Airport and Runway Markings and Lighting

Transcription

1 Airport and Runway Markings and Lighting Runway Markings Reference: AIM Runway designation markings are runway numbers and letters that 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. Runway centerline markings identify the center of the runway and provides alignment guidance. Runway aiming point markings serve 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 from the landing threshold. Runway touchdown zone markers identify the touchdown zone for landing operations and are coded to provide distance information in 500 increments. These markings consist of groups of one, two, and three rectangular bars symmetrically arranged in pairs about the runway centerline. For runways having touchdown zone markings on both ends, those pairs of markings which extend to within 900 of the midpoint between the thresholds are eliminated. Runway side stripe markings consist of continuous white stripes located on each side of the runway used to delineate the edges of the runway. They provide a visual contrast between runway and the abutting terrain or shoulders. Runway shoulder markings are solid yellow stripes that are used when needed to identify pavement areas contiguous to the runway sides that are not intended for use by aircraft. Runway threshold markings come in two configurations. They either consist of eight longitudinal stripes of uniform dimensions disposed symmetrically about the runway centerline, or the number of stripes is related to the runway width. A threshold marking helps identify the beginning of the runway that is available for landing. Demarcation bars delineate displaced runway thresholds from unusable pavement such as blast pads, stopways,or taxiways that precede the threshold. A demarcation bar is 3 wide and yellow, since it is not located on the runway. Chevrons show pavement areas aligned with the runway that are unusable for landing, takeoff, and taxiing. Chevrons are yellow. Runway threshold bars delineate the beginning of runways when a threshold has been relocated or displaced. A threshold bar is 10 in width and extends across the width of the runway. Taxiway Markings Reference: AIM My CFI Book Page: H-1

2 Normal taxiway centerline markings are a single continuous yellow line, 6 to 12 inches 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. Enhanced taxiway centerline markings are used at s mostly at larger commercial service airports. 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 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. Taxiway edge markings are used to define the edge of the taxiway. They are primarily used when the taxiway edge does not correspond with the edge of the pavement. There are two types of markings depending upon whether the aircraft is supposed to cross the taxiway edge. Taxi shoulder markings are yellow stripes that are used 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. 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. Surface painted taxiway direction signs have a yellow background with a black inscription, and are provided when it is not possible to provide taxiway direction signs at intersections, or when necessary to supplement such signs. These markings are located adjacent to the centerline with signs indicating turns to the left being on the left side of the taxiway centerline and signs indicating turns to the right being on the right side of the centerline. Holding Position Markings Reference: AIM Runway holding position 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 6 or 12 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: Runway holding position markings on taxiways identify locations 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. Runway holding position markings on runways are installed only if the runway is used by ATC for land, hold short operations or taxiing operations. They 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. Runway holding position markings on taxiways located in runway approach areas 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. They are 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. Page: H-2

3 Holding position markings for instrument landing system (ILS) critical areas consist of two yellow solid lines spaced 2 apart connected by pairs of solid lines spaced 10 apart extending across the width of the taxiway. When the ILS critical area is being protected, the pilot should stop so no part of the aircraft extends beyond the holding position marking. Holding position markings for taxiway/taxiway intersections consist of a single dashed line extending across the width of the taxiway. Surface painted holding position signs have a red background with a white inscription and supplement the signs located at holding positions. These type of markings are normally used where the width of the holding position on the taxiway is greater than 200. It is located to the left side of the taxiway centerline on the holding side and prior to the holding position marking. Other Airport Markings 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. VOR Receiver checkpoint markings allow the pilot to check aircraft instruments with NAVAID 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. Nonmovement area boundary markings delineate the movement area, an area under air traffic control. These markings consist of two yellow lines (one solid and one dashed) 6 inches in width. The solid line is located on the nonmovement area side (not under ATC control). The dashed yellow line is located on the movement area side (ATC controlled). Permanently closed runways and taxiways have their lighting circuits disconnected and the runway threshold, runway designation, and touchdown markings are obliterated. Yellow crosses are placed at each end of the runway and at 1,000 foot intervals. Temporarily closed runways and taxiways can be identified by crosses are placed on each end of the runway. The crosses are yellow in color. My CFI Book Page: H-3

