Section 3. Airport Marking Aids and Signs
2-3-1. General
a. Airport pavement markings and signs provide
information that is useful to a pilot during takeoff,
landing, and taxiing.
b. Uniformity in airport markings and signs from
one airport to another enhances safety and improves
efficiency. Pilots are encouraged to work with the
operators of the airports they use to achieve the
marking and sign standards described in this section.
c. Pilots who encounter ineffective, incorrect, or
confusing markings or signs on an airport should
make the operator of the airport aware of the problem.
These situations may also be reported under the
Aviation Safety Reporting Program as described in
paragraph 7-6-1, Aviation Safety Reporting Program. Pilots may also report these situations
to the FAA regional airports division.
d. The markings and signs described in this
section of the AIM reflect the current FAA
recommended standards.
REFERENCE-
AC 150/5340-1, Standards for Airport Markings.
AC 150/5340-18, Standards for Airport Sign Systems.
2-3-2. Airport Pavement Markings
a. General. For the purpose of this presentation
the Airport Pavement Markings have been grouped
into four areas:
1. Runway Markings.
2. Taxiway Markings.
3. Holding Position Markings.
4. Other Markings.
b. Marking Colors. Markings for runways are
white. Markings defining the landing area on a
heliport are also white except for hospital heliports
which use a red “H” on a white cross. Markings for
taxiways, areas not intended for use by aircraft
(closed and hazardous areas), and holding positions
(even if they are on a runway) are yellow.
2-3-3. Runway Markings
a. General. There are three types of markings for
runways: visual, nonprecision instrument, and
precision instrument. TBL 2-3-1 identifies the
marking elements for each type of runway and
TBL 2-3-2 identifies runway threshold markings.
TBL 2-3-1
Runway Marking Elements
Marking Element
|
Visual Runway
|
Nonprecision
Instrument
Runway
|
Precision
Instrument
Runway
|
Designation
|
X
|
X
|
X
|
Centerline
|
X
|
X
|
X
|
Threshold
|
X1
|
X
|
X
|
Aiming Point
|
X2
|
X
|
X
|
Touchdown Zone
|
|
|
X
|
Side Stripes
|
|
|
X
|
1 On runways used, or intended to be used, by international commercial transports.
2 On runways 4,000 feet (1200 m) or longer used by jet aircraft.
|
FIG 2-3-1
Precision Instrument Runway Markings
b. Runway Designators. Runway numbers and
letters are determined from the approach direction.
The runway number is the whole number nearest
one‐tenth the magnetic azimuth of the centerline of
the runway, measured clockwise from the magnetic
north. The letters, differentiate between left (L),
right (R), or center (C), parallel runways, as
applicable:
1. For two parallel runways “L” “R.”
2. For three parallel runways “L” “C” “R.”
c. Runway Centerline Marking. The runway
centerline identifies the center of the runway and
provides alignment guidance during takeoff and
landings. The centerline consists of a line of
uniformly spaced stripes and gaps.
d. Runway Aiming Point Marking. The aiming
point marking serves as a visual aiming point for a
landing aircraft. These two rectangular markings
consist of a broad white stripe located on each side of
the runway centerline and approximately 1,000 feet
from the landing threshold, as shown in FIG 2-3-1,
Precision Instrument Runway Markings.
e. Runway Touchdown Zone Markers. The
touchdown zone markings identify the touchdown
zone for landing operations and are coded to provide
distance information in 500 feet (150m) increments.
These markings consist of groups of one, two, and
three rectangular bars symmetrically arranged in
pairs about the runway centerline, as shown in
FIG 2-3-1, Precision Instrument Runway Markings.
For runways having touchdown zone markings on
both ends, those pairs of markings which extend to
within 900 feet (270m) of the midpoint between the
thresholds are eliminated.
FIG 2-3-2
Nonprecision Instrument Runway and Visual Runway Markings
f. Runway Side Stripe Marking. Runway side
stripes delineate the edges of the runway. They
provide a visual contrast between runway and the
abutting terrain or shoulders. Side stripes consist of
continuous white stripes located on each side of the
runway as shown in FIG 2-3-4.
g. Runway Shoulder Markings. Runway shoulder stripes may be used to supplement runway side
stripes to identify pavement areas contiguous to the
runway sides that are not intended for use by aircraft.
