, which are manufactured in thicknesses of {fraction (1/16)}, ⅛, ¼, and ½ inch (1.6, 5 3.2, 6.3, and 12.7 millimeters, approximately), and other thicknesses, can be used to provide the final height. 
     These fixed-length extensions have one inverted flange on each end to bolt onto the embedded container, and then flat rings are added on top of the fixed-length extension top flange before the lighting fixture is bolted onto the flange. 
     The fixed-length extensions and the flat spacer rings must be individually ordered to the required length. This adjustment system makes for a difficult and tedious conventional installation procedure involving (1) field measurement of each individual fixed extension length and flat spacer ring required for every container; (2) record keeping of all those field measurements and locations for ordering and verification; (3) ordering, receiving, and delivering to the field each size according to its location; and (4) frequently having to install more than one flat spacer ring to achieve the required height. The listed complications for the difficult conventional installation procedure are further magnified by the fact that the embedded containers are made in 4 different sizes: 10, 12, 15, and 16 inches (25.4, 30.5, 38.1, and 40.6 centimeters, approximately) in diameter. 
     These embedded containers below the pavement surface serve as light fixture bases. They also serve as transformer housings and junction boxes. 
     INTRODUCTION TO THE INVENTION 
     Depending on the location where these containers are installed, they are exposed to varying degrees and types of corrosive chemicals and materials applied to them by the aircraft and other vehicular traffic in that location. For example, runway and taxiway light fixtures, and the containers they are bolted onto, are subjected to rain water and to chemicals such as chemicals applied to the aircraft for the purpose of deicing. 
     It is therefore an object of the present invention to provide non-corrosive apparatus and method for mounting an airport runway light and adjusting with precision and simplicity the height and the azimuth of a runway embedded container and for aligning with efficiency, simplicity, and precision a lighting fixture installed upon the non-corrosive apparatus of the present invention. 
     A further object of the present invention is to provide non-corrosive apparatus and method for adjusting the height of a runway embedded container without having to install individual fixed-length extensions or flat spacer rings. 
     A still further object of the present invention is to provide non-corrosive apparatus and method for adjusting the height and azimuth of an array of airport runway embedded containers in a lighting system without having to install individual fixed-length extensions or flat spacer rings. 
     It is an object of the present invention to provide non-corrosive apparatus and method for adjusting with precision and simplicity the height and the azimuth of a container, previously installed and embedded as an airport inset light, and for aligning with efficiency, simplicity, and precision a lighting fixture installed upon the apparatus of the present invention. 
     It is a further object of the present invention to provide an alignment adjustments assembly that does not require the installation of a separate mud dam. 
     It is a further object of the present invention to provide a non-corrosive alignment adjustments assembly that does not require the installation of a separate mud dam. 
     A further object of the present invention is to provide non-corrosive apparatus and method for adjusting the height of a container, previously installed and embedded as an airport inset light, without having to install individual fixed-length extensions or flat spacer rings. 
     A still further object of the present invention is to provide non-corrosive apparatus and method for adjusting the height and azimuth of an array of containers, previously installed and embedded as airport inset lights, in a lighting system without having to install individual fixed-length extensions or flat spacer rings. 
     It is an object of the present invention to provide a non-corrosive alignment adjustments assembly which corrects the problem of tilting of the assembly from the vertical axis which increases the angle at which the light beam from an inset lighting fixture is projected, diverting the light beam away from incoming airplanes. 
     It is also another object of this invention to provide a non-corrosive alignments adjustments assembly which corrects the problem of the rotation of the assembly which alters the azimuth alignment of the lighting fixture, which in turn would impede the pilot of an incoming airplane from seeing the light. 
     It is yet another object of the present invention to provide a non-corrosive alignments adjustments assembly which will allow the longer, angled bottom type inset lights be installed upon it. 
     It is yet a further object of the present invention to provide a non-corrosive alignment adjustments assembly which does not require installing a separate flat spacer ring, with a groove on its top flat side. 
     These and other objects of the present invention will become apparent from a careful review of the detailed description and the figures of the drawings which follow. 
     SUMMARY OF THE INVENTION 
     Novel non-corrosive airport inset light adjustable alignment container set apparatus and method of the present invention include a light fixture and stainless steel support for airport runway, taxiway, or other aircraft ground traffic areas. A variable length means rotatably adjusts height by a vertical displacement and mounting means for mounting the airport inset light. Rotation locking means are provided for securing the rotatable adjustment apparatus from further rotation. A top flange is adapted to receive various different designs of inset lights and to provide a stainless steel protection ring “mud dam.” 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     FIG. 1 is an elevation view, partially in section, of the existing fixed-length extensions installed on an embedded container and a lighting fixture installed thereon. FIG. 1 also shows a concrete encasement and three layers of pavement. 
     FIG. 2 is an elevation view, partially in section, of the same existing fixed-length extensions of FIG. 1 but now shown tilted. 
     FIG. 3 is a pictographic view, partially in section, showing a landing passenger jet airplane, a runway, and a tilted runway centerline inset lighting fixture. 
     FIG. 4 is an elevation view, partially in section, of the adjustable extension component of the present invention showing a mud dam and an “O” ring with its groove. 
     FIG. 5 is an elevation view, partially in section, showing an Allen-set screw component of the present invention. 
     FIG. 6 is an elevation view, partially in section, of the adapter flange component of the present invention. 
     FIG. 7 is an elevation view, partially in section, of an airport inset lighting fixture, showing a straight bottom. 
     FIG. 8 is an elevation view, partially in section, of an airport inset lighting fixture, showing an angled bottom. 
     FIG. 9 is a plan view of the lighting fixture of FIG.  7  and of FIG.  8 . 
     FIG. 10 is an elevation view, partially in section, of a mud dam protection ring. 
