Visual Aids

CAP 637

CIVIL AVIATION AUTHORITY, LONDON

VISUAL AIDSHANDBOOK

A compendium ofVisual Aids intended forthe guidance of Pilots

and Personnel engaged inthe handling of aircraft

Acknowledgements

VISUAL AIDS HANDBOOK

This reference document was compiled by Neil Cargill, Head of Policyand Requirements, Aerodrome Standards Department, Civil AviationAuthority, Aviation House, Gatwick, RH6 0YR to whom queries andobservations regarding the technical content should be addressed.

Contributions from the following sources are gratefully acknowledged:

Peter CoxTechnical Committee, British Airline Pilots Association

Anthony (Tony) SmithAll Weather Operations, Defence Research Agency

John HopsonFlight Operations Department, Civil Aviation Authority

Introduction

1 Visual Aids in the form of lighting, surface markings, signs and sig-nals are provided in varying degrees of complexity at all UKlicensed aerodromes and are notified in the appropriate aero-drome entry at AGA 2 and AGA 3 of the AIP.

2 The minimum standards and specifications for installed visual aidsother than Visual Docking Guidance Systems are laid down inCAP 168 Licensing of Aerodromes.

3 The aim of this document is to explain in general terms the pur-pose and significance of those visual aids currently employed atlicensed aerodromes in the UK. Pilots should note that as improve-ments to the design of aerodrome equipment take place, changesto the visual aids illustrated herein will occur from time to time.

4 Readers should note that the precise legal meaning of the Signalsdescribed at Tables A to F of Section 6 herein is to be found atSection IX of the Rules of the Air Regulations (the Rules) and thatwhere any difference between the meanings described herein andthose defined in the Rules is perceived, the meaning defined in theRules shall take precedence.

VISUAL AIDS HANDBOOK

A compendium of Visual Aids intended for the guidance of Pilots andPersonnel engaged in the handling of aircraft.

1. AERONAUTICAL GROUND LIGHTING

CONTENTS

3. SIGNS

2. SURFACE MARKINGS

4. VISUAL DOCKING GUIDANCE SYSTEMS (VDGS)

6. AERODROME SIGNALS

7. APPENDICES

5. OBSTACLE LIGHTING & MARKINGS

1.1 GeneralAeronautical Ground Lighting (AGL) is the generic term used todescribe the various lighting systems that are provided on anaerodrome for the guidance of pilots operating aircraft both atnight and in low visibility conditions. AGL systems vary incomplexity from the basic patterns found at small aerodromesin support of flying training operations, to the more advancedsystems used in support of Category lll ILS procedures. Thefollowing paragraphs outline those systems that have beenaccepted by the CAA as meeting both aerodrome licensing andinternationally agreed requirements.

1.1.1 Civil AerodromesParticulars of AGL, where available at individual aerodromes,are listed in the UK AIP (Air Pilot) at AGA 2, AGA 3 and on theappropriate Instrument Approach Charts. The AGL at licensedaerodromes is inspected at intervals by the CAA. Where alicensed aerodrome does not meet the minimum lightingrequirements, the appropriate aerodrome entry at AGA 2 orAGA 3 will be annotated ‘not licensed for night use’. Lightingat unlicensed aerodromes listed in AGA 3 is neither inspectednor approved by the CAA and may be of a non-standardpattern.

1.1.2 Military AerodromesThe aerodrome lighting systems installed at Military andGovernment aerodromes listed at AGA 3 are not inspected bythe CAA and may differ from those installed at civil aerodromesnotably with respect to approach lighting, as shown at Figs 1band 2. Sodium lamps may be used to supplement approach,threshold and apron lighting.

1.1.3 Colour and Intensity of LightsUnless otherwise indicated, AGL systems emit a steady whitelight. High intensity AGL systems that are provided in supportof low visibility operations normally have facility for theindependent control of brilliancy of each element of thesystem. The intensities are set up by ATC in order to suit local


conditions and a pilot should ask ATC to adjust them if they arefound to be inappropriate.

