12.7.5_The Airport/Facility Directory contains the
types of lighting, runway, and the frequency that is
used to activate the system for all public use airports
with FAA standard systems. Airports with instrument
approach procedures include data on the approach
chart identifying the light system(s), the runway on
which they are installed, and the frequency that is
used to activate the system(s).
NOTE-
Although the CTAF is used to activate the lights at many
airports, other frequencies may also be used. The
appropriate frequency for activating the lights on the
airport is provided in the Airport/Facility Directory and
the standard instrument approach procedures publications. It is not identified on the sectional charts.
12.7.6_Where the airport is not served by an
instrument approach procedure, it may have either
the standard FAA approach control system or an
independent type system of different specification
installed by the airport sponsor. The Airport/Facility
Directory contains descriptions of pilot-controlled
lighting systems for each airport having other than
FAA approved systems, and explains the type lights,
method of control, and operating frequency in clear
text.
13. Airport/Heliport Beacons
13.1_Airport and heliport beacons have a vertical
light distribution to make them most effective from
one to ten degrees above the horizon; however, they
can be seen well above and below this peak spread.
The beacon may be an omnidirectional capacitor-discharge device, or it may rotate at a constant speed
which produces the visual effect of flashes at regular
intervals. Flashes may be one or two colors
alternately. The total number of flashes are:
13.1.1_24 to 30 per minute for beacons marking
airports, landmarks, and points on Federal airways.
13.1.2_30 to 45 per minute for beacons marking
heliports.
13.2_The colors and color combinations of beacons
are:
13.2.1_White and Green-Lighted land airport.
13.2.2_*Green alone-Lighted land airport.
13.2.3_White and Yellow-Lighted water airport.
13.2.4_*Yellow alone-Lighted water airport.
13.2.5_Green, Yellow, and White-Lighted heliport.
NOTE-
*Green alone or yellow alone is used only in connection
with a white-and-green or white-and-yellow beacon
display, respectively.
13.3_Military airport beacons flash alternately white
and green, but are differentiated from civil beacons
by dual-peaked (two quick) white flashes between
the green flashes.
13.4_In Class B, C, D, and E surface areas, operation
of the airport beacon during the hours of daylight
indicates that the ground visibility is less than 3 miles
and/or the ceiling is less than 1,000 feet. An ATC
clearance in accordance with 14 CFR Part 91 is
required for landing, takeoff and flight in the traffic
pattern. Pilots should not rely solely on the operation
of the airport beacon to indicate if weather conditions
are IFR or VFR. At locations with control towers,
when controls are in the tower, ATC personnel turn
the beacon on. At many airports, the airport beacon is
turned on by a photoelectric cell or time clocks and
ATC personnel cannot control it. There is no
regulatory requirement for daylight operation, and it
is the pilot’s responsibility to comply with proper
pre-flight planning in accordance with 14 CFR
Section_91.103.
14. Taxiway Lights
14.1_Taxiway Edge Lights._Taxiway edge lights
are used to outline the edges of taxiways during
periods of darkness or restricted visibility conditions.
These fixtures emit blue light.
NOTE-
At most major airports these lights have variable intensity
settings and may be adjusted at pilot request or when
deemed necessary by the controller.
14.2_Taxiway Centerline Lights._Taxiway centerline lights are used to facilitate ground traffic under
low visibility conditions. They are located along the
taxiway centerline in a straight line on straight
portions, on the centerline of curved portions, and
along designated taxiing paths in portions of
runways, ramps, and apron areas. Taxiway centerline
lights are steady burning and emit green light.
AIP
United States of America
AD 1.1-9
15 MAR 07
Federal Aviation Administration Nineteenth Edition
14.3_Clearance Bar Lights._Clearance bar lights
are installed at holding positions on taxiways in order
to increase the conspicuity of the holding position in
low visibility conditions. They may also be installed
to indicate the location of an intersecting taxiway
during periods of darkness. Clearance bars consist of
three in-pavement, steady-burning yellow lights.
14.4_Runway Guard Lights._Runway guard lights
are installed at taxiway/runway intersections. They
are primarily used to enhance the conspicuity of
taxiway/runway intersections during low visibility
conditions, but may be used in all weather conditions.
Runway guard lights consist of either a pair of
elevated flashing yellow lights installed on either side
of the taxiway, or a row of in-pavement yellow lights
installed across the entire taxiway, at the runway
holding position marking.
NOTE-
Some airports may have a row of three or five in-pavement
yellow lights installed at taxiway/runway intersections.
They should not be confused with clearance bar lights
described in paragraph 14.3 above.
14.5_Stop Bar Lights._Stop bar lights, when
installed, are used to confirm the ATC clearance to
enter or cross the active runway in low visibility
conditions (below 1,200 feet Runway Visual Range).
A stop bar consists of a row of red, unidirectional,
steady-burning in-pavement lights installed across
the entire taxiway at the runway holding position, and
elevated steady-burning red lights on each side. A
controlled stop bar is operated in conjunction with the
taxiway centerline lead-on lights which extend from
the stop bar toward the runway. Following the ATC
clearance to proceed, the stop bar is turned off and the
lead-on lights are turned on. The stop bar and lead-on
lights are automatically reset by a sensor or backup
timer.
CAUTION-
Pilots should never cross a red illuminated stop bar, even
if an ATC clearance has been given to proceed onto or
across the runway.