     FIG. 11 is an elevation view, partially in section, of the alignments adjustments assembly of the present invention shown installed on an existing embedded container. FIG. 11 also shows an airport inset lighting fixture mounted on the adjustments assembly. 
     FIG. 12 is a plan view of the top flange of the embedded container of FIGS. 1,  2 , and  11 . 
     FIG. 13 is an elevation view, partially in section, of the universal top adjustment container of the present invention and shows an airport inset lighting fixture and an “O” ring. 
     FIG. 14 is a plan view, i.e., a top view, of the universal top adjustment container of the present invention as shown in FIG. 13 without the lighting fixture. 
    
    
     DETAILED DESCRIPTION 
     The present invention provides a height and azimuth adjustable container set, utilized for all the purposes embedded containers are utilized, i.e., to serve as bases for lighting fixtures, as transformer housings, and as junction boxes, but with a major difference from conventional embedded containers. The adjustable container sets of the present invention also are utilized for the precise and simplified, economic mounting and adjusting of the height of the lighting fixture to be mounted upon it. Also, the adjustable containers of the present invention provide for precise and simplified, economic aligning of the azimuth of the lighting fixtures and aligning the lights with respect to each other, by virtue of the azimuth alignment. 
     The adjustable container set of the present invention is used to improve existing containers, while being efficiently and economically adjustable. These containers are installed in airport runways, taxiways, and other aircraft ground traffic areas to serve as bases for lighting fixtures, transformer housings, and junction boxes. The adjustments take place when the containers and their lighting fixtures are installed initially, e.g., when new runway, taxiway, and other aircraft ground traffic areas are first built and every time they are repaved. 
     The present invention provides a height and azimuth alignments adjustments assembly utilized for the more economic, precise, and simplified adjusting of the heights of concrete embedded containers and the azimuth alignment of airport inset lighting fixtures mounted thereon. These containers of the present invention are installed and reused in airport runways and taxiways and other aircraft ground traffic areas to serve as bases for lighting fixtures, transformer housings, and as junction boxes. 
     In the actual testings and installations of the alignments adjustments assembly disclosed and described in U.S. patent application Ser. No. 08/002,014 filed Jan. 8, 1993 and entitled “Alignments Adjustments Assembly Apparatus and Method,” now U.S. Pat. No. 5,541,362, I have discovered certain aspects which could be modified. 
     One drawback is that airport runway light bolts used to install the airport runway light on or in the airport runway light support can be part of a corrosion problem. Corrosive materials such as deicing chemicals used on the aircraft can accelerate corrosive problems between the light bolts and the light support. The airport runway light stainless steel bolts can accelerate corrosive attack by a galvanic action between dissimilar metals. 
     The present invention provides an alignment adjustments assembly which corrects the problem of corrosion. 
     One drawback is that a great number of the existing conventional, fixed-length extensions installed as stacked-on embedded containers have tilted from their vertical axis. This tilting, which at the place of tilting is relatively small, nevertheless increases the angle at which the light beam from an inset lighting fixture is projected, thereby diverting the light beam away from incoming airplanes. At one-half mile (1 kilometer) away from the approach area, it is difficult for the pilot of a landing airplane to see the light because of the very large divergence at that point from the point at which it should otherwise be, when properly height-adjusted. 
     The present invention provides an alignment adjustments assembly which corrects the problem of tilting. 
     Another drawback encountered is that the new larger and heavier airplanes, now becoming more common, exert a larger torsional force upon the inset lighting fixtures. Tests made to simulate those larger torsional forces on the alignment adjustment assembly disclosed and described in U.S. patent application Ser. No. filed Jan. 8, 1993 and entitled “Alignments Adjustments Assembly Apparatus and Method,” now U.S. Pat. No. 5,541,362, proved that a very slight rotational movement occurs, even though considered relatively insignificant today. Nevertheless, even heavier airplanes could provide a more significant rotational movement that would alter the azimuth alignment of the lighting fixture, which in turn would impede the pilot of an incoming airplane from seeing the light. 
     The present invention provides an alignments adjustments assembly which corrects the problem of the rotation of the assembly. 
     Yet another drawback encountered is the need to install a separate component called the mud dam, consisting of a flat, three-quarters inch (19 mm) thick spacer ring with a flat, thin steel band welded all around the periphery of the flat spacer ring. This band is about one and a quarter inches (3.3 cm) wide. 
     The present invention provides an alignment adjustments assembly that does not require the installation of a separate mud dam. 
     A further drawback encountered is that there are two types of inset light construction with respect to its bottom side. The bottom on one type is short and flat. The bottom on the other is longer and at an angle with respect to the light base vertical axis. The longer, angled bottom does not allow the light to fit properly on the top flange of the apparatus as disclosed and described in U.S. patent application Ser. No. 08/002,014 filed Jan. 8, 1993 and entitled “Alignments Adjustments Assembly Apparatus and Method,” now U.S. Pat. No. 5,541,362. 
     The present invention provides an alignments adjustments assembly which will allow the longer, angled bottom type inset lights to be installed upon it. 
     Yet a further drawback encountered is that, in a great many occasions, an “O” ring seal is specified. In such cases, a separate flat, three-quarters inch (19 mm) thick spacer ring, with a groove on its top flat side, is installed between the fixed-length extension and the lighting fixture. 
     The present invention provides an alignment adjustments assembly which does not require installing a separate flat spacer ring with a groove on its top flat side. 
     The invention includes an existing embedded container with an inverted flange on one end onto which an adapter flange bolts. The adapter flange has Acme threads in its center aperture. The apparatus and method of the present invention also include an outside Acme threaded adjustable extension, which threads down into the adapter flange, to provide the precise height required and the precise alignment of its lighting fixture. The adjustable height extension has a top flange to provide a base upon which the specified lighting fixture can be bolted. 