1.1.4 The performance specification of high intensity lighting isdefined by the need to provide guidance by day in low visibilityconditions; the highest intensity settings are normally used inthese conditions. Lower intensities are normally used by night.

1.1.5 Low intensity systems are provided at those aerodromes atwhich operations are conducted at night but not in lowvisibility conditions; the brilliancy of low intensity systems is notnormally adjustable.

1.2 Aerodrome BeaconAn Aerodrome Beacon would normally be provided at thoseaerodromes that operate at night and where the level ofbackground lighting, the surrounding terrain, the proximity ofother aerodromes or the lack of navigation aids would makethe aerodrome difficult to locate or to identify. There are twotypes of Aerodrome Beacon, the Identification Beacon and theLocation Beacon.

1.2.1 Identification BeaconAn identification beacon flashing a two letter identificationcode in green would normally be provided at an aerodromewhere a number of aerodromes in the same vicinity operate at night and confusion could arise as to identity. Militaryaerodromes are normally equipped with a red identificationbeacon.

1.2.2 Location BeaconA Location Beacon would normally be provided at anaerodrome that is situated well away from other aerodromesand where no confusion could exist as to identity. The signalproduced by a Location Beacon is determined by the amount ofbackground lighting as follows:


(a) White flashing light Where the aerodrome is also situated well away fromareas of high background lighting, the Location Beaconwould display a white flashing light.

(b) Alternately flashing green and white lightWhere the aerodrome is situated in an area where there isa high level of background lighting, such as in the vicinityof a city where a flashing white light would be difficultto see, the Location Beacon would display a green lightflashing alternately with a white light.

1.3 Approach LightingA variety of approach lighting systems, based on the centre lineand cross bar concept, are in use at aerodromes throughout theUK. These systems range from the simple low intensity centreline and cross bar – shown at Fig 1(a) and (b) – intended toserve visual runways at night only, to the more complex CalvertSystem comprising centreline and 5 cross bars (CL5B) – shown atFig 3 and 4 – required for day and night use on ILS equippedrunways. At some aerodromes where, because of high levels ofbackground lighting, the approach lighting is difficult to pickout at distance, strobe lighting may be provided either inaddition to the standard approach lighting or on its own asillustrated at Fig 5. Simple approach lighting systems normallycommence 500m prior to the runway threshold whilst the fullCL5B commences 900m prior to runway threshold. Where,because of the geography of the approach, it is not possible toinstall a full system, a shortened system is employed and theRVR minimum associated with the instrument procedureadjusted accordingly. Approach lighting systems in commonuse outside UK are illustrated at Appendix A. Except wheresupplemented by red side barrettes as described in para 1.3.1below, approach lighting is white in colour.


1.3.1 Supplementary Approach LightingAt those aerodromes where Category II and III ILS approachesare conducted, Supplementary Approach Lighting consisting ofwhite centreline barrettes and two rows of red side barrettes,as shown at Fig 4, is installed in order to provide the pilot withenhanced visual cues over the last 300m of the approach.


HIGH INTENSITY APPROACHAND RUNWAY LIGHTING

INSTALLED AT SOMEGOVERNMENT AND MILITARY

AERODROMES

SIMPLE APPROACH ANDRUNWAY LIGHTING SYSTEM

APAPI

Fig 1a

Fig 1b Fig 2

LOW INTENSITY APPROACHLIGHTING INSTALLED AT SOMEGOVERNMENT AND MILITARY

AERODROMES

NOTE: At certain aerodromes with displaced thresholds, thesupplementary approach lighting is inset into the runway and incertain weather and ambient light conditions the centreline barrettes,at the higher intensity settings, can partially obscure the runwaycentreline lighting to pilots lining up for departure. Pilots experiencingproblems of this nature should ask ATC to adjust the intensity orextinguish the offending system.