4 Helicopter landing areas 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. Airport Signs Mandatory instruction signs have a red background with a white inscription. Typical mandatory signs and applications are: Runway holding position signs; Runway approach area holding position signs; ILS critical area holding position signs; and No entry signs. Location signs are black with yellow inscription and a yellow border and do not have arrows. Typical applications are: Taxiway location signs; Runway location signs; Runway boundary signs; and ILS critical area boundary signs. Direction signs have a yellow background with a black inscription. The inscription identifies the designation(s) of the intersecting taxiway(s) leading out of the intersection that a pilot would normally be expected to turn onto or hold short of. Each designation is accompanied by an arrow indicating the direction of the turn. 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. Destinations commonly shown on these types of signs include runways, aprons, terminals, military areas, civil aviation areas, cargo areas, international areas, and FBOs. Information signs have a yellow background with black inscription. These signs 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 of these signs. Runway distance remaining signs have a black background with a white numeral inscription and may be installed along one or both side(s) of the runway. The number on the signs indicates the distance (in thousands of feet) of landing runway remaining. Page: H-4

5 Approach Lighting Systems Approach lighting systems (ALS) provide the basic means to transition from instrument flight to visual flight for landing. Operational requirements dictate the sophistication and configuration of the approach light system for a particular runway. ALS are a configuration of signal lights starting at the landing threshold and extending into the approach area to a distance of 2,400 to 3,000 for precision instrument runways and 1,400 to 1,500 for non-precision instrument runways. Some systems include sequenced flashing lights which appear to the pilot as a ball of light traveling towards the runway at high speed (twice a second). Decision bars, also called roll bars, are a set of horizontal white lights located in some approach light configurations 1,000 from the threshold and serve as a visible horizon to ease the transition from instrument flight to visual flight. They aircraft should be approximately 100 AGL at this point. Sequence Flashing Lights and Runway Alignment Indicator Lights In configurations featuring sequenced flashing (SF) lights, they usually flash at a speed of two consecutive sequences per second, beginning with the light most distant from the runway and ending at the decision bar. They are sometimes called the rabbit. Runway alignment indicator lights (RAIL) are similar to SF lights, except that they always end where the white approach lights begin. They are installed only in combination with other light systems. SF lights and RAIL do not extend past the decision bar to avoid distracting the pilot. Types of Approach Light Systems Approach Lighting System with Sequenced Flashing Lights (ALSF-1) provides visual information for Category I instrument approaches. It features red terminating bars located on either side of the centerline and 200 from the end of the runway. Located closer to the runway is another set of red lights called wing bars. High Intensity Approach Lighting System with Sequenced Flashing Lights (ALSF-2) provides visual information for Category II and III instrument approaches. The lights extend into the approach area a distance of 2,400. Strobe lights flash in sequence starting with the strobe farthest from the runway and ending with the strobe closest to the runway threshold. The lights are spaced at 100 foot intervals from the runway threshold outward to 2,400. My CFI Book Page: H-5

6 ALSF-2 features red side row bars. These are two sets of three red lights on either side of centerline and extend out 1,000 from the runway. They are inline with the runway touchdown zone (TDZ) lights. Note: When using the approach lights (ALSF-1or ALSF-2) as the only visual reference, descent below 100 above TDZE is not authorized until the side row bars or the termination bars are in view (Reference: 14 CFR Part ). Simplified Short Approach Light System with Sequenced Flashing Lights (SSALF) is the same as SSALR but utilizes instead uses sequenced flashing lights. Simplified Short Approach Lighting System with Runway Alignment Indicator Lights (SSALR) is the same configuration as MALSR, but SSALR is combined with a Category II ALSF-2 and is utilized when Category I conditions exist. SSALR is a more economical mode than ALSF-2. Medium Approach Light System with Runway Alignment Indicator Lights (MALSR) is the FAA standard for Category I precision instrument approach runways. Medium Intensity Approach Light System with Sequenced Flashing Lights (MALSF) is a simple, economy type system equipped with three sequenced flashers at locations where approach area identification problems exist. Runway Lead-in Light System (RLLS) consists of one or more series of flashing lights installed at or near ground level that provides positive visual guidance along an approach path, either curving or straight, where special problems exist with hazardous terrain, obstructions, or noise abatement procedures. RLLS can be used in conjunction with other lighting systems. Note: The Canarsie approach to runway 13L at KJFK uses RLLS. Page: H-6