     The present invention provides height and azimuth light support sets utilized for the more efficient and economic, precise, and simplified adjusting of the heights of exiting art embedded containers and the alignment of their light fixtures. These containers are installed in airport runways and taxiways to serve as bases for lighting fixtures, as transformer housings, and as junction boxes. 
     Referring now to FIGS. 1 and 2, a container  1  is represented schematically with three fixed-length extensions  2 ,  7 , and  11  bolted together. Container  1  is embedded in concrete  25  at the time an airport runway, taxiway, and other aircraft ground traffic areas (hereinafter aircraft ground traffic areas) are first built. These ground traffic areas generally are built upon a compacted granular sub-base  26 . 
     Steel containers  1 , in addition to serving as bases for mounting airport inset lighting fixtures  95  also serve as transformer housings and junction boxes to bring electrical power to lighting fixture  95 , as shown in FIGS. 1,  2 , and  7 . Fixed-length extension  2  is bolted to top flange  30  on container  1 , which has 12 threaded bolt holes  136 , as shown in FIG. 12, by means of its bottom flange  4  and bolts  3 . Fixed-length extension  2  is bolted to bottom flange  6  of fixed-length extension  7  by means of its top flange  5  and bolts  8 . Fixed-length extension  7  is bolted on top of fixed-length extension  2 . 
     Fixed-length extensions have twelve bolt holes in both of their flanges, i.e., top flange  5  and bottom flange  4  of extension  2 , as shown in FIG.  1 . The bolt holes, not shown, on the top flanges of the extensions are threaded, while the bolt holes, not shown, on the bottom flange are not threaded. Nevertheless, the bolt holes in both flanges of the fixed-length extensions are on a bolt hole circle diameter identical to bolt circle diameter  137 , as shown in FIG. 12, of container  1 . 
     Fixed-length extension  7  is bolted to bottom flange  10  of fixed-length extension  11  by means of its top flange  9  and bolts  12 . Fixed-length extension  11  is bolted on top of fixed-length extension  7 . 
     Fixed-length extensions provide only a gross height adjustment. One or a plurality of flat spacer rings  15  are required for providing the more precise final height adjustment. 
     Flat spacer rings  15  are installed on top flange  13  of fixed-length extension  11 , as shown in FIG. 1, i.e., the top fixed-length extension, to provide the final height adjustment  17  for inset lighting fixture  95 . Flat spacer rings  15  can be one or more. They are fabricated as thin as {fraction (1/16)} inch (1.6 mm) and as thick as three-quarters inch (19 mm) or thicker. Mud dam  36 , as shown in FIGS. 1 and 10, comes next on top of spacer rings  15 . The inset lighting fixture  95  is bolted together with flat spacer rings  15  and mud dam  36  onto the top flange  13  of the top fixed-length extension  11  by means of bolts  14 . 
     Continuing to refer to FIGS. 1 and 2, several layers of pavement  19 ,  20 ,  21  are shown, to exemplify the fact that fixed-length extensions  2 ,  7 , and  11  are utilized for height adjustments every time an aircraft ground traffic area is first built or upgraded by the installation of new pavement, i.e., each new layer of pavement  19 ,  20 , and  21 . The new layers create new surfaces  22 ,  23 , and  24  and therefore new heights. 
     These airport aircraft ground traffic area upgrades create the need for heights adjusting devices, with flanges identical to those of the embedded container  1 , in order to adapt the container  1  to the new surface, i.e., the new height and further in order for the lighting fixture  95  to be installed slightly above the new pavement surface, i.e., surface  22 ,  23 , or  24 , at a close tolerance  17  above new pavement surface  24 , for example. 
     In order to seal pavement layers  19 ,  20 ,  21  around container  1 , grout  18  is utilized. Pavement rings  36 , commonly known in the industry as mud dam  36 , as shown in FIGS. 1 and 10, are installed on top of spacer rings  15  to protect lighting fixture  95  from being splashed by the grout  18  at the time of its application. 
     Inset lighting fixture  95  is set inside mud dam protection ring  36 , as shown in FIG.  10 . Mud dam  36  consists of a flat ring  38 , as shown in FIG. 10, generally of ¾ inch (19 mm) in thickness, with a 1 to 1¼ inch (2.54 to 3.27 cm) wide, flat, thin steel band welded around the periphery of flat ring  38 . Flat ring  38  has bolt holes  39  which match bolt holes, not shown, on flat spacer rings  15 , on fixed-length extension  11  as well as on lighting fixture  95 . Bolt holes on fixed-length extension  11  are threaded. Lighting fixture  95  is bolted onto fixed-length extension  11 , together with mud dam  36  and flat spacer rings  15  by means of bolts  14 . Mud dams  36  are generally provided with grooves  43  in order to accept “O”-ring gasket  44 . 
     When any one layer of pavement is first placed, it is done by placing it over the entire surface, i.e., surface  31 . Then the pavement  19  is core-drilled at the location of each container  1  to remove the pavement at that location to install fixed-length extension  2 , any flat spacer ring  15 , mud dam  36 , and finally lighting fixture  95  at the new height created by pavement  19  and surface  22 , by way of example. This process is repeated every time a new layer of pavement is added, i.e., for further layers  20  and  21 . The core drilled hole is larger in diameter than the diameter of container  1 , hence the requirement to utilize grout  18  to fill in the void and therefore the need to install a mud dam  36 , as shown in FIG. 10, to protect lighting fixture  95 , as shown in FIGS. 1,  2  when grout  18  is poured. 
     A new method has been used for a few years already, whenever an aircraft ground traffic area reconstruction takes place, i.e., resurfacing or repaving. Instead of adding a new layer of pavement on top of the last one installed, the last one layer, i.e., pavement layer  21 , is milled down by large roto-milling machines. This method is extensively explained in my U.S. Pat. No. 5,431,510 entitled “Overlay Protection Plate Apparatus and Method.” 