Runway Shoulder stripes are Yellow.
(See FIG 2-3-5.)
h. Runway Threshold Markings. Runway
threshold markings come in two configurations. They
either consist of eight longitudinal stripes of uniform
dimensions disposed symmetrically about the
runway centerline, as shown in FIG 2-3-1, or the
number of stripes is related to the runway width as
indicated in TBL 2-3-2. A threshold marking helps
identify the beginning of the runway that is available
for landing. In some instances the landing threshold
may be relocated or displaced.
TBL 2-3-2
Number of Runway Threshold Stripes
Runway Width
|
Number of Stripes
|
60 feet (18 m)
|
4
|
75 feet (23 m)
|
6
|
100 feet (30 m)
|
8
|
150 feet (45 m)
|
12
|
200 feet (60 m)
|
16
|
1. Relocation of a Threshold. Sometimes
construction, maintenance, or other activities require
the threshold to be relocated towards the rollout end
of the runway. (See FIG 2-3-3.) When a threshold is
relocated, it closes not only a set portion of the
approach end of a runway, but also shortens the length
of the opposite direction runway. In these cases, a
NOTAM should be issued by the airport operator
identifying the portion of the runway that is closed,
e.g., 10/28 W 900 CLSD. Because the duration of the
relocation can vary from a few hours to several
months, methods identifying the new threshold may
vary. One common practice is to use a ten feet wide
white threshold bar across the width of the runway.
Although the runway lights in the area between the
old threshold and new threshold will not be
illuminated, the runway markings in this area may or
may not be obliterated, removed, or covered.
2. Displaced Threshold. A displaced threshold is a threshold located at a point on the runway
other than the designated beginning of the runway.
Displacement of a threshold reduces the length of
runway available for landings. The portion of runway
behind a displaced threshold is available for takeoffs
in either direction and landings from the opposite
direction. A ten feet wide white threshold bar is
located across the width of the runway at the
displaced threshold. White arrows are located along
the centerline in the area between the beginning of the
runway and displaced threshold. White arrow heads
are located across the width of the runway just prior
to the threshold bar, as shown in FIG 2-3-4.
NOTE-
Airport operator. When reporting the relocation or
displacement of a threshold, the airport operator should
avoid language which confuses the two.
i. Demarcation Bar. A demarcation bar delineates a runway with a displaced threshold from a blast
pad, stopway or taxiway that precedes the runway. A
demarcation bar is 3 feet (1m) wide and yellow, since
it is not located on the runway as shown in
FIG 2-3-6.
1. Chevrons. These markings are used to show
pavement areas aligned with the runway that are
unusable for landing, takeoff, and taxiing. Chevrons
are yellow. (See FIG 2-3-7.)
j. Runway Threshold Bar. A threshold bar
delineates the beginning of the runway that is
available for landing when the threshold has been
relocated or displaced. A threshold bar is 10 feet (3m)
in width and extends across the width of the runway,
as shown in FIG 2-3-4.
FIG 2-3-3
Relocation of a Threshold with Markings for Taxiway Aligned with Runway
FIG 2-3-4
Displaced Threshold Markings
FIG 2-3-5
Runway Shoulder Markings
2-3-4. Taxiway Markings
a. General. All taxiways should have centerline
markings and runway holding position markings
whenever they intersect a runway. Taxiway edge
markings are present whenever there is a need to
separate the taxiway from a pavement that is not
intended for aircraft use or to delineate the edge of the
taxiway. Taxiways may also have shoulder markings
and holding position markings for Instrument
Landing System/Microwave Landing System (ILS/MLS) critical areas, and taxiway/taxiway
intersection markings.
REFERENCE-
AIM, Holding Position Markings, Paragraph 2-3-5.
b. Taxiway Centerline.
1. Normal Centerline. The taxiway centerline
is a single continuous yellow line, 6 inches (15 cm) to
12 inches (30 cm) in width. This provides a visual cue
to permit taxiing along a designated path. Ideally, the
aircraft should be kept centered over this line during
taxi. However, being centered on the taxiway
centerline does not guarantee wingtip clearance with
other aircraft or other objects.