Fig 3 Fig 4

APPROACH AND RUNWAYLIGHTING TYPICAL

CAT l SYSTEM SHOWING TAKE-OFF STARTER EXTENSION AND

STOPWAY LIGHTING

YELLOWCAUTION ZONE

STOPWAY

STARTEREXTENSION

RUNWAY END

COLOUR CODEDCENTRELINE

TOUCHDOWNZONE

RUNWAYTHRESHOLDAND WING

BARS

SUPPLEMENTARYAPPROACH

CENTRELINEAND 5 BAR

PAPI

APPROACH AND RUNWAYLIGHTING TYPICAL

CAT ll OR CAT lll SYSTEM


1

2

3

45

6 6

Fig 5

PRE-THRESHOLDAREA NOT

AVAILABLE FORLANDING BUT

AVAILABLE FORTAKE-OFF

NUMBERSINDICATEORDER OF

FLASHSEQUENCE

RUNWAYTHRESHOLDWING BARS

SEQUENCED STROBE APPROACHLIGHTING AND RUNWAY

LIGHTING AS SEEN FROM THEAPPROACH

1.3.2 Precision Approach Path Indicator (PAPI)

1.3.2.1 This aid provides visual approach slope guidance by use of redand white light signals which are interpreted as illustrated atFig 6. The system normally comprises a single row of 4 lightunits except that on those runways without ILS, a 2 unit system(APAPI) may be used. The system is normally installed on theleft side of the runway as seen from the approach. However, atsome aerodromes, additional units are located on the right sidein order to give better roll guidance. At those aerodromeswhere aircraft with short take-off and landing (STOL)characteristics operate regularly, an additional separatelyselected PAPI, set at a steeper approach angle, may beprovided. These STOL units are normally situated on the rightside of the runway and operate only for STOL approaches. ThePAPI signal should not be used beyond 15° either side of therunway centreline. Any additional restrictions placed on the useof a particular installation will be notified under the ‘Warnings’section of the appropriate aerodrome entry in the AIP.

NOTE: Where obstacles located at the extremities of the visual signalpreclude the provision of safe clearance, the appropriate aerodromeentry in AGA 2 or 3 will be annotated to that effect.

1.3.2.2 The Minimum Eye Height over the Threshold (MEHT), which isnotified in AGA 2 or AGA 3, is a reference value, calculatedwith respect to the promulgated approach angle for each PAPI.It is the lowest eye height over the runway threshold at whichan onslope indication will be seen. From examination ofpublished MEHT, it may at first sight appear that for somerunways, adequate wheel clearance at the threshold is notassured for all types of aircraft likely to use those runways.However, a typical eye height achieved in practice whencrossing the threshold following well established ‘on slope’approach would in fact be well above the published MEHTvalue.



ON CORRECT APPROACH PATH

TOO HIGH

Fig 6 TYPICAL PAPI SYSTEM

A B

C

DE

SLIGHTLY HIGH

TOO LOWSLIGHTLY LOW

1.3.2.3 Where used together with ILS, PAPI is located so as to ensure, asfar as is practicable, correlation between the two glide paths.However, such a siting is made on the assumption that thepilot’s eye level is above the ILS glide path receiver aerial, as isthe case with most commercial aircraft. Pilots of aircraft inwhich the ILS aerial is mounted above the level of the pilot’seye (e.g. Shorts 330) may see a PAPI indication ‘slightly low’ (seeFig 6D) when on the ILS glide path.

1.4 Runway LightingAll runways licensed for night use have Edge, Threshold and EndLighting. Centreline and Touchdown Zone Lighting is providedas additional guidance in support of low visibility operations.