     Prior to roto-milling the pavement top layer, i.e., layer  21 , the lighting fixtures, any spacer rings, the mud ring, and the top, existing fixed-length extensions have to be removed. An overlay protection plate, not shown, is bolted to top flange  30 , on container  1 , to prevent debris from falling into container  1 . After roto-milling, a new layer of pavement is installed, and the new pavement is core-drilled at the location of each container  1  to replace the items removed back to their original position. Core drilling at each embedded container location is done to provide access for reinstalling the items previously removed. Nevertheless, in a great percentage of the cases, i.e., at each of the individual container locations, differences of height occur, creating the need for the installation of additional flat spacer rings  15  on top of the ones removed and being reinstalled. 
     Referring to FIGS. 1 and 2, lighting fixture  95  is installed at a close tolerance  17  slightly above pavement surface  24 . The optical system, not shown, inside the lighting fixture, projects its light beam  32  through lens  107  in window  108  of lighting fixture  95  at a precise angle  34  from surface  24  to allow a pilot landing aircraft  51 , as shown in FIG. 3, see light beam  32 , from a distance of about one-half mile (1 kilometer), when landing at night or under other low visibility conditions. Lighting fixtures  95  are also known as centerline lights because they are installed on the embedded containers in the center of the aircraft ground traffic areas, i.e., runways, taxiways, and others. 
     The continuous landing of aircraft, day and night, year after year, on top of these lighting fixtures can provide a slight tilting  41 , as shown in FIG. 2, of the lighting fixture and fixed-length extension  11 , as represented by  41  (not to scale), as shown in FIG. 2, for the purpose of making this explanation more clearly understood. This tilting  41  will alter the installed height tolerance  17 , as shown in FIG. 1, which now would be larger as represented by  42  in FIG.  2 . The maximum installed height tolerance  17  is {fraction (1/16)} inch (1.6 mm), per F.A.A. (U.S. Federal Aviation Administration) specifications. Tilting  41  is shown as a separation of flange  10  of fixed-length extension  11  from flange  9  of fixed-length extension  7 . 
     Even the slightest tilting of lighting fixture  95  and the associated extension produces an angular deviation, angle  35 , as shown in FIGS. 2 and 3, which is larger than the precise angle  34  obtained by a combination of the precise height adjustment of lighting fixture  95  and the angle at which light beam  32  is emitted from lighting fixture  95 , through its lenses  107 , in windows  108 , as shown in FIGS. 1 and 2. This lighting fixture emitted light beam angle is set at the factory and is precisely established by F.A.A. regulations. 
     An increased angle  35  would project emitted light beam  33  away from a line of sight from the pilot when landing aircraft  51 , as shown in FIG. 3, as it descends for landing. As a result, the pilot of aircraft  51  would not be able to see light beam  33  when landing at night or during poor visibility conditions. An increase in the height adjustment  17  of lighting fixture  95  would have the same effect, i.e., the light beam would not be visible to the pilot at landing. In addition, an increased installed height creates the danger of the lighting fixture being plowed-off, during winter time, when snow is regularly plowed off airport ground traffic areas. This creates the danger of lighting fixtures, bolts, rings, and other components, being thrown onto these traffic areas, with the resulting danger to landing aircraft. 
     Conventionally, tilting is field-corrected by installing a thick tapered spacer ring, not shown. These tapered rings are custom made, per field measurement, and they are installed after first removing some of the existing flat spacer rings  15 , to correct angular deviation  35  of light beam  33  to the correct angular adjustment  34  of the light beam. Tilting of the fixed-length extension is corrected, when the apparatus and methods of the present invention are utilized, because fixed-length extensions, bolted one on top of the other are no longer required. 
     Referring to FIGS. 7,  8 , and  9 , lighting fixtures today are manufactured with two different types of bottom portions. FIG. 7 shows lighting fixture  95  with six non-threaded, counter sunk bolt holes  109  drilled through mounting flange  106 . Bolt holes  109  are set apart at an angle  115  of 60 degrees one from another, in bolt circle  114 . Lighting fixture  95  is provided with optical lenses  107  in countersunk windows  108  and with a flat, short, straight down bottom portion  100 . Electrical wires  111  and connector  112  are provided for bringing electrical power to lighting fixture  95  from an isolation transformer, not shown, in conventional container  1 , as shown in FIGS. 1 and 2. 
     Lighting fixture  105  of FIG. 8 has six non-threaded, countersunk bolt holes  109  drilled through mounting flange  106 . Bolt holes  109  are set apart at an angle  115  of 60 degrees one from another, in bolt circle  114 . Lighting fixture  105  is provided with optical lenses  107  in countersunk windows  108  and with a long, angled bottom  110 , hence the novel angled  66  opening  67  of adjustable extension  55 , as shown in FIG.  4 . Angled  66  opening  67  allows lighting fixture  105  to be installed on flange  62  of the extension, in addition to allowing also the installation of lighting fixture  95 , as shown in FIG.  7 . 
     Continuing to refer to FIG. 8, lighting fixture  105  is also provided with wires  111  and connector  112  for bringing electrical power to lighting fixture  105  from conventional embedded container  1 , as shown in FIGS. 1 and 2. 
     Azimuth orientation arrows  113  are engraved on mounting flange  106  in the countersunk windows  108  area. Arrows  113  are also engraved in countersunk windows  108  of lighting fixture  95 . The difference between lighting fixture  95  and lighting fixture  105  is in the short, flat bottom portion  100  of fixture  95  versus the longer, angled bottom portion of fixture  105 . 
     Engraved azimuth arrows  113  are required for aiding a lighting fixture installer in orienting lenses  107 , on windows  108 , directly to the exact azimuth alignment, to correctly align, in azimuth, the light beam projected through lenses  107  with the aircraft landing direction. The azimuth alignments are required when the lighting fixture is first installed and on every occasion maintenance is performed on the fixture, i.e., removal for bulb change and others. 