NOTE-
If after crossing a stop bar, the taxiway centerline lead-on
lights inadvertently extinguish, pilots should hold their
position and contact ATC for further instructions.
15. Air Navigation and Obstruction Lighting
15.1_Aeronautical Light Beacons
15.1.1_An aeronautical light beacon is a visual
NAVAID displaying flashes of white and/or colored
light to indicate the location of an airport, a heliport,
a landmark, a certain point of a Federal airway in
mountainous terrain, or an obstruction. The light used
may be a rotating beacon or one or more flashing
lights. The flashing lights may be supplemented by
steady burning lights of lesser intensity.
15.1.2_The color or color combination display by a
particular beacon and/or its auxiliary lights tell
whether the beacon is indicating a landing place,
landmark, point of the Federal airways, or an
obstruction. Coded flashes of the auxiliary lights, if
employed, further identify the beacon site.
15.2_Code Beacons and Course Lights
15.2.1_Code Beacons._The code beacon, which can
be seen from all directions, is used to identify airports
and landmarks. The code beacon flashes the three- or
four-character airport identifier in International
Morse Code six to eight times per minute. Green
flashes are displayed for land airports while yellow
flashes indicate water airports.
15.2.2_Course Lights._The course light, which can
be seen clearly from only one direction, is used only
with rotating beacons of the Federal Airway System;
two course lights, back to back, direct coded flashing
beams of light in either direction along the course of
airway.
NOTE-
Airway beacons are remnants of the _lighted" airways
which antedated the present electronically equipped
federal airways system. Only a few of those beacons exist
today to mark airway segments in remote mountain areas.
Flashes in Morse code identify the beacon site.
15.3_Obstruction Lights
15.3.1_Obstructions are marked/lighted to warn
airmen of their presence during daytime and
nighttime conditions. They may be marked/lighted in
any of the following combinations:
15.3.1.1_Aviation Red Obstruction Lights._Flashing aviation red beacons (20 to 40 flashes per minute)
and steady burning aviation red lights during
nighttime operation. Aviation orange and white paint
is used for daytime marking.
AIP
United States of America
AD 1.1-10
15 MAR 07
Federal Aviation Administration Nineteenth Edition
15.3.1.2_Medium Intensity Flashing White
Obstruction Lights._Medium intensity flashing
white obstruction lights may be used during daytime
and twilight with automatically selected reduced
intensity for nighttime operation. When this system
is used on structures 500 feet (153 m) AGL or less in
height, other methods of marking and lighting the
structure may be omitted. Aviation orange and white
paint is always required for daytime marking on
structures exceeding 500 feet (153 m) AGL. This
system is not normally installed on structures less
than 200 feet (61 m) AGL.
15.3.1.3_High Intensity White Obstruction
Lights._Flashing high intensity white lights during
daytime with reduced intensity for twilight and
nighttime operation. When this type system is used,
the marking of structures with red obstruction lights
and aviation orange and white paint may be omitted.
15.3.1.4_Dual Lighting._A combination of flashing
aviation red beacons and steady burning aviation red
lights for nighttime operation and flashing high
intensity white lights for daytime operation. Aviation
orange and white paint may be omitted.
15.3.1.5_Catenary Lighting._Lighted markers are
available for increased night conspicuity of high-
voltage (69KV or higher) transmission line catenary
wires. Lighted markers provide conspicuity both day
and night.
15.3.2_Medium intensity omnidirectional flashing
white lighting system provides conspicuity both day
and night on catenary support structures. The unique
sequential/simultaneous flashing light system alerts
pilots of the associated catenary wires.
15.3.3_High intensity flashing white lights are being
used to identify some supporting structures of
overhead transmission lines located across rivers,
chasms, gorges, etc. These lights flash in a middle,
top, lower light sequence at approximately 60 flashes
per minute. The top light is normally installed near
the top of the supporting structure, while the lower
light indicates the approximate lower portion of the
wire span. The lights are beamed towards the
companion structure and identify the area of the wire
span.
15.3.4_High intensity flashing white lights are also
employed to identify tall structures, such as chimneys
and towers, and obstructions to air navigation. The
lights provide a 360 degree coverage about the
structure at 40 flashes per minute and consist of from
one to seven levels of lights depending upon the
height of the structure. Where more than one level is
used, the vertical banks flash simultaneously.
16. Airport Lead-in Lighting System (LDIN)
16.1_The lead-in lighting system consists of a series
of flashing lights installed at or near ground level to
describe the desired course to a runway or final
approach. Each group of lights is positioned and
aimed so as to be conveniently sighted and followed
from the approaching aircraft under conditions at or
above approach minimums under consideration. The
system may be curved, straight, or combination
thereof, as required. The lead-in lighting system may
be terminated at any approved approach lighting
system, or it may be terminated at a distance from the
landing threshold which is compatible with authorized visibility minimums permitting visual reference
to the runway environment.
16.2_The outer portion uses groups of lights to mark
segments of the approach path beginning at a point
within easy visual range of a final approach fix. These
groups are spaced close enough together (approximately one mile) to give continuous lead-in
guidance. A group consists of at least three flashing
lights in a linear or cluster configuration and may be
augmented by steady burning lights where required.
When practicable, groups flash in sequence toward
runways. Each system is designed to suit local
conditions and to provide the visual guidance
intended. The design of all LDIN is compatible with
the requirements of U.S. Standards for Terminal
Instrument Procedures (TERPS) where such procedures are applied for establishing instrument
minimums.