7 Omni-directional Approach Lighting System (ODALS) is a configuration of seven omni-directional sequenced flashing lights located in the runway approach area. The ODALS provides circling, offset, and straight-in visual guidance for nonprecision approach runways. Visual Glideslope Indicators Visual Approach Slope Indicator The visual approach slope indicator (VASI) is a system of lights arranged to provide a visual descent path to a runway. These lights are visible from 3 to 5 miles during the day and 20 miles or more at night. The visual descent path of the VASI provides safe obstruction clearance within plus or minus 10 of the extended runway centerline and to 4 NM from the runway threshold. Descent using the VASI should not be initiated until the aircraft is visually aligned with the extended runway centerline. Two-bar VASI installations provide one visual glide path which is normally set at 3. Three-bar VASI installations provide two visual glide paths. The lower glide path is provided by the near and middle bars and is normally set at 3 while the upper glide path, provided by the middle and far bars, is normally 1/4 higher. This higher glide path is intended for use only by high cockpit aircraft to provide a sufficient threshold crossing height. The basic principle of the VASI is that of color differentiation between red and white. Each light unit projects a beam of light having a white segment in the upper part of the beam and red segment in the lower part of the beam. Glide path indications: Below Glide Path: Two white lights On Glide Path: One white light, one red light Above Glide Path: Two white lights An easy way to remember VASI indications: Red over white, you re alright; White over white, you ll fly all night; Red over red, you re dead; and White over red, you ll hit your head (because you re probably inverted). My CFI Book Page: H-7

8 Precision Approach Path Indicator The precision approach path indicator (PAPI) uses light units similar to the VASI but is installed in a single row of either two or four light units. The row of light units is normally installed on the left side of the runway. These systems have an effective visual range of approximately 5 miles during the day and up to 20 miles at night. The visual glide path of the PAPI typically provides safe obstruction clearance within plus or minus 10 of the extended runway centerline and to 3.4 SM from the runway threshold. Descent, using the PAPI, should not be initiated until the aircraft is visually aligned with the runway. Glide path indications: High: Four white lights Slightly High: One red light, three white lights On Glide Path: Two red lights, two white lights Slightly Low: One white light, three red lights Low: Four red lights Tri-Color Systems Tri-color visual approach slope indicators normally consist of a single light unit projecting a three-color visual approach path into the final approach area of the runway. These types of indicators have a useful range of approximately 1/2 to 1 mile during the day and up to 5 miles at night. Glide path indications: Below Glide Path: Red On Glide Path: Green Above Glide Path: Amber Pulsating Systems Pulsating visual approach slope indicators normally consist of a single light unit projecting a two-color visual approach path into the final approach area of the runway upon which the indicator is installed. The pulsating rate increases as the aircraft gets further above or below the desired glide slope. The useful range of the system is approximately 4 miles during the day and up to 10 miles at night. Glide path indications: Below Glide Path: Pulsating Red On Glide Path: Steady White or Alternating Red/White Above Glide Path: Pulsating White Alignment of Elements Systems Alignment of elements systems are installed on some small GA airports and are a low-cost system consisting of painted plywood panels, normally black and white or fluorescent orange. Some of these systems are lighted for night use. The useful range of these systems is approximately 3/4 mile. To use the system the pilot positions the aircraft so the elements are in alignment. Page: H-8