     FIG. 9 is a top view, i.e., a plan view, of the lighting fixtures of FIGS. 7 and 8. The lighting fixtures  95 ,  105  have six countersunk bolt holes  109  each on bolt circle  114 , with a bolt circle diameter identical to the diameter of the bolt circle, not shown, of bolt holes  64 , on top flange  62 , as shown in FIG.  4 . 
     The bolt circle diameter, the number and size of bolts and bolt holes in the lighting fixtures, as well as in the flange where the lighting fixtures are to be installed, i.e., top flange  62 , as shown in FIG. 4, or in conventional top flange  13 , as shown in FIG. 1, are specified by specifications known as Circulars, issued by the F.A.A. 
     Referring now to FIGS. 4,  5 , and  6 , adjustable extension  55  and adapter flange  85  represent the preferred embodiment of the alignments adjustments assembly of the present invention. 
     Adjustable extension  55  consists of a tubular, cylindrical section, defined by a non-threaded top portion  58  which has its bottom portion  57  threaded with Acme threads  56 , e.g., by way of example at four threads per inch (2.54 cm). Top portion  58  and bottom threaded portion  57  are the wall of the cylindrical portion, i.e., the wall of a tubular cylinder, shown in elevation, partially in section, in FIG.  4 . 
     Acme threaded portion  57  is threaded for approximately six inches (15 cm) from bottom end  61 . Threaded portion  57  has a minimum of six vertical rows of threaded holes  59 ,  60 , i.e., parallel to its vertical axis  68 , as opposed to three vertical rows of holes at 120 degrees apart, disclosed in U.S. patent application Ser. No. 08/002,014 filed Jan. 8, 1993 entitled “Alignments Adjustments Assembly Apparatus and Method,” now U.S. Pat. No. 5,541,362. Holes  59  are on a horizontal plane different from holes  60 , i.e., intercalated, i.e., staggered as shown in FIG. 4, so that at all times there will be a minimum of four and a maximum of six holes  59 ,  60  for threading Allen set-screws  81 , as shown in FIG. 5, through them and for tightening against inside threaded surface  87  of adapter flange  85 , as shown in FIG.  6 . By the method of the present invention, at least one Allen set-screw  81 , as shown in FIG. 5, protruding through holes  59  or  60 , penetrates at least one eighth inch (3.2 mm) into a drilled aperture  86 , as shown in FIG. 6, on inside threaded surface  87  of adapter flange  85 . 
     Allen set-screws are threaded through both holes  59  and  60 , shown threaded through hole  59  on FIG. 5 for simplification purposes. Allen set-screws are of a minimum ½ inch (1.3 cm) nominal diameter. 
     Top flange  62  is welded at top portion  71  of the tubular, cylindrical portion of the extension  55 . Top flange  62  has  12  threaded bolt holes  64  through it, when seeing it in plan, but shown only in section in FIG.  4 . These threaded bolt holes  64  have a bolt circle diameter, not shown, that coincides with bolt circle diameter  114 , as shown in FIG. 9, of lighting fixture  95  and  105 , as shown in FIGS. 7 and 9, respectively. The bolt circle and bolt size are mandated by the F.A.A. specifications, i.e., U.S. Federal Aviation Administration specifications. All features shown on FIG. 9, a plan view, coincide with a plan view, not shown, of FIG. 7 in all respects, i.e., they are substantially identical. Therefore, either lighting fixtures of FIG. 7 or FIG. 8 can be bolted onto top flange  62 . 
     Top flange  62  has opening  67  at an angle  66  of approximately 45 degrees. In addition to accepting lighting fixture  95 , as shown in FIG. 7, it also accepts lighting fixture  105 , as shown in FIG.  9 . 
     Preferably top flange  62  and tubular cylindrical portion  57  are made of stainless steel. The stainless steel assembly  55  of the present invention provides an alignment adjustments assembly which corrects the problem of corrosion from materials such as corrosive deicing chemicals or by a galvanic action between dissimilar metals between the light bolts and the light support. 
     Novel mud dam protecting ring  69 , consisting of a 1 to 1¼ inches wide (2.54 to 3.27 cm), thin, stainless steel band, is built in one piece with top flange  62 , if adjustable extension  55  is built in one piece, which is the preferred method. Mud dam protecting ring  69  can also be welded all around the outer periphery of top flange  62  if adjustable extension  55  is built of individual components. Mud dam  69  is positioned to protect the lighting fixture and its lenses  107 , as shown in FIGS. 7,  8 , and  9  from grout  122 , as shown in FIG. 11, when grout  122  is poured. Groove  65  is provided on surface  63  of top flange  62  in order to accept “O”-ring  70 , shown lifted from groove  65 , on FIG.  4 . 
     The adjustable extension of the present invention can be cast, in one piece, e.g., from stainless steel, comprising the tubular, cylindrical portion as well as the top flange  62  and mud dam protection ring  69 . It can then be machine-finished including groove  65  and mud dam protection ring  69 . Acme-threads  56  are cut for a minimum of up to 6 inches (15 cm) or more from bottom end  61 . All holes  59 ,  60 , and  64  are then drilled and tapped. Preferably, each individual component is made of stainless steel. 
     The adjustable extension can also be made of individual components, i.e., a tubular piece, to obtain the cylindrical portion and a standard steel plate, machine-finished to obtain the top flange  62 , to which a thin, steel band is welded to make the protection ring  69 . Then the flange  62  is welded at  71 , top end of non-threaded portion  58  of the tubular piece, i.e., the cylindrical portion. Any additional machine-finishing then is done, including groove  65 . Acme threads  56  are cut for a minimum of 6 inches (15 cm) or more from bottom end  61 . All holes  59 ,  60 , and  64  are then drilled and tapped. 