2. Enhanced Centerline. At some airports,
mostly the larger commercial service airports, an
enhanced taxiway centerline will be used. The
enhanced taxiway centerline marking consists of a
parallel line of yellow dashes on either side of the
normal taxiway centerline. The taxiway centerlines
are enhanced for a maximum of 150 feet prior to a
runway holding position marking. The purpose of
this enhancement is to warn the pilot that he/she is
approaching a runway holding position marking and
should prepare to stop unless he/she has been cleared
onto or across the runway by ATC. (See FIG 2-3-8.)
c. Taxiway Edge Markings. Taxiway edge
markings are used to define the edge of the taxiway.
They are primarily used when the taxiway edge does
not correspond with the edge of the pavement. There
are two types of markings depending upon whether
the aircraft is supposed to cross the taxiway edge:
1. Continuous Markings. These consist of a
continuous double yellow line, with each line being
at least 6 inches (15 cm) in width spaced 6 inches
(15 cm) apart. They are used to define the taxiway
edge from the shoulder or some other abutting paved
surface not intended for use by aircraft.
2. Dashed Markings. These markings are
used when there is an operational need to define the
edge of a taxiway or taxilane on a paved surface
where the adjoining pavement to the taxiway edge is
intended for use by aircraft, e.g., an apron. Dashed
taxiway edge markings consist of a broken double
yellow line, with each line being at least 6 inches
(15 cm) in width, spaced 6 inches (15 cm) apart (edge
to edge). These lines are 15 feet (4.5 m) in length with
25 foot (7.5 m) gaps. (See FIG 2-3-9.)
d. Taxi Shoulder Markings. Taxiways, holding
bays, and aprons are sometimes provided with paved
shoulders to prevent blast and water erosion.
Although shoulders may have the appearance of full
strength pavement they are not intended for use by
aircraft, and may be unable to support an aircraft.
Usually the taxiway edge marking will define this
area. Where conditions exist such as islands or
taxiway curves that may cause confusion as to which
side of the edge stripe is for use by aircraft, taxiway
shoulder markings may be used to indicate the
pavement is unusable. Taxiway shoulder markings
are yellow. (See FIG 2-3-10.)
FIG 2-3-6
Markings for Blast Pad or Stopway or Taxiway Preceding a Displaced Threshold
FIG 2-3-7
Markings for Blast Pads and Stopways
FIG 2-3-8
Enhanced Taxiway Centerline
e. Surface Painted Taxiway Direction
Signs. Surface painted taxiway direction signs have
a yellow background with a black inscription, and are
provided when it is not possible to provide taxiway
direction signs at intersections, or when necessary to
supplement such signs. These markings are located
adjacent to the centerline with signs indicating turns
to the left being on the left side of the taxiway
centerline and signs indicating turns to the right being
on the right side of the centerline. (See FIG 2-3-11.)
FIG 2-3-10
Taxi Shoulder Markings
f. Surface Painted Location Signs. Surface
painted location signs have a black background with
a yellow inscription. When necessary, these markings
are used to supplement location signs located along
side the taxiway and assist the pilot in confirming the
designation of the taxiway on which the aircraft is
located. These markings are located on the right side
of the centerline. (See FIG 2-3-11.)
g. Geographic Position Markings. These markings are located at points along low visibility taxi
routes designated in the airport's Surface Movement
Guidance Control System (SMGCS) plan. They are
used to identify the location of taxiing aircraft during
low visibility operations. Low visibility operations
are those that occur when the runway visible
range (RVR) is below 1200 feet(360m). They are
positioned to the left of the taxiway centerline in the
direction of taxiing. (See FIG 2-3-12.) The
geographic position marking is a circle comprised of
an outer black ring contiguous to a white ring with a
pink circle in the middle. When installed on asphalt
or other dark‐colored pavements, the white ring and
the black ring are reversed, i.e., the white ring
becomes the outer ring and the black ring becomes the
inner ring. It is designated with either a number or a
number and letter. The number corresponds to the
consecutive position of the marking on the route.
