Technical Subjects: Airport Signs, Markings, and Lighting

Airport Signs, Markings, and Lighting

Runway Markings
Reference: AIM 2-3-3

Runway designation markings are numbers and letters that identify a runway. The number is determined from the approach
direction. It is based on the magnetic heading of the runway centerline. 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 provide alignment guidance to aircraft during takeoff and
landing. The stripes are 120′ in length with 80′ gaps.
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.
The markings are 100′ to 150′ in length depending on the runway length.
Runway touchdown zone markers identify the touchdown zone for landing operations. They 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.
Runway side stripe markings consist of continuous white stripes located on each side of the runway. They are used to
provide a visual contrast between runway pavement and the ground.
Runway shoulder markings consist of continuous yellow stripes that are used when needed to identify pavement next to the
runway that is not intended for use by aircraft.
Runway threshold markings identify the beginning of the runway that is available for landing. They consist of longitudinal
stripes of uniform dimensions disposed symmetrically about the runway centerline. The number of stripes is related to the
runway width.
Demarcation bars delineate displaced runway thresholds from unusable pavement such as blast pads, stopways, or
taxiways that precede the threshold. A demarcation bar is yellow since it is not located on the runway.
Chevrons are yellow markings aligned with the runway that show pavement areas that are unusable for landing, takeoff, and
taxiing.
Runway threshold bars delineate the beginning of runways when a threshold has been relocated or displaced.

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Taxiway Markings
Reference: AIM 2-3-4

Normal taxiway centerline markings are a single continuous

yellow line. 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 larger
airports to warn pilots that they are approaching a runway
holding position marking. These markings consist of two
parallel, yellow-dashed lines located on either side of the
normal taxiway centerline beginning approximately 150′ before a runway holding position marking.
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. They normally consist of continuous double yellow lines. Dashed lines are used
when the adjoining pavement is intended to be used by aircraft (e.g., a ramp).
Taxiway shoulder markings are yellow stripes that are used where conditions exist such as taxiway curves that may cause
confusion as to which side of the edge stripe is for use by aircraft. A taxiway shoulder is not intended for use by aircraft.
Surface painted taxiway direction signs 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 2-3-5

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, extending across the width of the taxiway or runway. The solid lines are
always on the side where the aircraft is to hold.

Note: If a marking pattern consists of two or more lines, some of which are solid and some of which are dashed, it is permissible to cross from the
dashed side to the solid side.

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. ATC notifies pilots when to hold short of a runway approach or
departure area.

Example Clearance: “Hold short of Runway 32 approach area.”

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Technical Subjects: Airport Signs, Markings, and Lighting

Holding position markings for instrument landing system (ILS) critical areas consist of two solid yellow lines (horizontal)
connected by pairs of solid lines (vertical) extending across the width of the taxiway. ATC notifies pilots when to hold short
of an ILS critical area.

Holding position markings for taxiway/taxiway intersections consist of a single, yellow 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

Reference: AIM 2-3-6

Vehicle roadway markings are used when necessary to define a pathway for vehicle operations on or crossing areas that are
also intended for aircraft. Zipper markings delineate the edges of the vehicle roadway. In lieu of the dashed lines, solid white
lines may be used.

VOR checkpoint markings allow the pilot to check aircraft instruments with NAVAID signals. It consists of a painted circle
with an arrow in the middle that is aligned in the direction of the checkpoint azimuth.

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. 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 painted on 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 and may be

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Technical Subjects: Airport Signs, Markings, and Lighting

Airport Signs
Reference: AIM 2-3-7

Mandatory instruction signs have a red background with a white inscription.

Typical applications are:
• Runway holding position signs
• Runway approach area holding position signs
• ILS critical area holding position signs
• 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
• ILS critical area boundary signs
Direction signs have a yellow background with a black inscription. 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 to a destination. Destinations commonly shown are runways, terminals, cargo
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 radio frequencies and noise abatement procedures.

Runway distance remaining signs have a black background with a white numeral inscription and may be installed along one
or both sides of the runway. The number on the signs indicates the distance, in thousands of feet, of landing runway
remaining.