     Optionally, Acme threads  56  could be cut, and holes  59  and  60  drilled and tapped in the field at the point of use. 
     The order in which the fabrication steps are herein described, i.e., for casting in one piece or for individual components, is not intended to limit the many variations of manufacturing sequencing, as those skilled in the art would recognize. Therefore, all sequencing steps, whether listed or not, are part of the apparatus and method of the present invention. 
     As it can be readily understood by those skilled in the art, the adjustable extension can be made in any overall length, including any length of its threaded portion  57 . This feature provides the design engineers a great advantage in planning for future aircraft ground traffic changes, i.e., additional layers of pavement or the replacement of existing layers of pavement with new, thicker layers, to upgrade these aircraft traffic areas to new generations of larger, heavier aircraft. 
     FIG. 5 represents the Allen set-screw  81  component of the present invention shown threaded-in and protruding through threaded portion  57  of the adjustable extension. 
     FIG. 6 represents the circular adapter flange  85  component part of the present invention shown in elevation. Non-threaded aperture  86  is at least ⅛ inch (3.2 mm) deep, drilled into Acme threaded surface  87  in opening  88 . Inside opening  88  is threaded with 4 Acme threads per inch (2.54 cm) in order to thread extension  55  into it. Non-threaded holes  89  are 12 in number (only two shown) and are drilled through surface  90 . Bolt holes  89  are drilled on a bolt circle, not shown, identical to the bolt circle  137 , as shown in FIG. 12, on top flange  30  of conventional embedded container  1 , as shown in FIGS. 1 and 2. Adapter flange  85  thereby provides the means for the installation of adjustable extension  55  onto embedded stainless steel container  1 A, as shown in FIGS. 11 and 12. 
     For the installation of the alignments adjustments assembly of the present invention on airport runway embedded stainless steel container  1 A, adapter flange  85  is bolted onto top flange  30 , as shown in FIGS. 1,  2 , and  12  of embedded container  1  after removing bolts  3 , as shown in FIGS. 1 and 2 and all fixed-length extensions  2 ,  7 , and  11 . When adapter flange  85  is bolted onto stainless steel container  1 A, the adjustable extension  55  can be threaded into adapter flange  85 , through Acme threaded opening  88 , in order to install an airport inset lighting fixture upon top flange  62 , as shown in FIGS. 4 and 11, of adjustable extension  55 . 
     All Allen set screws are threaded through holes  59 ,  60  of extension  55  and torqued to a minimum of 60 foot-pounds (8 kilogram-meters) against Acme threaded surface  87  of adapter flange  85 , one of them, torqued against the inside of drilled aperture  86 . 
     Referring now to FIG. 11, a completed installation of the apparatus of the present invention is represented. Aperture  86  on Acme threaded surface  87  is drilled as follows. First, adjustable extension  55  with “O” ring  70 , in groove  65  and with lighting fixture  105  bolted onto it, as shown in FIG. 11, is threaded into adapter flange  85 , which has been bolted already onto stainless steel container  1 A by means of bolts  121 . Lighting fixture  105  on adjustable extension  55  then is brought to the exact height and azimuth by threading in adjustable extension  55  until azimuth orientation arrows  113  are aligned to the precise azimuth at the required height. Prior to any installation, a surveyor provides the necessary centerline marks  138 , as shown in FIG. 12, on the pavement, i.e., of a runway, for aiding the installer in finding the correct azimuth line. At this point, the lighting fixture is removed, and all required Allen set-screws are installed through holes  59 ,  60  of adjustable extension  55  and fully torqued at 60 foot-pounds (8 kilogram-meters) against Acme threaded surface  87  to immobilize adjustable extension  55  in place, keeping it at the desired azimuth alignment and height adjustment. Then, aperture  86  is drilled approximately ⅛ inch (3.2 mm) into surface  87  of adapter flange  85 , through one of threaded holes  59  or  60  of the adjustable extension  55 . Immediately after aperture  86  is drilled-in, the remaining Allen set-screw  81  is threaded through the respective hole  59  or  60  and fully torqued at 60 foot-pounds (8 kilogram-meters) against the inside of aperture  86 . By making at least one Allen set-screw  81  penetrate at least ⅛ inch (3.2 mm) into aperture  86 , on surface  87  of adapter flange  85 , by installing six Allen set-screws, and by making the set-screw ½ inch (12.7 mm) in diameter, the adjustable extension  55  and the lighting fixture mounted thereupon will not be made to turn by the torque tangentially applied by the force of airplane wheels, including those of the newer, heavier airplanes landing upon the lighting fixtures or by the twisting action created by heavy aircraft locked wheels when turning. All holes  59 ,  60  not utilized are plugged-in with threaded, plastic plugs, not shown. When holes  59 ,  60  are plugged-in, the lighting fixture is connected to electrical power connector  123  from imbedded container  1  by means of cable  111  and connector  112 . Then the lighting fixture is re-bolted onto top flange  62  of adjustable extension  55  with its azimuth orientation arrows  113  aligned in azimuth, by means of bolts  120 . “O” ring  70  is compressed by the bolting pressure, thereby providing a tight water seal. Angled bottom  110  of lighting fixture  105  fits very well in angled  66  opening  67 , as shown in FIG. 4, of the adjustable extension. 
     At this point, the installation is completed by pouring-in grout  122  all around the alignments adjustments assembly  55 ,  85 , of the present invention. It can be seen that the novel protection ring  69 , as shown in FIGS. 4 and 11, prevents grout  122  from getting on the lighting fixture, especially so on its lens  107  through window  108 . It is also readily understood that groove  65 , as shown in FIG. 4, provided on surface  63  of top flange  62  of adjustable extension  55  eliminates the requirement for installing a separate spacer ring with a groove on it for the installation of “O” ring  70 . 