FIG 2-3-11
Surface Painted Signs
2-3-5. Holding Position Markings
a. Runway Holding Position Markings. For
runways, these markings indicate where an aircraft is
supposed to stop when approaching a runway. They
consist of four yellow lines, two solid and two dashed,
spaced six or twelve inches apart, and extending
across the width of the taxiway or runway. The solid
lines are always on the side where the aircraft is to
hold. There are three locations where runway holding
position markings are encountered.
1. Runway Holding Position Markings on
Taxiways. These markings identify the locations on
a taxiway where an aircraft is supposed to stop when
it does not have clearance to proceed onto the runway.
Generally, runway holding position markings also
identify the boundary of the runway safety area for
aircraft exiting the runway. The runway holding
position markings are shown in FIG 2-3-13 and
FIG 2-3-16. When instructed by ATC to, “Hold short
of (runway “xx”),” the pilot must stop so that no part
of the aircraft extends beyond the runway holding
position marking. When approaching the runway, a
pilot should not cross the runway holding position
marking without ATC clearance at a controlled
airport, or without making sure of adequate
separation from other aircraft at uncontrolled
airports. An aircraft exiting a runway is not clear of
the runway until all parts of the aircraft have crossed
the applicable holding position marking.
REFERENCE-
AIM, Exiting the Runway After Landing,. Paragraph 4-3-20.
2. Runway Holding Position Markings on
Runways. These markings are installed on runways
only if the runway is normally used by air traffic
control for “land, hold short” operations or taxiing
operations and have operational significance only for
those two types of operations. A sign with a white
inscription on a red background is installed adjacent
to these holding position markings. (See
FIG 2-3-14.) The holding position markings are
placed on runways prior to the intersection with
another runway, or some designated point. Pilots
receiving instructions “cleared to land, runway “xx””
from air traffic control are authorized to use the entire
landing length of the runway and should disregard
any holding position markings located on the runway.
Pilots receiving and accepting instructions “cleared
to land runway “xx,” hold short of runway “yy”” from
air traffic control must either exit runway “xx,” or
stop at the holding position prior to runway “yy.”
3. Taxiways Located in Runway Approach
Areas. These markings are used at some airports
where it is necessary to hold an aircraft on a taxiway
located in the approach or departure area of a runway
so that the aircraft does not interfere with the
operations on that runway. This marking is collocated
with the runway approach area holding position sign.
When specifically instructed by ATC “Hold short of
(runway xx approach area)” the pilot should stop so
no part of the aircraft extends beyond the holding
position marking. (See subparagraph 2-3-8b2,
Runway Approach Area Holding Position Sign, and
FIG 2-3-15.)
b. Holding Position Markings for Instrument
Landing System (ILS). Holding position markings
for ILS/MLS critical areas consist of two yellow solid
lines spaced two feet apart connected by pairs of solid
lines spaced ten feet apart extending across the width
of the taxiway as shown. (See FIG 2-3-16.) A sign
with an inscription in white on a red background is
installed adjacent to these hold position markings.
When the ILS critical area is being protected, the pilot
should stop so no part of the aircraft extends beyond
the holding position marking. When approaching the
holding position marking, a pilot should not cross the
marking without ATC clearance. ILS critical area is
not clear until all parts of the aircraft have crossed the
applicable holding position marking.
REFERENCE-
AIM, Instrument Landing System (ILS), Paragraph 1-1-9.
c. Holding Position Markings for Taxiway/Taxiway Intersections. Holding position markings
for taxiway/taxiway intersections consist of a single
dashed line extending across the width of the taxiway
as shown. (See FIG 2-3-17.) They are installed on
taxiways where air traffic control normally holds
aircraft short of a taxiway intersection. When
instructed by ATC “hold short of (taxiway)” the pilot
should stop so no part of the aircraft extends beyond
the holding position marking. When the marking is
not present the pilot should stop the aircraft at a point
which provides adequate clearance from an aircraft
on the intersecting taxiway.
d. Surface Painted Holding Position Signs. Surface painted holding position signs have a red
background with a white inscription and supplement
the signs located at the holding position. This type of
marking is normally used where the width of the
holding position on the taxiway is greater than 200
feet(60m). It is located to the left side of the taxiway
centerline on the holding side and prior to the holding
position marking. (See FIG 2-3-11.)