AIP
United States of America
AD 1.1-11
15 MAR 07
Federal Aviation Administration Nineteenth Edition
17. Airport Marking Aids and Signs
17.1_General
17.1.1_Airport pavement markings and signs provide
information that is useful to a pilot during takeoff,
landing, and taxiing.
17.1.2_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.
17.1.3_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
ENR 1.16. Pilots may also report these situations to
the FAA Regional Airports Division.
17.1.4_The markings and signs described in this
section reflect the current FAA recommended
standards.
REFERENCE-
AC 150/5340-1, Standards for Airport Markings.
AC 150/5340-18, Standards for Airport Sign Systems.
17.2_Airport Pavement Markings
17.2.1_General._For the purpose of this presentation the Airport Pavement Markings have been
grouped into the four areas:
17.2.1.1_Runway Markings.
17.2.1.2_Taxiway Markings.
17.2.1.3_Holding Position Markings.
17.2.1.4_Other Markings.
17.2.2_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.
17.3_Runway Markings
17.3.1_General._There are three types of markings
for runways: visual, non precision instrument, and
precision instrument. TBL AD 1.1-5 identifies the
marking elements for each type of runway, and
TBL AD 1.1-6 identifies runway threshold markings.
17.3.2_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:
17.3.2.1_For two parallel runways _L" _R."
17.3.2.2_For three parallel runways _L" _C" _R."
17.3.3_Runway Centerline Marking._The runway
centerline identifies the center of the runway and
provides alignment guidance during takeoff and
landing. The centerline consists of a line of uniformly
spaced stripes and gaps.
17.3.4_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.
(See FIG AD 1.1-10.)
17.3.5_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 (150 m) 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 AD 1.1-10, Precision Instrument Runway
Markings. For runways having touchdown zone
markings on both ends, those pairs of markings which
extend to within 900 feet (270 m) of the midpoint
between the thresholds are eliminated.
AIP
United States of America
AD 1.1-12
15 MAR 07
Federal Aviation Administration Nineteenth Edition
TBL AD 1.1-5
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.
TBL AD 1.1-6
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
17.3.6_Runway Side Stripe Marking._Runway
side stripes delineate the edges of the runway. They
provide a visual contrast between the runway and the
abutting terrain or shoulders. Side stripes consist of
continuous white stripes located on each side of the
runway. (See FIG AD 1.1-14.)
17.3.7_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 AD 1.1-12.)
17.3.8_Runway Threshold Markings._Runway
threshold markings come in two configurations. They
consist of either eight longitudinal stripes of uniform
dimensions disposed symmetrically about the
runway centerline, as shown in FIG AD 1.1-10, or
the number of stripes is related to the runway width
as indicated in TBL AD 1.1-6. 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.
17.3.8.1_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 AD 1.1-13.) 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-foot 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.
AIP
United States of America
AD 1.1-13
15 MAR 07
Federal Aviation Administration Nineteenth Edition
17.3.8.2_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-foot 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 arrowheads
are located across the width of the runway just prior
to the threshold bar, as shown in FIG AD 1.1-14.
NOTE-
Airport operator. When reporting the relocation or
displacement of a threshold, the airport operator should
avoid language which confuses the two.
17.3.9_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 (1 m) wide and yellow, since
it is not located on the runway. (See FIG AD 1.1-15.)
17.3.10_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 AD 1.1-16).
17.3.11_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
(3_m) in width and extends across the width of the
runway, as shown in FIG AD 1.1-14.
18. Taxiway Markings
18.1_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.
18.2_Taxiway Centerline.
18.2.1_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.
18.2.2_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 AD 1.1-17.)
18.3_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 suppose to cross the taxiway edge:
18.3.1_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.
18.3.2_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 AD 1.1-18.)
AIP
United States of America
AD 1.1-14
15 MAR 07
Federal Aviation Administration Nineteenth Edition
18.4_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 AD 1.1-19.)
18.5_Surface Painted Taxiway Direction Signs.
Surface painted taxiway direction signs have a yellow
background with a black inscription. These signs are
provided when it is not possible to provide taxiway
direction signs at intersections or when it is 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 AD 1.1-20.)
18.6_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 AD 1.1-20.)
18.7_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 1,200 feet (360 m). They are
positioned to the left of the taxiway centerline in the
direction of taxiing. (See FIG AD 1.1-21.) 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.
19. Holding Position Markings
19.1_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.
19.1.1_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 AD 1.1-22 and
FIG AD 1.1-25. 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-
ENR 1.1, Exiting the Runway After Landing, paragraph 23.
19.1.2_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 AD 1.1-23.) 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
AIP
United States of America
AD 1.1-15
15 MAR 07
Federal Aviation Administration Nineteenth Edition
air traffic control must either exit runway _xx," or
stop at the holding position prior to runway _yy."
19.1.3_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 paragraph 21.2.2, Runway
Approach Area Holding Position Sign, and
FIG AD 1.1-24, Taxiways Located in Runway
Approach Area.)
19.2_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 in FIG AD 1.1-25. 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 his/her aircraft extends
beyond the holding position marking. When
approaching the holding position marking, a pilot
should not cross the marking without ATC clearance.
The ILS critical area is not clear until all parts of the
aircraft have crossed the applicable holding position
marking.
REFERENCE-
ENR 4.1, Instrument Landing System (ILS), paragraph 7.
