Ian Kalter

02/06/11

VI.C. Airport and Runway Markings and Lighting______________________________

References:
1. AIM
2. FAA-H-8083-3 (Airplane Flying Handbook)
Objective To gain knowledge of the elements related to the markings and lighting in and
around the airport environment.

Elements 1. Identification of runway and taxiway markings.

2. Identification of runway and taxiway lighting.

Schedule 1. Discuss objectives 02

2. Review material 03
3. Development 20
4. Conclusion 05

Equipment 1. White board and markers

2. AIM

IP’s Actions 1. Discuss lesson objectives

2. Present lecture
3. Ask and answer questions

SP’s Actions 1. Participate in discussion

2. Take notes
3. Ask and respond to questions

Completion This lesson will be complete when SP demonstrates an understanding of the elements
Standards relating to the markings and lighting of the airport environment

VI.C. Airport and Runway Markings and Lighting

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 Ian Kalter
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Instructor’s Notes: Airport and Runway Markings and Lighting___________________

INTRODUCTION:

WHAT? – Runway Marking and Lighting

WHY? – Runway marking and lighting is used for direction and assistance to pilots as well to show
boundaries at night and during low visibility. These elements create a safer airport environment.

OVERVEIW – This lesson will cover the basic elements pertaining to above subject, including:
1. Runway markings
2. Taxiway markings
3. Various other markings
4. Airport signs
5. Airport lighting
6. Approach lighting and glidepath systems
7. Runway lighting
8. Taxiway lighting
9. Obstruction lighting

DEVELOPMENT;

1.) Runway markings

A.) Runway markings vary depending on the type of operations conducted at the airport. Figure 2-3-1
shows a runway, which is approved as a precision instrument approach runway and also shows,
some other common markings. A basic VFR runway may only have centerline markings and
runway numbers. (figure 2-3-2) Since aircraft are all affected by the wind during takeoffs and
landings, runways are laid out according to the local prevailing winds. Runway numbers are in
reference to magnetic north. Some airports have 2 or 3 runways laid out in the same direction.
These are called parallel runways and are distinguished by a letter being added to the runway
number. For example- here in Vero Beach we have 11R and 11L. Places with one more runway
will have “C” as a designator for “centre.”
B.) Another feature of some runways is a displaced threshold. (figures 2-3-3 and 2-3-4) A threshold
may be displaced because of an obstruction near the end of the runway. Although this portion of
the runway is not to be used for landing, it may be available for taxiing, takeoffs or a landing
rollout.
C.) Some airports may have a blast pad/stopway area. The blast pad is an area where a propeller or jet
blast can dissipate without creating a hazard. The stopway area is paved on order to provide space
for an aircraft to decelerate and stop in the event of an aborted takeoff. These area cannot be used
for takeoffs and landings.(figure 2-3-6)

2.) Taxiway markings

A.) Airplanes use taxiways to transition from parking areas to the runway and vice versa.
Taxiways are identified by a continuous yellow centreline stripe. A taxiway may also have
edge markings to define the edges. This is usually done when the taxiway edge does not
correspond with the edge of the pavement. If an edge marking is a continuous line, it is not
meant to be used or crossed by an aircraft. If it is a dashed marking, an aircraft may use that
portion of the pavement. (figure 2-3-9)
B.) Where a taxiway approaches a runway, there may be a holding position marker. These consist of
four yellow lines- two solids and two dashed. (figure 2-3-13 and 2-3-14) The solid lines are where
the aircraft are to hold. At some controlled airports, holding position markings may be found on
the runway. These are used when there are intersecting runways, and ATC issues control
instructions such as “cleared to land—hold short of runway 24.”

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3.) Various other markings

A.) Some of the other markings found on the airport include vehicle roadway markings. These are
used to define a pathway for vehicle crossing areas that are also intended for aircraft use. They
usually consist of a solid white line for the edges and a dashed line to separate lanes. (figure 2-3-6)
B.) A VOR receiver checkpoint consists of a painted circle with an arrow in the middle. (figure 2-3-
20) The arrow is aligned in the direction of the checkpoint azimuth. This allows the pilot to
check their receiver with navigational aid signals.
C.) A non-movement area boundary marking delineates an area under the control of ATC. These
markings are yellow and located on the boundary between movement and non-movement areas. They
normally consist of one solid and one dashed line. (figure 2-3-21)
D.) If a runway has been closed or temporarily closed, the runway threshold, runway designation, and
touchdown markings are obliterated. Yellow crosses are the place on each end of the runway and
at 1000-foot intervals.