FIG 2-3-12
Geographic Position Markings
FIG 2-3-13
Runway Holding Position Markings on Taxiway
FIG 2-3-14
Runway Holding Position Markings on Runways
FIG 2-3-15
Taxiways Located in Runway Approach Area
FIG 2-3-16
Holding Position Markings: ILS Critical Area
2-3-6. Other Markings
a. Vehicle Roadway Markings. The vehicle
roadway markings are used when necessary to define
a pathway for vehicle operations on or crossing areas
that are also intended for aircraft. These markings
consist of a white solid line to delineate each edge of
the roadway and a dashed line to separate lanes within
the edges of the roadway. In lieu of the solid lines,
zipper markings may be used to delineate the edges
of the vehicle roadway. (See FIG 2-3-18.) Details of
the zipper markings are shown in FIG 2-3-19.
b. VOR Receiver Checkpoint Markings. The
VOR receiver checkpoint marking allows the pilot to
check aircraft instruments with navigational aid
signals. It consists of a painted circle with an arrow in
the middle; the arrow is aligned in the direction of the
checkpoint azimuth. This marking, and an associated
sign, is located on the airport apron or taxiway at a
point selected for easy access by aircraft but where
other airport traffic is not to be unduly obstructed.
(See FIG 2-3-20.)
NOTE-
The associated sign contains the VOR station identification
letter and course selected (published) for the check, the
words “VOR check course,” and DME data (when
applicable). The color of the letters and numerals are black
on a yellow background.
EXAMPLE-
DCA 176-356
VOR check course
DME XXX
FIG 2-3-17
Holding Position Markings: Taxiway/Taxiway Intersections
FIG 2-3-18
Vehicle Roadway Markings
FIG 2-3-19
Roadway Edge Stripes, White, Zipper Style
c. Nonmovement Area Boundary Markings.
These markings delineate the movement area,
i.e., area under air traffic control. These markings are
yellow and located on the boundary between the
movement and nonmovement area. The nonmovement area boundary markings consist of two yellow
lines (one solid and one dashed) 6 inches (15cm) in
width. The solid line is located on the nonmovement
area side while the dashed yellow line is located on
the movement area side. The nonmovement
boundary marking area is shown in FIG 2-3-21.
FIG 2-3-20
Ground Receiver Checkpoint Markings
FIG 2-3-21
Nonmovement Area Boundary Markings
FIG 2-3-22
Closed or Temporarily Closed Runway
and Taxiway Markings
d. Marking and Lighting of Permanently
Closed Runways and Taxiways. For runways and
taxiways which are permanently closed, the lighting
circuits will be disconnected. The runway threshold,
runway designation, and touchdown markings are
obliterated and yellow crosses are placed at each end
of the runway and at 1,000 foot intervals.
(See FIG 2-3-22.)
FIG 2-3-23
Helicopter Landing Areas
e. Temporarily Closed Runways and Taxiways.
To provide a visual indication to pilots that a runway
is temporarily closed, crosses are placed on the
runway only at each end of the runway. The crosses
are yellow in color. (See FIG 2-3-22.)
1. A raised lighted yellow cross may be placed
on each runway end in lieu of the markings described
in subparagraph e,Temporarily Closed Runways and
Taxiways, to indicate the runway is closed.
2. A visual indication may not be present
depending on the reason for the closure, duration of
the closure, airfield configuration and the existence
and the hours of operation of an airport traffic control
tower. Pilots should check NOTAMs and the
Automated Terminal Information System (ATIS) for
local runway and taxiway closure information.
3. Temporarily closed taxiways are usually
treated as hazardous areas, in which no part of an
aircraft may enter, and are blocked with barricades.
However, as an alternative a yellow cross may be
installed at each entrance to the taxiway.
f. Helicopter Landing Areas. The markings
illustrated in FIG 2-3-23 are used to identify the
landing and takeoff area at a public use heliport and
hospital heliport. The letter “H” in the markings is
oriented to align with the intended direction of
approach. FIG 2-3-23 also depicts the markings for
a closed airport.
