AIP航行情报汇编

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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.

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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."

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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.

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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.)

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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.)

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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

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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

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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 [References are to page numbers] 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 31 JULY 08 AIP

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United States of America I-2 Federal Aviation Administration Nineteenth Edition [References are to page numbers] 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 31 JULY 08 I-3 AIP United States of America Federal Aviation Administration Nineteenth Edition [References are to page numbers]

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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 31 JULY 08 AIP United States of America I-4 Federal Aviation Administration Nineteenth Edition [References are to page numbers] 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