19.3_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 in FIG AD 1.1-26. 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 his/her 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.
19.4_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 (60 m). It is located to the left side of the
taxiway centerline on the holding side and prior to the
holding position marking. (See FIG AD 1.1-20.)
20. Other Markings
20.1_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 AD 1.1-27.)
Details of the zipper markings are shown in
FIG AD 1.1-28.
20.2_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 AD 1.1-29.)
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- VOR SIGN
DCA 176-356
VOR check course
DME XXX
20.3_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
AIP
United States of America
AD 1.1-16
15 MAR 07
Federal Aviation Administration Nineteenth Edition
area side while the dashed yellow line is located on
the movement area side. The nonmovement boundary marking area is shown in FIG AD 1.1-30.
20.4_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 AD 1.1-31.)
20.5_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 AD 1.1-31.)
20.5.1_A raised lighted yellow cross may be placed
on each runway end in lieu of the markings described
in paragraph 20.4 to indicate the runway is closed.
20.5.2_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.
20.5.3_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.
20.6_Helicopter Landing Areas._The markings
illustrated in FIG AD 1.1-32 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 AD 1.1-32 also depicts the markings
for a closed airport.
20.7_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 below.
REFERENCE-
Advisory Circular-150/5340-18, Standards for Airport Sign Systems.
21. Mandatory Instruction Signs
21.1_These signs have a red background with a
white inscription and are used to denote:
21.1.1_An entrance to a runway or critical area.
21.1.2_Land and Hold Short Operations (LAHSO)
holding position signs on runways:
21.1.2.1_Hold short of Intersecting Runway.
21.1.2.2_Hold short of Intersecting Taxiway.
21.1.2.3_Hold short of a Point.
21.1.3_Areas where an aircraft is prohibited from
entering.
21.2_Typical mandatory signs and applications
are:
21.2.1_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 AD 1.1-33. 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.
21.2.1.1_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 AD 1.1-34, while all other signs will have the
designation of both runway directions.
21.2.1.2_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 AD 1.1-35. 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.
21.2.1.3_Land and Hold Short Operations (LAHSO)
include landing and holding short of an intersecting
runway, taxiway, or a designated point on the runway.
LAHSO signs are mandatory signs when Air Traffic
Control is operating under LAHSO. The holding
position markings will be located on the runway
pavement adjacent to the signs. Holding position
markings are described in paragraph 19.
AIP
United States of America
AD 1.1-17
15 MAR 07
Federal Aviation Administration Nineteenth Edition
21.2.1.4 A runway holding position sign(s) will be
installed on a runway that is normally used as a
taxiway, adjacent to the holding position markings.
21.2.1.5 A runway holding position sign on a
taxiway will be installed adjacent to holding position
markings.
21.2.2 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 20 will be located on the taxiway
pavement. An example of this sign is shown in
FIG AD 1.1-36. In this example, the sign may protect
the approach to Runway 15 and/or the departure for
Runway 33.
21.2.3 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 19, 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 19.
An example of this sign is shown in FIG AD 1.1-37.
21.2.4 No Entry Sign. This sign, shown in
FIG AD 1.1-38, 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 paragraph 19.
22. Location Signs
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.
22.1 Taxiway Location Sign. This sign has a black
background with a yellow inscription and yellow
border as shown in FIG AD 1.1-39. 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 AD 1.1-44 and FIG AD 1.1-40.)
22.2 Runway Location Sign. This sign has a black
background with a yellow inscription and yellow
border as shown in FIG AD 1.1-41. 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.
22.3 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 AD 1.1-42. 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.”
22.4 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 AD 1.1-43. 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.”
23. Direction Signs
23.1 Direction signs have a yellow background with
a black inscription. The inscription identifies the
designation(s) of the intersecting taxiway(s) leading
out of 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.
AIP
United States of America
AD 1.1-18
15 MAR 07
Federal Aviation Administration Nineteenth Edition
23.2 Except as noted in subparagraph 23.5, 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 AD 1.1-44.
23.3 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 AD 1.1-45 shows a
direction sign used to indicate a runway exit.
23.4 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 AD 1.1-44.)
23.5 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 AD 1.1-44.)
23.6 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 AD 1.1-46. In this case, the location sign is
located to the left of the direction sign.
24. Destination Signs
24.1 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 AD 1.1-47 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.
24.2 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.
24.3 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” (_) and one arrow would be used as shown in
FIG AD 1.1-48. 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 AD 1.1-49.
25. Information Signs
25.1 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.
26. Runway Distance Remaining Signs
26.1 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 AD 1.1-50 shows an example of a
runway distance remaining sign.
27. Aircraft Arresting Systems
27.1 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.
27.2 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.
31 JULY 08
AIP
United States of America
AD 1.1-19
15 MAR 07
Federal Aviation Administration Nineteenth Edition
27.3 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 AD 1.1-1
Precision & Nonprecision Configurations
... ..... ... ... ..... ...
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
... ..... ... ... ..... ...
... ..... ... ... ..... ...
... ..... ... ... ..... ...
... ..... ... ... ..... ...
... ..... ... ... ..... ...
... ..... ... ... ..... ...
... ..... ... ... ..... ...
... ..... ... ... ..... ...
........ ..... ........ ........ ..... ........ ........ ..... ........ ........ ..... ........ ........ ..... ........ ........ ..... ........
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
..... .....
.....
.....
.....
.....
.....
..... .....
.....