2-3-7. Airport Signs
There are six types of signs installed on airfields:
mandatory instruction signs, location signs, direction
signs, destination signs, information signs, and
runway distance remaining signs. The characteristics
and use of these signs are discussed in paragraph 2-3-8, Mandatory Instruction Signs, through
paragraph 2-3-13, Runway Distance Remaining
Signs.
REFERENCE-
AC150/5340-18, Standards for Airport Sign Systems for Detailed
Information on Airport Signs.
FIG 2-3-24
Runway Holding Position Sign
FIG 2-3-25
Holding Position Sign at Beginning of Takeoff Runway
2-3-8. Mandatory Instruction Signs
a. These signs have a red background with a white
inscription and are used to denote:
1. An entrance to a runway or critical area and;
2. Areas where an aircraft is prohibited from
entering.
b. Typical mandatory signs and applications
are:
1. Runway Holding Position Sign. This sign
is located at the holding position on taxiways that
intersect a runway or on runways that intersect other
runways. The inscription on the sign contains the
designation of the intersecting runway as shown in
FIG 2-3-24. The runway numbers on the sign are
arranged to correspond to the respective runway
threshold. For example, “15-33” indicates that the
threshold for Runway 15 is to the left and the
threshold for Runway 33 is to the right.
(a) On taxiways that intersect the beginning
of the takeoff runway, only the designation of the
takeoff runway may appear on the sign as shown in
FIG 2-3-25, while all other signs will have the
designation of both runway directions.
FIG 2-3-26
Holding Position Sign for a Taxiway that Intersects the Intersection of Two Runways
FIG 2-3-27
Holding Position Sign for a Runway Approach Area
(b) If the sign is located on a taxiway that
intersects the intersection of two runways, the
designations for both runways will be shown on the
sign along with arrows showing the approximate
alignment of each runway as shown in FIG 2-3-26.
In addition to showing the approximate runway
alignment, the arrow indicates the direction to the
threshold of the runway whose designation is
immediately next to the arrow.
(c) A runway holding position sign on a
taxiway will be installed adjacent to holding position
markings on the taxiway pavement. On runways,
holding position markings will be located only on the
runway pavement adjacent to the sign, if the runway
is normally used by air traffic control for “Land, Hold
Short” operations or as a taxiway. The holding
position markings are described in paragraph 2-3-5,
Holding Position Markings.
2. Runway Approach Area Holding Position
Sign. At some airports, it is necessary to hold an
aircraft on a taxiway located in the approach or
departure area for a runway so that the aircraft does
not interfere with operations on that runway. In these
situations, a sign with the designation of the approach
end of the runway followed by a “dash” (-) and letters
“APCH” will be located at the holding position on the
taxiway. Holding position markings in accordance
with paragraph 2-3-5, Holding Position Markings,
will be located on the taxiway pavement. An example
of this sign is shown in FIG 2-3-27. In this example,
the sign may protect the approach to Runway 15
and/or the departure for Runway 33.
FIG 2-3-28
Holding Position Sign for ILS Critical Area
FIG 2-3-29
Sign Prohibiting Aircraft Entry into an Area
3. ILS Critical Area Holding Position
Sign. At some airports, when the instrument landing
system is being used, it is necessary to hold an aircraft
on a taxiway at a location other than the holding
position described in paragraph 2-3-5, Holding
Position Markings. In these situations the holding
position sign for these operations will have the
inscription “ILS” and be located adjacent to the
holding position marking on the taxiway described in
paragraph 2-3-5. An example of this sign is shown
in FIG 2-3-28.
4. No Entry Sign. This sign, shown in
FIG 2-3-29, prohibits an aircraft from entering an
area. Typically, this sign would be located on a
taxiway intended to be used in only one direction or
at the intersection of vehicle roadways with runways,
taxiways or aprons where the roadway may be
mistaken as a taxiway or other aircraft movement
surface.