1.4.1 Runway Edge Lighting

1.4.1.1 Runway Edge Lighting is normally located along the edges ofthe area declared for use as the runway. However, where a paved surface is wider than the declared runway width, the lights may be located at the edge of the pavement and the declared width delineated by white edge markings as described at para 2.1.1. Edge lighting may be provided either byelevated or by flush fitting lamp fixtures. At some aerodromeswhere elevated runway edge lights are employed, the lightfixtures are located on the grass shoulder beyond the declaredrunway width. Portable battery operated lights or “Gooseneck”paraffin flares may be used in place of fixed lamp fittings atcertain aerodromes where limited operations take place at night.

1.4.1.2 Runway Edge Lighting is white except in the followinginstances:

(a) Caution Zone Lighting On ILS equipped runways without centreline lighting,yellow edge lighting as illustrated at Fig 3, is installed onthe upwind 600m or one third of the lighted runwaylength available, whichever is the less. The yellow ‘cautionzone’ so formed gives a visual warning of the approachingrunway end.


(b) Pre-Threshold LightingWhere a landing threshold is displaced, but the pre-threshold area is available for the take-off run, thelights between the beginning of the runway pavementand the displaced threshold show red from the approach,as illustrated at Fig 7. Pilots taking off in such a situationwould see red edge lights up to the green threshold thenwhite edge lights beyond. Where a starter extension,narrower than its associated runway is provided, blueedge lighting is normally used to mark the edges, asillustrated at Fig 7.

(c) Runway Exit LightingOne or two omni-directional blue lights may replace orsupplement the edge lights in order to indicate an exittaxiway.

(d) Stopway LightingWhere stopway is provided at the end of a runway, thedeclared stopway is delineated by red edge and endlighting as illustrated in Fig 7 showing ONLY in thedirection of landing. A stopway is provided for emergencyuse only and is not normally suitable for routine use.



STOPWAYFOR EMERGENCYOVER-RUN USE ONLY

FULL WIDTH STARTER EXTENSION

RUNWAY EDGELIGHTING (WHITE)

VISIBLE BOTH DIRECTIONS

RUNWAY END LIGHTS

NARROW WIDTH (BLUE)STARTER EXTENSIONNOT AVAILABLE FOR

LANDINGS

VIEW FROM FLIGHTDECKAIRCRAFT ON APPROACHOR LINED UP ON STARTER

EXTENSION

VIEW FROM FLIGHTDECKAIRCRAFT TAXYING OR LANDING IN DIRECTION

SHOWN

VIEW FROM FLIGHTDECKAIRCRAFT TAXYING OR LANDING IN DIRECTION

SHOWN

VIEW FROM FLIGHTDECKAIRCRAFT ON APPROACH OR

LINED UP ON NARROW WIDTH STARTER EXTENSION

Fig 7 RUNWAY EDGE, THRESHOLD AND EDGE LIGHTING

NOT AVAILABLE FORLANDINGS

THRESHOLD LIGHTS

1.4.2 Runway Threshold and Runway End LightingRunway threshold lighting is green and indicates the start ofthe available landing distance. Green threshold wing-bars areprovided at certain aerodromes where there is a need toaccentuate the threshold . Patterns vary from the full thresholdand wingbar lighting shown at Figs 2, 3, 4 and 7 to abbreviatedversions shown at Figs 1, 5 and 7. Runway end lighting is redand marks the extremity of the runway that is available formanoeuvring. Typical layouts are shown at Figs 1 – 5 and 7.Pilots must NOT land before the green threshold lighting norcontinue a landing roll or taxi beyond the red runway endlights.

1.4.3 Runway Centreline LightingHigh intensity centreline lighting is provided in addition toedge lighting on runways equipped for low visibilityoperations. The centreline lighting is colour coded in order towarn a pilot of the approaching end of the runway; whitecentreline lighting extends from the threshold to 900m fromthe runway end, the following 600m is lit with alternate whiteand red lights, and the final 300m lit by red centreline lighting,as shown at Fig 4.