NOTE: Civil ALSF-2 may be
operated as SSALR during
favorable weather conditions.
ALSF-2
Omnidirectional
Flashing
Light
ODALS
Flashing
Light
Flashing
Light
Flashing
Light
. Steady
Burning
Light
. Steady
Burning
Light
. Steady
Burning
Light
SSALR
MALSR ALSF-1
... ... ..... ... ...
. Steady
Burning
Light
........ ..... ........ ........ ..... ........
MALSF
Flashing
Light
.....
.....
.....
.....
.....
.....
10° 10° 15° 15°
LANDING
APPROACH
REIL
31 JULY 08
AIP
United States of America
AD 1.1-20
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-2
2-Bar VASI
Far Bar
= Red
= White
Near Bar
Below Glide Path On Glide Path Above Glide Path
FIG AD 1.1-3
3-Bar VASI
Far Bar
Middle Bar
Near Bar
Below Both
Glide Paths
On Lower
Glide Path
On Upper
Glide Path
Above Both
Glide Paths
FIG AD 1.1-4
VASI Variations
2 Bar
2 Light Units
On Glide Path
2 Bar
12 Light Units
On Glide Path
3 Bar
16 Light Units
on Lower Glide Path
AIP
United States of America
AD 1.1-21
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-5
Precision Approach Path Indicator (PAPI)
Slightly High
(3.2 Degrees)
White
Red
High
(More Than
3,5 Degrees)
On Glide Path
(3 Degrees)
Slightly Low
(2.8 Degrees)
Low
(Less Than
2.5 Degrees)
FIG AD 1.1-6
Tri-Color Visual Approach Slope Indicator
Amber
Above Glide Path
On Glide Path
Below Glide Path
Amber
Green
Red
NOTE-
1._Since the tri-color VASI consists of a single light source which could possibly be confused with other light sources, pilots
should exercise care to properly locate and identify the light signal.
2._When the aircraft descends from green to red, the pilot may see a dark amber color during the transition from green to
red.
AIP
United States of America
AD 1.1-22
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-7
Pulsating Visual Approach Slope Indicator
Above Glide Path
On Glide Path
Below Glide Path
Slightly Below Glide Path
Threshold
PULSATING WHITE
PULSATING RED
STEADY WHITE
STEADY RED
NOTE-
Since the PVASI consists of a single light source which could possibly be confused with other light sources, pilots should
exercise care to properly locate and identify the light signal.
FIG AD 1.1-8
Alignment of Elements
Below Glide Path On Glide Path Above Glide Path
AIP
United States of America
AD 1.1-23
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-9
Taxiway Lead-On Light Configuration
FIG AD 1.1-10
Precision Instrument Runway Markings
THRESHOLD MARKINGS
CONFIGURATION ’B’
NUMBER OF STRIPES
RELATED TO RUNWAY
WIDTH - SEE TEXT
20
L
AIMING POINT
MARKING
CENTERLINE
TOUCHDOWN ZONE
MARKING
THRESHOLD
THRESHOLD MARKINGS
CONFIGURATION ’A’
DESIGNATION MARKINGS
AIP
United States of America
AD 1.1-24
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-11
Nonprecision Instrument Runway and Visual Runway Markings
20
20
AIMING POINT
MARKING
THRESHOLD THRESHOLD
MARKINGS
DESIGNATION
MARKING
PAVEMENT EDGE
AIMING POINT
MARKING
PAVEMENT EDGE
DESIGNATION MARKING
THRESHOLD
NONPRECISION INSTRUMENT RUNWAY MARKINGS
VISUAL RUNWAY MARKINGS
FIG AD 1.1-12
Runway Shoulder Markings
RUNWAY THRESHOLD
MIDPOINT OF
RUNWAY
SHOULDER SHOULDER
RUNWAY
45°
45°
45°
45°
AIP
United States of America
AD 1.1-25
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-13
Relocation of a Threshold with Markings for Taxiway Aligned with Runway
AIP
United States of America
AD 1.1-26
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-14
Displaced Threshold Markings
AIP
United States of America
AD 1.1-27
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-15
Markings for Blast Pad or Stopway or Taxiway Preceding a Displaced Threshold
AIP
United States of America
AD 1.1-28
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-16
Markings for Blast Pads and Stopways
AIP
United States of America
AD 1.1-29
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-17
Enhanced Taxiway Centerline
FIG AD 1.1-18
Dashed Markings
DOUBLE
YELLOW
LINES
TAXIWAY EDGE
MARKINGS
CONTINUOUS
TAXIWAY EDGE
MARKINGS
DASHED
FIG AD 1.1-19
Taxi Shoulder Markings
YELLOW STRIPES
PAVEMENT EDGE
TAXIWAY EDGE
MARKINGS
RUNWAY
AIP
United States of America
AD 1.1-30
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-20
Surface Painted Signs
AIP
United States of America
AD 1.1-31
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-21
Geographic Position Markings
FIG AD 1.1-22
Runway Holding Position Markings on Taxiway
RUNWAY
TAXIWAY
EXAMPLE OF HOLDING POSITION MARKINGS
EXTENDED ACROSS HOLDING BAY
HOLDING
BAY
15
TAXIWAY/RUNWAY
HOLDING POSITION
MARKINGS
AIP
United States of America
AD 1.1-32
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-23
Runway Holding Position Markings on Runways
AIP
United States of America
AD 1.1-33
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-24