NOTE-
The holding position sign provides the pilot with a visual
cue as to the location of the holding position marking. The
operational significance of holding position markings are
described in the notes for paragraph 2-3-5, Holding
Position Markings.
FIG 2-3-30
Taxiway Location Sign
FIG 2-3-31
Taxiway Location Sign Collocated with Runway Holding Position Sign
2-3-9. Location Signs
a. Location signs are used to identify either a
taxiway or runway on which the aircraft is located.
Other location signs provide a visual cue to pilots to
assist them in determining when they have exited an
area. The various location signs are described below.
1. Taxiway Location Sign. This sign has a
black background with a yellow inscription and
yellow border as shown in FIG 2-3-30. The
inscription is the designation of the taxiway on which
the aircraft is located. These signs are installed along
taxiways either by themselves or in conjunction with
direction signs or runway holding position signs.
(See FIG 2-3-35 and FIG 2-3-31.)
FIG 2-3-32
Runway Location Sign
FIG 2-3-33
Runway Boundary Sign
2. Runway Location Sign. This sign has a
black background with a yellow inscription and
yellow border as shown in FIG 2-3-32. The
inscription is the designation of the runway on which
the aircraft is located. These signs are intended to
complement the information available to pilots
through their magnetic compass and typically are
installed where the proximity of two or more runways
to one another could cause pilots to be confused as to
which runway they are on.
3. Runway Boundary Sign. This sign has a
yellow background with a black inscription with a
graphic depicting the pavement holding position
marking as shown in FIG 2-3-33. This sign, which
faces the runway and is visible to the pilot exiting the
runway, is located adjacent to the holding position
marking on the pavement. The sign is intended to
provide pilots with another visual cue which they can
use as a guide in deciding when they are “clear of the
runway.”
FIG 2-3-34
ILS Critical Area Boundary Sign
4. ILS Critical Area Boundary Sign. This
sign has a yellow background with a black inscription
with a graphic depicting the ILS pavement holding
position marking as shown in FIG 2-3-34. This sign
is located adjacent to the ILS holding position
marking on the pavement and can be seen by pilots
leaving the critical area. The sign is intended to
provide pilots with another visual cue which they can
use as a guide in deciding when they are “clear of the
ILS critical area.”
2-3-10. Direction Signs
a. Direction signs have a yellow background with
a black inscription. The inscription identifies the
designation(s) of the intersecting taxiway(s) leading
out of the intersection that a pilot would normally be
expected to turn onto or hold short of. Each
designation is accompanied by an arrow indicating
the direction of the turn.
b. Except as noted in subparagraph e, each
taxiway designation shown on the sign is accompanied by only one arrow. When more than one taxiway
designation is shown on the sign each designation and
its associated arrow is separated from the other
taxiway designations by either a vertical message
divider or a taxiway location sign as shown in
FIG 2-3-35.
c. Direction signs are normally located on the left
prior to the intersection. When used on a runway to
indicate an exit, the sign is located on the same side
of the runway as the exit. FIG 2-3-36 shows a
direction sign used to indicate a runway exit.
d. The taxiway designations and their associated
arrows on the sign are arranged clockwise starting
from the first taxiway on the pilot's left.
(See FIG 2-3-35.)
e. If a location sign is located with the direction
signs, it is placed so that the designations for all turns
to the left will be to the left of the location sign; the
designations for continuing straight ahead or for all
turns to the right would be located to the right of the
location sign. (See FIG 2-3-35.)
f. When the intersection is comprised of only one
crossing taxiway, it is permissible to have two arrows
associated with the crossing taxiway as shown in
FIG 2-3-37. In this case, the location sign is located
to the left of the direction sign.