4.) Airport signs

A.) Mandatory instruction signs have a red background with a white inscription. They denote an
entrance to a runway, a critical area or a prohibited area. (figure2-3-24)
B.) Location signs are black with yellow inscription and a yellow border and do not have borders.
They are used to ID a taxiway or runway location or ID an ILS critical area. (figure 2-3-30)
C.) Direction signs have a yellow background with black inscription. These ID the designation of the
intersecting taxiways leading out of the intersection. (figure 2-3-35)
D.) Destination signs have a yellow background with black inscription and contain arrows. They
provide information on locating runways, terminals, cargo areas and civil aviation areas. (figure 2-
3-38
E.) Information signs have a yellow background with black inscription. These are used to provide the
pilot with information on areas that cannot be seen from the control tower, applicable radio
frequencies and noise abatement procedures.
F.) Runway distance remaining signs have a black background with white numbers. The numbers
indicate the distance remaining in thousands of feet. (figure 2-3-41)

5.) Airport lighting

A.) Airport beacons help pilots ID an airport at night They operate from dusk till dawn and during
IFR conditions (1000-ft. ceiling and 3 SM visibility). The beacon has a vertical light
distribution to make it most effective from 1 –10 deg. above the horizon. They rotate at a
constant speed and produce the visual effect of flashes at regular intervals. The combination
of light colours indicates the type of airport. (section 2-1-8)
1.)Flashing white and green for civilian land airports
2.)Flashing white and yellow for a water airport
3.)Flashing white, yellow and green for a heliport
4.)Two quick, white flashes followed by a green flash ID’s a military airport

6.) Approach lighting and glidepath systems

A.) ALS provides basic means to transition from instrument to visual flight for landing. They are a
configuration of signal lights starting at the landing thresholds and extending into to the approach
area a distance of 2400-3000 feet for precision runways and 1400-1500 feet for nonprecision
instrument runways. Figure 2-1-1)
B.) VASI (visual approach slope indicator) is the most common visual glidepath system in use. It
provides obstruction clearance within 10 deg. of the runway extended centreline and to 4 NM
from the runway threshold. (figure 2-1-2) It consists of light units arranged in bars. The basic
principle is that of colour differentiation between red and white. Each light beam projects a beam
of light having a white segment in the upper part and a red segment in the lower part of the beam.
The lights are arranged so that the pilot will see the combination of lights shown to indicate below,
on or above the glidepath.

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C.) PAPI (precision approach path indicator) uses light units similar to the VASI but are installed in
single row of either two or four light units. They have an effective range of about 5NM in the day
and about 20NM at night. (figure 2-1-5)

7.) Runway lighting

A.) REIL (runway end identifier lights)(section 2-1-4) are installed at many airports to provide rapid
and positive identification of the approach end of a particular runway. There is a pair of
synchronized flashing lights located laterally on each side of the runway threshold.
B.) Runway edge lights are used to outline the edges at night or during low visibility conditions. They
are classified according to their intensity they are capable of producing (HIRL, MIRL and LIRL).
These lights are white except on instrument runways where amber lights are used on the last 2000
feet or half of the runway, whichever is less. The lights marking the end are red.(section 2-1-4)
C.) In-runway lighting-touchdown zone lights (TDZL), runway centreline lights (RCLS) and taxiway
turnoff lights are installed on some precision runways to facilitate landing under adverse visibility
conditions. RCLS consists of flush centreline lights at 50-foot intervals beginning 75 feet from
the landing threshold. The lights are white until the last 3,000 feet of the runway. The white
lights begin to alternate with red for the next 2,000 feet, and for the last 1,000 feet of the runway,
all centreline lights are red. (section 2-1-5)
D.) Control of airport lighting (section 2-1-6 and 2-1-7) is done by ATC at controlled airports. Pilots
can request lights be turned on or off, or to change the intensity of the lights. At uncontrolled field
or when the tower is not in operation, the pilot can turn on the lights using his mike (on the
appropriate frequency – found in the A/FD.
1.) 7 times within 5 seconds Highest intensity available
2.) 5 times within 5 seconds Medium or lower intensity (lower REIL or REIL off)
3.) 3 times within 5 seconds Lowest intensity (lower REIL or REIL off)

8.) Taxiway lights

A.) Taxiway lights outline the edges of the taxiways and are blue in colour. At many airports, the
edge lights may have variable intensity settings that can be adjusted. Some airports have
taxiway centreline lights, which are green. (section 2-1-9)

9.) Obstruction lights

A.) Obstructions are marked to warn pilots of their presence during daytime and nighttime conditions.
These can be found both off and on an airport.
1.) Red obstruction lights either flash or emit a steady red colour
2.) High intensity white obstruction lights flash with high intensity during daylight and lowered
intensity during the night
3.) Dual lighting is a combination of the two

CONCLUSION:

Direct student to study the AIM

VI.C. Airport and Runway Markings and Lighting

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