Taxiways Located in Runway Approach Area
AIP
United States of America
AD 1.1-34
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-25
Holding Position Markings: ILS Critical Area
AIP
United States of America
AD 1.1-35
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-26
Holding Position Markings: Taxiway/Taxiway Intersections
TAXIWAY HOLDING
POSITION MARKINGS,
YELLOW, SEE
DETAIL 1
DETAIL 1
FIG AD 1.1-27
Vehicle Roadway Markings
AIP
United States of America
AD 1.1-36
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-28
Roadway Edge Stripes, White, Zipper Style
FIG AD 1.1-29
Ground Receiver Checkpoint Markings
1
4
2
3
1. WHITE
2. YELLOW
3. YELLOW ARROW ALIGNED TOWARD THE FACILITY
4. INTERIOR OF CIRCLE BLACK (CONCRETE SURFACE ONLY)
5. CIRCLE MAY BE BORDERED ON INSIDE AND OUTSIDE WITH
6" BLACK BAND IF NECESSARY FOR CONTRAST
5
FIG AD 1.1-30
Nonmovement Area Boundary Markings
BOTH LINES
ARE YELLOW
SOLID LINE ON
NONMOVEMENT
SIDE
DASHED LINE ON
MOVEMENT SIDE
FIG AD 1.1-31
Closed or Temporarily Closed Runway
and Taxiway Markings
2
X
AIP
United States of America
AD 1.1-37
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-32
Helicopter Landing Areas
FIG AD 1.1-33
Runway Holding Position Sign
FIG AD 1.1-34
Holding Position Sign at Beginning of Takeoff Runway
AIP
United States of America
AD 1.1-38
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-35
Holding Position Sign for a Taxiway that Intersects the Intersection of Two Runways
FIG AD 1.1-36
Holding Position Sign for a Runway Approach Area
FIG AD 1.1-37
Holding Position Sign for ILS Critical Area
AIP
United States of America
AD 1.1-39
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-38
Sign Prohibiting Aircraft Entry into an Area
FIG AD 1.1-39
Taxiway Location Sign
FIG AD 1.1-40
Taxiway Location Sign Collocated with Runway Holding Position Sign
AIP
United States of America
AD 1.1-40
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-41
Runway Location Sign
FIG AD 1.1-42
Runway Boundary Sign
FIG AD 1.1-43
ILS Critical Area Boundary Sign
AIP
United States of America
AD 1.1-41
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-44
Direction Sign Array with Location Sign on Far Side of Intersection
FIG AD 1.1-45
Direction Sign for Runway Exit
AIP
United States of America
AD 1.1-42
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-46
Direction Sign Array for Simple Intersection
FIG AD 1.1-47
Destination Sign for Military Area
AIP
United States of America
AD 1.1-43
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-48
Destination Sign for Common Taxiing Route to Two Runways
FIG AD 1.1-49
Destination Sign for Different Taxiing Routes to Two Runways
AIP
United States of America
AD 1.1-44
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG AD 1.1-50
Runway Distance Remaining Sign Indicating
3,000 feet of Runway Remaining
3
FIG AD 1.1-51
Engineered Materials Arresting System (EMAS)
31 JULY 08
31 JULY 08
I-1 AIP
United States of America
Federal Aviation Administration Nineteenth Edition
INDEX
A
Abbreviations, GEN 2.2-1
Accident and Incident Reporting , ENR 1.16-1
Items To Be Reported, ENR 1.16-2
Actual Navigation Performance (ANP), ENR 4.1-40
Aeronautical Charts, GEN 3.2-1
Aeronautical Fixed Telecommunications Network
(AFTN), GEN 3.4-5
Aeronautical Information Publication (AIP)
Publication Schedule, GEN 0.1-2
Structure, GEN 0.1-1
Subscription Information, GEN 0.1-2
Aeronautical Publications, Distribution of,
GEN_3.1-1
AFTN. See Aeronautical Fixed Telecommunications
Network (AFTN)
AHRS. See Attitude Heading Reference System
Air Defense Identification Zone (ADIZ),
ENR_1.12-1
Air Defense Identification Zone, Land-Based,
ENR 1.12-1
Air Route Traffic Control Center (ARTCC),
GEN_3.3-2
ARTCC Communications, GEN 3.3-2
ARTCC Radio Frequency Outage, GEN 3.3-3
Air Traffic Clearance. See Clearance
Air Traffic Control, Pilot/Controller Roles and
Responsibilities, ENR 1.1-59
Aircraft
Lights, Use of, ENR 1.1-22
Unmanned, ENR 5.7-2
Aircraft Suffixes, ENR 1.10-7
Airport
Aircraft Arresting Devices, AD 1.1-18
Airport Advisory/Information Services,
ENR_1.4-10
Fees and Charges, GEN 4.1-1
Fire Fighting Requirements, AD 1.1-3
Local Airport Advisory (LAA), GEN 3.3-8
Operations, ENR 1.1-1
Exiting the Runway after Landing, ENR 1.1-18
VFR Flights in Terminal Areas, ENR 1.1-13
Low Level Wind Shear/Microburst Detection
Systems, ENR 1.1-8
Signals, Hand, ENR 1.1-18
Taxiing, ENR 1.1-10
Traffic Pattern, ENR 1.1-1, ENR 1.1-2,
ENR_1.1-6
With Operating Control Tower, ENR 1.1-1
Without Operating Control Tower, GEN 3.3-7,
GEN 3.3-16, ENR 1.1-6
Remote Airport Advisory (RAA), GEN 3.3-8,
ENR 1.4-10
Remote Airport Information Service (RAIS),