1.4.4 Touchdown Zone LightingOn runways equipped for Category II and III approaches,additional lighting consisting of two rows of white barrettes,as shown at Fig 4, is installed in order to provide textural cuesin the touchdown area. The additional lighting extends fromthe threshold either for 900m or to the midpoint of the runwaywhichever is the lesser distance.

NOTE: The length of the Touchdown Zone lighting (normally 900m)determines the length of the Obstacle Free Zone established to protectCAT II & III approaches below DH and in the event of a baulked landing(‘go around’) after DH. A ‘go around’ initiated beyond the end of theTouchdown Zone lighting is unlikely to be contained within theObstacle Free Zone.


1.5 Taxiway LightingAt those aerodromes equipped for low visibility operations,taxiways are equipped with green centreline lighting, otherwiseblue edge lighting is provided, as shown in Fig 8. Where greencentreline lighting is provided, blue taxiway edge lighting mayalso be installed as additional guidance on sections of taxiwaythat are difficult to negotiate. Where centreline lighting isemployed, green taxiway centreline lighting is provided on therunway prior to an exit taxiway in order to give lead-offguidance. The edges of aprons, turning and holding areas arenormally marked by blue lighting.

NOTE 1: Where centreline lighting is installed on a taxiway leadingonto a runway, the taxiway lighting is curved onto the near side of therunway centreline and pilots should make an appropriate allowancefor any loss of Runway Declared Distance incurred in following the‘lead-on’ lighting whilst lining up for take-off.

NOTE 2: Taxiway centrelines are located so as to provide safeclearance between the largest aircraft that the taxiway is designed toaccommodate and fixed objects such as buildings, aircraft stands etc.,provided that the pilot of the taxiing aircraft keeps the ‘Cockpit’ of the aircraft on the centreline and that aircraft on stands are properlyparked. Taxi Holding Positions are normally located so as to ensureclearance between an aircraft holding and any aircraft passing in frontof the holding aircraft, provided that the holding aircraft is properlypositioned behind the holding position. Clearance to the rear of anyholding aircraft cannot be guaranteed. When following a taxiwayroute, pilots are expected to keep a good lookout, consistent with theprevailing visibility and are responsible for taking all possible measuresto avoid collisions with other aircraft and vehicles.



STOP BAR GUARD LIGHTS

COLOUR CODEDCENTRELINE

CENTRELINE LIGHTING

APRON EDGELIGHTING

TAXIWAY EDGELIGHTING

HIGH SPEED EXITTAXIWAYS COLOURCODED

STOP BAR ON STOP BAR OFF

Fig 8a TAXIWAY LIGHTING

Fig 8b STOPBAR AND LEADING ON LIGHTS

Fig 8c RUNWAY GUARD LIGHTSPattern A

Pattern B

Ptt B

1.5.1 Stop Bars and Lead-on LightsLighted Stop Bars and Lead-on Lights are provided at thoseaerodromes authorised for low visibility operations. A Stop Barconsists of a row of lights spaced equally across the taxiwaynormally at right angles to the centreline and showing redtowards an approaching aircraft. At some aerodromes where,for example, a Stop Bar is located on or close to a bend in thetaxiway route, additional elevated red lights are installedoutboard of each taxiway edge as shown at Fig 8, in order toprovide maximum advanced warning of the Stop Bar location.Stop Bars are normally installed in association with green Lead-on Lights which form part of the taxiway centreline lightingbeyond the Stop Bar. The Lead-on Lights are interlinked withthe Stop Bar so that when the Stop Bar is ‘on’ the greencentreline beyond the Stop Bar is ‘off’ and vice versa. In thisway, the Stop Bar and associated Lead-on Lights act in the samesense as traffic lights and thus pilots should not taxi an aircraftacross a lighted Stop Bar.