9 Airport Lighting Runway End Identifier Lights The primary function of the runway end identifier lights (REIL) is to provide rapid and positive identification of the end of a runway. The system consists of two synchronized flashing lights, uni-directional or omnidirectional, one on each side of the runway landing threshold. The uni-directional flashing lights face the approach area. The flashing feature of the lights provides an attracting characteristic, making the REIL effective for identification of a runway surrounded by a preponderance of other lighting or lacking contrast with surrounding terrain. Runway Edge Light Systems Runway edge lights are used to outline the edges of runways during periods of darkness or restricted visibility conditions. These light systems are classified according to the intensity or brightness they are capable of producing: high intensity runway lights (HIRL), medium intensity runway lights (MIRL), and low intensity runway lights (LIRL). The HIRL and MIRL systems have variable intensity controls, whereas the LIRL s normally have one intensity setting. Runway edge lights are white, except on instrument runways yellow replaces white on the last 2,000 or half the runway length, whichever is less, to form a caution zone for landings. The lights marking the ends of the runway emit red light toward the runway to indicate the end of runway to a departing aircraft and emit green outward from the runway end to indicate the threshold to landing aircraft. In-Runway Lighting Runway centerline lights (RCLS) are installed on some precision approach runways to facilitate landing under adverse visibility conditions. They are located along the runway centerline and are spaced at 50-foot intervals. When viewed from the landing threshold, the runway centerline lights are white until the last 3,000 of the runway. The white lights begin to alternate with red for the next 2,000, and for the last 1,000 of the runway, all centerline lights are red. Touchdown zone lights (TDZL) are installed on some precision approach runways to indicate the touchdown zone when landing under adverse visibility conditions. They consist of two rows of transverse light bars disposed symmetrically about the runway centerline. The system consists of steady-burning white lights which start 100 beyond the landing threshold and extend to 3,000 beyond the landing threshold or to the midpoint of the runway, whichever is less. Taxiway lead-off lights extend from the runway centerline to a point on an exit taxiway to expedite movement of aircraft from the runway. These lights alternate green and yellow from the runway centerline to the runway holding position or the ILS critical area, as appropriate. Land and hold short lights are used to indicate the hold short point on certain runways which are approved for Land and Hold Short Operations (LAHSO). Land and hold short lights consist of a row of pulsing white lights installed across the runway at the hold short point. Where installed, the lights will be on anytime LAHSO is in effect. Airport Beacons Airport and heliport beacons have a vertical light distribution to make them most effective from 1 to 10 above the horizon, but they can be seen well above and below this peak spread. The beacon may be an omni-directional capacitor-discharge device, or it may rotate at a constant speed which produces the visual effect of flashes at regular intervals. My CFI Book Page: H-9

10 The total numbers of beacon flashes are: Airports: 24 to 30 per minute Heliports: 30 to 45 per minute Beacon colors and combinations: White and Green: Lighted land airport White and Yellow: Lighted water airport Green, Yellow, and White: Lighted heliport White (Dual Flashes) and Green: Military airport Beacon Operation during Daylight Hours In Class B, Class C, Class D and Class E surface areas, operation of the airport beacon during the hours of daylight often indicates that the ground visibility is less than 3 SM and/or the ceiling is less than 1,000. An ATC clearance in accordance with 14 CFR Part 91 is required for landing, takeoff, and flight in the traffic pattern. There is no regulatory requirement for daylight beacon operation. Pilots should not rely solely on the operation of the airport beacon to indicate if weather conditions are IFR or VFR. Control of Airport Lighting Airport lighting is controlled by ATC at towered airports. At nontowered airports, the lights may be on a timer, or where an FSS is located at an airport, the FSS personnel may control the lighting. A pilot may request various light systems be turned on or off and also request a specified intensity, if available, from ATC or FSS personnel. At selected nontowered airports, the pilot may control the lighting by using the radio. This is done by selecting a specified frequency and clicking the radio microphone. Radio Controlled Runway Lighting Key Mike Function Hot Spots 7 times within 5 seconds Highest intensity available 5 times within 5 seconds Medium or lower intensity (lower REIL or REIL off) 3 times within 5 seconds Lowest intensity available (lower REIL or REIL off) An airport hot spot is typically a complex or confusing taxiway/taxiway or taxiway/runway intersection. This area of increased risk has either a history of, or potential for, runway incursions or surface incidents due to a variety of causes including airport layout, traffic flow, airport marking, signage, and lighting. Hot spots are depicted on airport diagrams as open circles or polygons designated as HS 1, HS 2, etcetera. They will remain charted until the increased risk has been reduced or eliminated. Aircraft Detection and Control Systems Airport Surface Detection Equipment-Model X (ASDE-X) and Advanced Surface Movement Guidance and Control System (A-SMGCS) are installed at various airports to allow controllers to determine the position and identification of aircraft on the airport movement area. The data that these systems use comes from surface movement radar and aircraft transponders. Page: H-10