GEN 3.3-8, ENR 1.4-11
Reservations Procedures, GEN 3.3-14
High Density Airports, GEN 3.3-14
Using Enhanced Computer Voice Reservation
System (e-CVRS), GEN 3.3-14
Airport Lighting, AD 1.1-4
Airport Beacons, AD 1.1-8, AD 1.1-9
Approach Light Systems, AD 1.1-4
Obstruction Lighting, AD 1.1-9
Pilot-controlled Lighting, AD 1.1-6
Precision Approach Path Indicator (PAPI),
AD_1.1-4
Runway Lighting, AD 1.1-5
Taxiway Lighting, AD 1.1-8
Visual Approach Slope Indicator (VASI),
AD_1.1-4
Airport Markings, AD 1.1-11
Colors, AD 1.1-11
Holding Position Markings, AD 1.1-14
Other Markings, AD 1.1-15
Nonmovement Area Boundary Markings,
AD_1.1-15
Temporarily Closed Runways and Taxiways,
AD_1.1-16
VOR Checkpoint Markings, AD 1.1-15
Runway Markings, AD 1.1-11
Taxiway Markings, AD 1.1-13
Airport Operations
Intersection Takeoffs, ENR 1.1-12
Land and Hold Short , ENR 1.1-15
Airport Signs, AD 1.1-16
Destination Signs, AD 1.1-18
Direction Signs, AD 1.1-17
Information Signs, AD 1.1-18
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United States of America
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Federal Aviation Administration Nineteenth Edition
Location Signs, AD 1.1-17
ILS Critical Area Boundary Sign, AD 1.1-17
Runway Boundary Sign, AD 1.1-17
Runway Location Sign, AD 1.1-17
Taxiway Location Sign, AD 1.1-17
Mandatory Instruction Signs, AD 1.1-16
ILS Critical Area Holding Position Sign,
AD_1.1-17
No Entry Sign, AD 1.1-17
Runway Approach Area Holding Position Sign,
AD 1.1-17
Runway Holding Position Sign, AD 1.1-16
Runway Distance Remaining Signs, AD 1.1-18
Airport Surface Detection Equipment - Model X
(ASDE-X), ENR 1.1-39
Airport Use, AD 1.1-1
See also Airport, Reservations Procedures
Airports, Designated To Serve International
Operations, AD 2-1, AD 2-1
Diagrams of, AD 2-3, AD 2-3
Airspace, ENR 1.4-1
Classes, ENR 1.4-1, ENR 1.4-3, ENR 1.4-4
Controlled, ENR 1.4-3
IFR Requirements, ENR 1.4-3
VFR Requirements, ENR 1.4-3
Operating Rules and Requirements,
ENR_1.4-4, ENR 1.4-6, ENR 1.4-8,
ENR_1.4-9
Radar Vectors in, ENR 1.1-62, ENR 3.5-2
Speed Adjustments in, ENR 1.1-62
VFR Corridors, ENR 1.4-11
VFR Transition Routes, ENR 1.4-12
Flights Over Charted U.S. Wildlife Refuges, Parks
and Forest Service Areas, ENR 5.6-2
National Security Area, ENR 5.1-2
Obstructions to Flight. See Flight Hazards,
Potential
Parachute Jump Aircraft Operations, ENR 5.1-4
Special Use, ENR 5.1-1
Alert Areas, ENR 5.2-1
Controlled Firing Areas, ENR 5.2-1
Military Operations Area (MOA), ENR 5.2-1
Military Training Routes, ENR 5.2-1
Prohibited Areas, ENR 5.1-1
Restricted Areas, ENR 5.1-1
Warning Areas, ENR 5.1-2
Temporary Flight Restriction, ENR 5.1-2
Terminal Radar Service Area, ENR 1.1-57
Terminal Radar Service Area (TRSA),
ENR_1.4-12
VFR Flyways, ENR 1.4-11
VFR Routes, Published, ENR 1.4-11
VFR Weather Minimums, ENR 1.4-2
Airways and Route Systems. See Navigation
Altimeter Setting Procedures, ENR 1.7-1
Altitude
Mandatory, ENR 1.5-20
Maximum, ENR 1.5-20
Minimum, ENR 1.5-20
ANP. See Actual Navigation Performance
Approach Control Service for VFR Arriving
Aircraft, GEN 3.3-7
Approaches, ENR 1.5-7, ENR 1.5-40
Approach and Landing Minimums, ENR 1.5-14
Approach Clearance, ENR 1.5-10
Contact Approach, ENR 1.1-60
Differences between ILS and ILS/PRM
Approaches, ENR 1.5-52
ILS Minimums, ENR 4.1-8
ILS/MLS Approaches to Parallel Runways,
ENR_1.5-42, ENR 1.5-44, ENR 1.5-45
Instrument Approach, ENR 1.1-61
Instrument Approach Procedure Charts,
ENR_1.5-18
See also Aeronautical Charts
Minimum Vectoring Altitudes, ENR 1.5-33
Missed Approach, ENR 1.1-61, ENR 1.5-56
Missed Approach, GPS, ENR 4.1-33
Monitoring of Instrument Approaches,
ENR_1.5-41
No-Gyro Approach, ENR 1.5-41
Overhead Approach Maneuver, ENR 1.5-60
Practice Instrument Approaches, ENR 1.1-13
Precision Approach, ENR 1.5-40
Side-step Maneuver, ENR 1.5-14
Simultaneous Close Parallel ILS PRM
Approaches, ENR 1.5-47
Simultaneous Converging Instrument Approaches,
ENR 1.5-53
Surveillance Approach, ENR 1.5-40
Timed Approaches From a Holding Fix,
ENR_1.5-53
Vertical Descent Angle (VDA), ENR 1.5-34
Visual, ENR 1.1-63
Visual Descent Points, ENR 1.5-33, ENR 1.5-55
Area Navigation (RNAV), ENR 1.18-1,
ENR_4.1-39, ENR 4.1-41
Area Navigation (RNAV) Routes, ENR 3.3-1
Area Navigation (RNAV) Standard Terminal Arrival
(STAR), ENR 1.5-8
ARFF (Aircraft Rescue and Fire Fighting)
Emergency Hand Signals, GEN 3.7-1
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Federal Aviation Administration Nineteenth Edition
ARFF (Aircraft Rescue and Fire Fighting) Radio
Call Sign, GEN 3.7-1
ARTCC. See Air Route Traffic Control Center
(ARTCC)
Attitude Heading Reference System (AHRS),
ENR_4.1-22
Automated Terminal Information Service (ATIS).