1.5.2 Taxiway Guidance SystemAt aerodromes where Category II & III operations take place orwhere ground movement requirements are complex, a taxiwayguidance system may be installed in order to regulate traffic.The system operates by selective switching of the taxiwaycentreline lighting so that individual sections or routes, eachterminating at a lighted Stop Bar, are illuminated in order toshow the way ahead. The Stop Bar is extinguished as the nextsection of taxiway centreline lighting is selected.

1.5.3 Runway Guard LightsOn aerodromes equipped for low visibility operations, allrunway entry points are “protected” by Runway Guard Lights.These are pairs of alternately flashing yellow lights, one pairlocated on each side of the taxiway and provide a warning ofthe close proximity of the runway. Where the taxiway is widerthan normal, an alternative form of Runway Guard Light may beprovided comprising additional pairs of flashing yellow lightsinset into and stretching across the full width of the taxiway.The electrical circuits are so arranged that alternate lights flash


in unison. Runway Guard Lights, often referred to as “WigWags”, are illustrated at Fig 8 (b) and (c).

1.5.4 Colour Coded Taxiway Centreline LightingWhere part of a taxiway equipped with centreline lighting lieswithin the ILS Sensitive Area or is sufficiently close to a runwaythat aircraft on that part of the taxiway would present anobstruction to aircraft landing or taking-off, that part of thetaxiway will be identified by alternate green and yellowcentreline lights, as shown at Fig 8. Pilots should avoid stoppingwith any part of their aircraft in such areas.

1.5.5 Taxiway Intersection LightsAt some aerodromes where multiple intersecting taxiways arenot provided with selective route guidance, Taxiway IntersectionLights may be provided. These lights consist of a row of at least3 steady yellow lights disposed symmetrically about the taxiwaycentreline. Pilots approaching an intersection where these lightsare displayed should give way to crossing traffic unlessotherwise instructed by ATC.

1.5.6 Reflective Taxiway Edge Markers and Centreline StudsOn taxiways that are used infrequently, reflective edge markersor centreline studs may be used instead of taxiway lighting.Edge markers are blue and centreline studs are green.

1.5.7 Unpaved Taxiway RoutesWhere taxiing is confined to specific routes on unpaved areas,the routes may either be edged with blue portable lights laidout as for normal taxiway edge lighting, or be provided withreflective taxiway edge markers. In certain circumstances, apronflood-lighting may be accepted as sufficient illumination ofadjacent taxiways. On grass aerodromes where specific taxiwaysare not provided, the taxiway lighting requirement may be metby portable white lights marking the boundary of themanoeuvring area.


2. SURFACE MARKINGS

2 GeneralSurface Markings are provided on aerodromes in order to assistpilots in identifying certain locations and to provide guidancefor ground movement by day. For the purposes of thisdocument, Surface Markings have been divided into twogroups namely Paved Surface Markings and Unpaved SurfaceMarkings.

2.1 Paved Surface MarkingsPaved Surface Markings are normally produced by theapplication of skid resistant paints or thermo-plastic materialsdirectly onto the pavement. The Markings fall into threecategories namely Paved Runway Markings, Paved TaxiwayMarkings and Paved Apron Markings, all of which are describedin the following paragraphs.

2.1.1 Paved Runway MarkingsPaved Runway Markings are white and those in use ataerodromes in UK are explained below. Illustrations of thevarious markings are given at Fig 9.

(a) Runway Designation MarkingAll paved runways in regular use are identified by aRunway Designation Marking. This marking consists of atwo digit number indicating the magnetic heading of therunway to the nearest 10 degrees. At those aerodromeswith parallel runways where the same magnetic headingapplies to more than one runway, the DesignationMarking will include a letter, such as ‘L’ identifying the leftrunway as seen from the approach, ‘C’ identifying thecentre runway where there are 3 parallel runways or ‘R’for the right runway, as appropriate.