     The alignments adjustments assembly of the present invention is reusable. When the alignments adjustments assembly is installed and the airport aircraft ground traffic area is modified, creating a higher or lower surface, i.e., if surface  24  were made higher or lower, extension  55  can be threaded in or out, after first removing all Allen set-screws  81 , to provide a new height adjustment without affecting the azimuth alignment. Azimuth is a straight line, i.e., toward the horizon, in the direction of aircraft landings, with the centerline  138 , as shown in FIG. 12, of the aircraft ground traffic area runway, taxiway, defining this straight line. Thus the embedded containers with their inset lights mounted thereupon all are installed at a specified distance one from another on this centerline for the length of the aircraft ground traffic area. 
     At the time embedded stainless steel container  1 A is first installed, its top flange  30 , as shown in FIG. 12, is aligned in azimuth, by aligning centerline  138  of the aircraft ground traffic area to pass exactly aligned with two diametrically opposed threaded bolt holes  136 . Prior to its installation, a surveyor provides markings on the pavement for aiding in the azimuth alignment of stainless steel container  1 A. Bolt holes  136  are at an angle  135  of 30 degrees apart, and they are set on bolt circle  137  with a diameter identical to bolt circle  114 , as shown in FIG. 9, on the lighting fixtures  95 ,  105 . Bolt circle diameter  137  on top flange  30  also is identical to the bolt circle diameter, not shown, on adapter flange  85 , which bolts thereupon, by the method of the present invention. 
     Adjusting the height of adjustable extension  55  would not affect the azimuth alignment of a lighting fixture installed upon its flange  62 , as shown in FIG. 11, because extension  55  Acme threaded portion  57  is provided with at least four Acme threads 56 per inch (2.54 cm). At four Acme threads per inch (2.54 cm), it would take four full, 360 degree turns of adjustable extension  55 , for it to go up or down one inch (2.54 cm). Therefore the adjustable extension will move up or down only ¼ inch (6.3 mm) when rotated 360 degrees about its axis  68 , i.e., one single, complete rotation. A 30 degree turn of adjustable extension  55  will produce a height change of only 0.0208 inches (0.05 mm), up or down, i.e., one twelfth of ¼ inch (6.3 mm). The measure of 0.0208 inches (0.05 mm) is slightly more than {fraction (1/64)} inch (1.6 mm) The overall tolerance  17 , as shown in FIG. 1 is {fraction (1/16)} inch (1.6 mm). A 30 degree turn equals one twelfth of one full 360 degree rotation. Therefore, adjustable extension  55  can be rotated a few degrees about its axis  68  in any direction to obtain a very precise azimuth alignment without negatively affecting its height adjustment. Any azimuth alignment adjustment would always be 15 degrees or less because bolt holes  109 , as shown in FIG. 9, of the lighting fixtures, by FAA mandate, are spaced apart 60 degrees, i.e., only six holes. Bolt holes  64  on top flange  62 , as shown in FIG. 4, are spaced at 30 degrees, exactly the same as bolt holes  136 , as shown in FIG. 12, on top flange  30  of the embedded container, i.e., 12 bolt holes, also by FAA specifications. The diameter of bolt circles  114 , as shown in FIG. 9, and  137 , as shown in FIG. 12, are also identical to that of the top flange  62 . Accordingly, a 30 degree azimuth alignment adjustment is obtained by properly positioning the lighting fixture upon top flange  62  of adjustable extension  55 , matching its bolt holes  109  with the two bolt holes  64  on flange  62 , positioning arrows  113  closest to the correct azimuth alignment marked on the pavement by a surveyor. The final, precise adjustment of 15 degrees or less is done by simply turning the adjustable extension. From FIG. 9, it can be seen that windows  108  are centered between two bolts  109 , and, therefore, orientation arrow  113  is at 30 degrees apart from the two adjacent bolt holes  109 . 
     Referring now to FIGS. 13 and 14, a universal top adjustable alignment container  255  is shown in elevation in FIG.  13  and in plan view, i.e. top view, in FIG.  14 . The non-corrosive top adjustable alignment container  255  is another preferred embodiment of the present invention. 
     FIG. 13 shows, for the purpose of illustration, an airport inset light  205 , a new type of airport inset lighting fixture, manufactured by Hughes Phillips. The novel features of the universal top adjustable alignment container  255  allow the installation of any of the three types of lighting fixtures that exist in the U.S. market today, e.g., lighting fixture  95 , shown in elevation in FIG.  7  and in plan view in FIG. 9; lighting fixture  105 , shown in elevation in FIG.  8  and in plan view in FIG. 9; and the newest inset lighting fixture  205 , shown in elevation in FIG.  13 . 
     Any of the three lighting fixtures  95 ,  105 , and  205  can be installed on the universal top adjustable alignment container  255  without requiring its top flange  262  to have an angled opening  66  (FIG.  4 ), as it is required for the flange  62  of the adjustable extension  55  of FIG.  4 . 
     Continuing to refer to FIG. 13, the novel top flange  262  of the universal top adjustable alignment container  255  has an opening  267  with a straight inside surface  266  instead of an angled inside surface  66  as shown in FIG.  4 . In addition, the top flange  262  is thicker than the top flange  62  of FIG.  4 . This additional thickness allows a stepped bottom  201  of the lighting fixture  205  to be perfectly fit inside the opening  267  of the top flange  262 , with a flange  206  inside the mud dam  269 . 