See Meteorological Services
Automated Weather Observation System (AWOS) .
See AWOS
Automated Weather Sensor System (AWSS),
GEN_3.5-26
Automatic Flight Information Service (AFIS) -
Alaska FSSs Only. See AFIS
Aviation Safety Reporting Program, ENR 1.16-1
B
Bird Activity, ENR 5.6-1
Reporting Bird and Other Wildlife Activities,
ENR 5.6-1
Reporting Bird Strikes, ENR 5.6-1
C
Call Signs
Aircraft, GEN 3.4-6
Ground Station, GEN 3.4-8
Charts. See Aeronautical Charts
Class C Airspace, Outer Area, ENR 1.4-6
Clearance
Adherence to, ENR 1.1-27
Air Traffic Control, ENR 1.1-23
Amended, ENR 1.1-24
Clearance Items, ENR 1.1-23
Pilot Responsibilities, ENR 1.1-26
Special VFR, ENR 1.1-25
VFR-On-Top, ENR 1.1-26
VFR/IFR Flights, ENR 1.1-27
CNF. See Computer Navigation Fix
Collision Avoidance, ENR 1.15-7
Common Traffic Advisory Frequency (CTAF). See
Radio Communications
Communications. See Radio Communications
Computer Navigation Fix (CNF), ENR 4.1-30
Controlled Airspace. See Airspace, Controlled
Conversion Tables, GEN 2.6-1
Cruising Altitudes, ENR 1.4-2, ENR 1.4-10
Customs. See U.S. Customs
D
Density Altitude. See Flight Hazards, Potential
Departure Control, ENR 1.5-63
Abbreviated IFR Departure Clearance
Procedures, ENR 1.5-64
Departure Procedures, ENR 1.5-61
See also Global Positioning System (GPS)
Clearance Void Times, ENR 1.5-63
Departure Restrictions, ENR 1.5-61,
ENR_1.5-62
Hold for Release, ENR 1.5-63
Instrument Departure Procedures (DP),
ENR_1.5-65
Pre-Taxi Clearance Procedures, ENR 1.5-61
Release Times, ENR 1.5-63
Taxi Clearance, ENR 1.5-61
Departure, Instrument, ENR 1.1-65
Differences From ICAO Standards, Recommended
Practices and Procedures, GEN 1.7-1
Discrete Emergency Frequency, GEN 3.7-1
DUATS. See Meteorological Services
E
ELT. See Emergency Locator Transmitters
Emergency
Aircraft Rescue and Fire Fighting
Communications, GEN 3.7-1
Aircraft, Overdue, GEN 3.6-5
Body Signals, GEN 3.6-6
Direction Finding Instrument Approach
Procedure, GEN 3.6-14
Distress and Urgency Communications,
GEN_3.6-12
Ditching Procedures, GEN 3.6-15
Fuel Dumping, GEN 3.6-19
Obtaining Assistance, GEN 3.6-13
VFR Search and Rescue Protection, GEN 3.6-5
Emergency Locator Transmitters, GEN 3.6-2
EPE. See Estimate of Position Error
Estimate of Position Error (EPE), ENR 4.1-40
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Federal Aviation Administration Nineteenth Edition
F
Fees and Charges. See Airport
Final Guard, ENR 1.4-10
FIS. See Flight Information Services
Flight Hazards, Potential, ENR 5.7-1
Density Altitude, ENR 5.7-4
Laser Operations, ENR 5.7-10
Mountain Flying, ENR 5.7-3
Mountain Wave, ENR 5.7-5
Obstructions, ENR 5.7-1
VFR in Congested Area, ENR 5.7-1
Flight Information Services, GEN 3.5-21
Flight Management System (FMS), ENR 1.18-3
Flight Management System Procedures, ENR 1.5-8
Flight Plan, ENR 1.10-1
Aircraft Suffixes, ENR 1.10-7
Airways/Jet Routes Depiction, ENR 1.10-9
Area Navigation (RNAV), ENR 1.10-10
Canceling, ENR 1.10-14
Change, ENR 1.10-14