Approach Lighting Systems

References: AIM 2-1-1, 14 CFR 91.175

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.

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Technical Subjects: Airport Signs, Markings, and Lighting

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, or “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. The 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′.
ALSF-2 features red side row bars. These are two sets of three red lights on either side of the 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.

Simplified Short Approach Light System with Sequenced Flashing Lights (SSALF) is the same as SSALR but utilizes instead
uses sequenced flashing lights.

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Technical Subjects: Airport Signs, Markings, and Lighting

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.
Example: The Canarsie approach to runway 13L at KJFK.

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Technical Subjects: Airport Signs, Markings, and Lighting

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

Reference: AIM 2-1-2

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 3–5 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.
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”
• “White over red, you’ll hit your head” (you’re flying inverted)

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

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Technical Subjects: Airport Signs, Markings, and Lighting

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

Airport Lighting
References: AIM 2-1-3, AIM 2-1-4, AIM 2-1-5

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 omni-
directional, one on each side of the runway landing threshold. The uni-directional flashing
lights face the approach area. The flashing feature provides rapid identification of a
runway surrounded by a preponderance of other lighting or lacking contrast with the
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.

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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.

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

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)

Airport Beacons
Reference: AIM 2-1-10

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.
The total numbers of beacon flashes are:
• Airports: 24–30 per minute
• Heliports: 30–45 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 daylight hours indicates that
the ground visibility is less than 3 SM or the ceiling is less than 1,000′ (unless it was mistakenly left on). 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.

Hot Spots
An airport “hot spot” is typically a complex or confusing taxiway or runway intersections. This area of increased risk has
either a history of or a potential for runway incursions or surface incidents.
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.

Low Visibility Operations Surface Movement Guidance and

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Technical Subjects: Airport Signs, Markings, and Lighting

Control System
References: AIM 2-1-11, AIM 4-3-19, AC 120-57, AC 150/5340-30

The Low Visibility Operations Surface Movement Guidance and Control System (LVO/SMGCS, 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 1200′. 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 LVO/SMGCS plans when implemented at their specific airport. Part
91 operators should follow the plans to the maximum extent possible and expect “follow-me” assistance to and from the
runway environment. Anyone operating in conjunction with the LVO/SMGCS 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.

Components

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. Following an ATC clearance to proceed, the stop bar is turned off and
the taxiway centerline lead-on lights are turned on. Pilots should never cross a red illuminated stop bar, even if an ATC
clearance has been received.
Runway guard lights are installed at taxiways that provide access to an active runway. They consist of elevated or in-
pavement, 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.
Note: The components used and the installed locations can sometimes vary at the discretion of the airport operator.

Airport Surface Detection Equipment

Reference: AIM 4-5-5

Airport surface detection equipment detects aircraft, vehicles, and other objects on the surface of an airport and presents
the information as images to ground and tower controllers. The data can also be provided to an automated Runway Status
Lights system.
Types of systems:
• ASDE-3: Surface Movement Radar (non ADS-B)
• ASDE-X: Airport Surface Detection Equipment-Model X (radar and ADS-B)
• ASSC: Airport Surface Surveillance Capability (radar and ADS-B)

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Data for these systems can come from:

• Surface movement radar
• Sensors located around the airport
• Aircraft transponders
• ADS-B sensors

Runway Status Lights

References: AIM 2-1-6, AC 150/5340-30

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.
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.
When operating at airports with RWSL, pilots must operate with the transponder “On” until arriving at or leaving the parking
area.

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.
Runway Intersection Lights (RIL) have the appearance of THL but are located at runway intersections. They illuminate when
there is a conflict with traffic operating on an intersecting runway. Pilots who observe the red lights should operate according
to their best judgment.
The Final Approach Runway Occupancy Signal (FAROS) is communicated by flashing of the PAPI lights to indicate to a pilot
on an approach that the runway is occupied and that it may be unsafe to land. The pilot must contact by 300′ AGL. If the
PAPI continues to flash, the pilot must execute an immediate “go around” and contact ATC at the earliest possible
opportunity.

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