     The universal top adjustable alignment container  255  of FIG. 13 is preferably cast in one piece, in stainless steel. The casting can then be machined to form the top flange  262 , a flat surface  263 , with a groove  265  in it, the mud dam  269 , and an opening  267 , with its straight surface  266 . Twelve threaded holes  264  (only two shown) are drilled and tapped through the surface  263  of the flange  262 . Then acme threads  256  are cut, at four threads per inch, on a surface  257  for a minimum of six inches from a bottom a  261  of a tubular section  257 . The tubular section  257  is of a required wall thickness  274  to allow for the required strength of the threads to resist shearing forces created by the axial loading forces applied upon the lighting fixtures by landing aircrafts. At this point, holes  259  and  260  are drilled and tapped through the tubular section  257 , through its wall thickness  274 . 
     Holes  259  and  260  are intercalated, i.e., staggered. These holes  259  and  260 , if required, could be drilled and tapped in the field instead of in the factory. Nevertheless, drilling and tapping holes  259  and  260  in the field is not the preferred method because it is not cost effective, and it is inefficient. 
     Threaded bolt holes  264  of the top flange  262  are a total of twelve, i.e., at 30 degrees  235  from each other, as shown on FIG.  14 . These holes  264  are drilled and tapped through a surface  263  of the flange  262  on a bolt circle  214  (FIG.  14 ), which is similar to the bolt circle  114  of FIG. 9, on the lighting fixtures  95  and  105  of FIGS. 7 and 8, respectively. 
     Bolt holes  209  of lighting fixture  205  are drilled through flange  206  on a bolt circle (not shown) similar to bolt circle  214  on top flange  262 . Lighting fixture  205  has six bolt holes (only two shown) spread at sixty degrees apart, similar to the configuration  235  shown of FIG. 9 for lighting fixtures  95 ,  105 . The number of holes, sizes, and degrees apart are all mandated by the FAA, i.e., the Federal Aviation Administration, in specifications known as FAA Circulars. 
     Lighting fixture  205  of FIG. 13 has a stepped bottom comprising a portion  201  and a portion  200 . The portion  200  provides electrical wires  211  that bring electrical power to the lighting fixture  205 . Flange  206  is utilized to install the lighting fixture upon surface  263  of top flange  262  of universal top adjustable container  255 , inside its mud dam  269 . Lighting fixture  205 , when bolted onto top flange  262 , compresses an “O” ring  270  in a groove  265 , providing a water tight seal between the lighting fixture  205  and the inside of the universal top adjustable alignment container  255  of FIG.  13 . 
     Lighting fixture  209  has two countersunk windows  208 , similar to the countersunk windows  108  on lighting fixtures  95 ,  105  of FIG.  9 . The lighting fixture  205  also has one azimuth orientation arrow (not shown) engraved in each of countersunk windows  208 . The countersunk windows  208 , engraved azimuth arrows, lighting system, and their angular positioning for all lighting fixtures manufactured in the U.S. are all very similar and they are all mandated by FAA regulations, i.e., FAA Circulars. 
     Engraved azimuth arrows (not shown) on the lighting fixture  205  are utilized to aid the installer in aligning the lighting fixture  205  in azimuth, on the runway centerline and in the direction  32  of landing aircraft  51  (FIG.  3 ). 
     Referring now to FIG. 14, a plan view, i.e., a top view, of the universal top adjustable alignment container  255 , of FIG. 13, is shown. FIG. 14 shows the top flange  262 , with its mud dam  269  and twelve threaded holds  264  drilled and tapped on the bolt circle  214 , at thirty degrees  235  from each other. FIG. 14 also shows groove  265  in surface  263  of top flange  262 . Groove  265  is provide for receiving “O” ring  270 . In addition, FIG. 14 shows straight surface  266  of inside opening  267  and inside surface  274  of tubular section  257 . 
     The universal top adjustable alignment container of the present invention can also be fabricated of individual components, which can be welded together. By way of an example, top flange  262  can be welded at  271  to the tubular section  257 , and mud dam  269  can be made of a piece of thin steel welded to the outer periphery of top flange  262 . Any machining including the cutting of acme threads  256  and the drilling and tapping of holes  259 ,  260 , and  264  can be done at the time each component is fabricated or after all or part of the components have been welded together. 
     Whether cast in one piece or fabricated of individual components, the universal top adjustable alignment container  255  preferably is made of stainless steel, to provide for corrosion resistance. 
     The alignments adjustments precision makes the apparatus of the present invention an efficient and economical apparatus and method for the replacement of conventional, existing fixed-length extensions at the time of renovation, i.e., resurfacing of aircraft ground traffic areas, as well as for new installations of such traffic areas by eliminating the need for installing fixed-length extensions, by eliminating the need for installing several flat spacer rings of various thicknesses, by eliminating the need for installing and angle-correcting, tapered spacer rings, i.e., leveling rings, and by eliminating the need for installing a separate mud dam. In addition, the installation of alignments adjustments assembly of the present invention saves labor costs, and the assembly is reusable. 
     Thus it can be seen that the invention accomplishes all of its objectives. 
     The apparatus and process of the present invention are not limited to the descriptions of specific embodiments presented hereinabove, but rather the apparatus and process of the present invention should be viewed in terms of the claims that follow and equivalents thereof. Further, while the invention has been described in conjunction with several such specific embodiments, it is to be understood that many alternatives, modifications, and variations will be apparent to those skilled in the art in light of the foregoing detailed descriptions. Accordingly, this invention is intended to embrace all such alternatives, modifications, and variations which fall within the spirit and scope of the appended claims.

Summary:
An airport inset light adjustable alignment container set provides a light fixture and stainless steel support for airport runway, taxiway, or other aircraft ground traffic areas. A variable length extension means rotatably adjusts height and azimuth by a rotatable vertical displacement. In one aspect, a previously installed, airport inset light and stainless steel base of the present invention receives a variable length extension assembly for rotatably adjusting the height and azimuth alignment of an airport inset light. Rotation locking means are provided for securing the rotatable adjustment apparatus from further rotation. A novel stainless steel base is adapted to receive various different designs of inset lights and, in one aspect, to provide a stainless steel protection ring “mud dam.”