11 Low Visibility Operations Surface Movement Guidance and Control System Reference: AC , AC 150/ The Low Visibility Operations Surface Movement Guidance and Control System (LVOSMGCS, pronounced LVO SMIGS ), was developed to facilitate the safe movement of aircraft and vehicles at airports where scheduled air carriers conduct low-visibility operations, those that occur when the runway visible range (RVR) is below It provides enhancement of taxiway and runway signs, markings, and lighting, as well as the creation of visual aid diagrams. Part 121 and 135 operators, are required to comply with LVOSMGCS plans when implemented at their specific airport. Part 91 operators should follow the guidance to the maximum extent possible and expect follow-me assistance to and from the runway environment. Anyone operating in conjunction with the LVOSMGCS plan must have a copy of the Low Visibility Taxi Route Chart for their given airport as these charts outline the taxi routes and other detailed information concerning low visibility operations. Note: LVOSMGCS is also known as the Surface Movement Guidance and Control System (SMGCS). Components Note: The components used and the installed locations can sometimes vary at the discretion of the airport operator. Stop bar lights consist of a row of red, unidirectional, elevated and in-pavement lights placed at the ILS critical area. They may be operated automatically or controlled by ATC. Runway guard lights are installed at taxiways that provide access to an active runway. They consist of elevated or inpavement, alternately flashing yellow lights that identify the location of a runway holding position marking. Elevated guard lights are sometimes referred to as wig-wag lights because they blink on and off in an alternating fashion. Taxiway centerline lead-on lights consist of alternating green/yellow in-pavement lights used to guide traffic onto the runway. They extend from the stop bar lights, through the ILS critical, and onto the runway. Clearance bar lights consist of three yellow in-pavement lights used to denote holding positions for aircraft and vehicles. When used for hold points, they are co-located with geographic position markings. Geographic position markings are located at points along low visibility taxi routes and can act as hold points or for position reporting. They are comprised of an outer black ring with a pink circle in the middle. Either a number or a number and letter is positioned in the center of the pink circle. These markings are positioned to the left of the taxiway centerline in the direction of taxiing. The number in the marking corresponds to the position of the marking on the route. Runway Status Lights Reference: AIM 2-1-6, AC 150/ The Runway Status Lights (RWSL) system is a fully automated, advisory system designed to reduce runway incursions. It processes information from surveillance systems, such as ASDE-X, and alerts pilots of potential conflict by illuminating the appropriate lighting. My CFI Book Page: H-11

12 The RWSL system provides a reinforcement of controller guidance. It does not substitute for a verbal ATC clearance. If ATC gives a clearance and the RELs or THLs remain illuminated, pilots should not proceed, but advise ATC that they are holding for red lights. Components Runway Entrance Lights (REL) are in-pavement, red lights located along the taxiway centerline. They are focused toward the pilot at the hold line. When activated, the lights indicate that there is high speed traffic on the runway or there is an aircraft on final approach within the activation area. Takeoff Hold Lights (THL) consist of a double-row of in-pavement, red lights aligned on either side of the runway centerline lighting. They are focused toward the line up and wait point. THLs will illuminate for an aircraft in position for departure or departing when there is another aircraft or vehicle on the runway or about to enter the runway. Once that aircraft or vehicle exits the runway, the THLs extinguish. Page: H-12