FIG 2-3-35
Direction Sign Array with Location Sign on Far Side of Intersection
FIG 2-3-36
Direction Sign for Runway Exit
FIG 2-3-37
Direction Sign Array for Simple Intersection
FIG 2-3-38
Destination Sign for Military Area
FIG 2-3-39
Destination Sign for Common Taxiing Route to Two Runways
2-3-11. Destination Signs
a. Destination signs also have a yellow background with a black inscription indicating a
destination on the airport. These signs always have an
arrow showing the direction of the taxiing route to
that destination. FIG 2-3-38 is an example of a
typical destination sign. When the arrow on the
destination sign indicates a turn, the sign is located
prior to the intersection.
b. Destinations commonly shown on these types
of signs include runways, aprons, terminals, military
areas, civil aviation areas, cargo areas, international
areas, and fixed base operators. An abbreviation may
be used as the inscription on the sign for some of these
destinations.
c. When the inscription for two or more
destinations having a common taxiing route are
placed on a sign, the destinations are separated by a
“dot” (D) and one arrow would be used as shown in
FIG 2-3-39. When the inscription on a sign contains
two or more destinations having different taxiing
routes, each destination will be accompanied by an
arrow and will be separated from the other
destinations on the sign with a vertical black message
divider as shown in FIG 2-3-40.
FIG 2-3-40
Destination Sign for Different Taxiing Routes to Two Runways
2-3-12. Information Signs
Information signs have a yellow background with a
black inscription. They are used to provide the pilot
with information on such things as areas that cannot
be seen from the control tower, applicable radio
frequencies, and noise abatement procedures. The
airport operator determines the need, size, and
location for these signs.
2-3-13. Runway Distance Remaining Signs
Runway distance remaining signs have a black
background with a white numeral inscription and
may be installed along one or both side(s) of the
runway. The number on the signs indicates the
distance (in thousands of feet) of landing runway
remaining. The last sign, i.e., the sign with the
numeral “1,” will be located at least 950 feet from the
runway end. FIG 2-3-41 shows an example of a
runway distance remaining sign.
FIG 2-3-41
Runway Distance Remaining Sign Indicating
3,000 feet of Runway Remaining
2-3-14. Aircraft Arresting Systems
a. Certain airports are equipped with a means of
rapidly stopping military aircraft on a runway. This
equipment, normally referred to as EMERGENCY
ARRESTING GEAR, generally consists of pendant
cables supported over the runway surface by rubber
“donuts.” Although most devices are located in the
overrun areas, a few of these arresting systems have
cables stretched over the operational areas near the
ends of a runway.
b. Arresting cables which cross over a runway
require special markings on the runway to identify
the cable location. These markings consist of 10 feet
diameter solid circles painted “identification yellow,” 30 feet on center, perpendicular to the runway
centerline across the entire runway width. Additional
details are contained in AC 150/5220-9, Aircraft
Arresting Systems for Joint Civil/Military Airports.
NOTE-
Aircraft operations on the runway are not restricted by the
installation of aircraft arresting devices.
c. Engineered materials arresting systems
(EMAS). EMAS, which are constructed of high
energy-absorbing materials of selected strength, are
located in the safety area beyond the end of the
runway. They are designed to crush under the weight
of commercial aircraft and they exert deceleration
forces on the landing gear. These systems do not
affect the normal landing and takeoff of airplanes.
More information concerning EMAS is in FAA
Advisory Circular AC 150/5220-22, Engineered
Materials Arresting Systems (EMAS) for Aircraft
Overruns.
NOTE-
EMAS may be located as close as 35 feet beyond the end of
the runway. Aircraft should never taxi or drive across the
runway.
FIG 2-3-42
Engineered Materials Arresting System (EMAS)
2-3-15. Security Identifications Display
Area (Airport Ramp Area)
a. Security Identification Display Areas (SIDA)
are limited access areas that require a badge issued in
accordance with procedures in CFR 49 Part 1542.
Movement through or into these areas is prohibited
without proper identification being displayed. If you
are unsure of the location of a SIDA, contact the
airport authority for additional information. Airports
that have a SIDA must have the following
information available:
1. A description and map detailing boundaries
and pertinent features;
2. Measures used to perform the access control
functions required under CFR 49 Part
1542.201(b)(1);
3. Procedures to control movement within the
secured area, including identification media required
under CFR 49 Part 1542.201(b)(3); and
4. A description of the notification signs
required under CFR 49 Part 1542.201(b)(6).
b. Pilots or passengers without proper identification that are observed entering a SIDA (ramp area)
may be reported to TSA or airport security. Pilots are
advised to brief passengers accordingly.
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