(b) Threshold, Edge and Centreline MarkingsAll paved runways in regular use have centreline andthreshold markings, the latter varying from the runwaydesignation number alone to separate threshold anddesignation markings, according to the classification of

2. SURFACE MARKINGS

the runway. Runway edge marking is normally providedon all ILS equipped runways and those other runwayswhere there is insufficient contrast between the runwayand its shoulders or where the declared runway width isless than the apparent width.

(c) Displaced Threshold MarkingsWhile threshold markings are normally located at thebeginning of the paved runway surface, they may bedisplaced along the runway where, for example, there areobstructions on the approach or where thefirst portion of the pavement is not fully load bearing.Where displacement is of a temporary nature – e.g. toaccommodate runway maintenance – the normalthreshold markings will be obscured and the appropriatedisplaced threshold marking and threshold marker boards,illustrated at Fig 9, put in place in order to mark the newthreshold. Whenever a threshold is displaced, the pre-threshold area will be marked according to its bearingstrength as illustrated at Fig 9 (d) & (e).

(d) Touchdown Zone and Aiming Point All ILS equipped runways and those other runways wherethe touchdown zone is insufficiently conspicuous areprovided with Touchdown Zone and Aiming Pointmarkings as shown at Fig 9 (c). These markings areintended to give added visual texture to the runwaysurface, particularly in conditions of poor visibility; theyalso indicate the optimum touchdown zone on therunway. The apparent distance between the Aiming Pointmarking and the Threshold Marking, as seen from theapproach, is intended to aid pilots in judging their angleof approach.

2. SURFACE MARKINGS

2. SURFACE MARKINGS

Fig 9 PAVED RUNWAY MARKINGS (Not to Scale)

(a) Visual Runways - LDA <1200m

(d) Permanently Displaced ThresholdPre-Threshold Markings

(e) Temporarily Displaced Thresholdand Pre-Threshold Markings

New Threshold

New Threshold

(i) Pre-threshold area of runwayfit for movement of aircraftand available as starterextension for take-off but notavailable for landing

(ii) Pre-threshold area of runwayunfit for movement of aircraft

(i) Pre-threshold area of runwayfit for movement of aircraftand available as starterextension for take-off but notavailable for landing

(ii) Pre-threshold area of runwayunfit for movement of aircraftand unsuitable as stopway

(iii) Pre-threshold area of runwayfit for use as a stopway byaircraft landing in the oppositedirection but not fit for normalmovement of aircraft

(c) Precision Approach Runways

(b) Non Precision Approach Runways, Visual Runways ofLDA >1200m and where Threshold requires emphasis

Runway Designator

Centre Line Marking

Threshold Marking

Edge Marking

Touchdown Zone MarkingsAiming Point Mark

Touchdown Zone Markings

see Table C

2.1.2 Paved Taxiway markingsPaved taxiway markings are yellow in colour and consist ofCentreline, Runway Taxi-Holding Position, Intermediate Taxi-Holding Position, Edge and Information markings all of whichare illustrated at Fig 10 and described below. The direction inwhich the holding instruction implicit in the Runway Taxi-Holding Position Pattern ‘B’ and Intermediate Taxi-HoldingPosition markings applies, is determined by the accompanyingsign described in para 3.1. i.e. – the direction from which thesign face is visible indicates the direction in which the holdingrequirement applies.

(a) Centreline MarkingTaxiway Centreline Marking consists of a single continuousyellow line marking the declared centre of the taxiway.Where a taxiway crosses a runway, the Taxiway CentrelineMarking will indicate the route to be followed but themarking is interrupted as necessary in order toaccommodate the runway markings. Taxiway centrelinesare located so as to provide safe clearance between thelargest aircraft that the taxiway is designed toaccommodate and fixed objects such as buildings, aircraftstands etc., provided that the pilot of the taxiing aircraftkeeps the ‘Cockpit’ of the aircraft on the centreline andthat aircraft on a stand are properly parked. Taxi HoldingPositions are normally located so as to ensure clearancebetween an aircraft holding and any aircraft passing infront of the holding aircraft, provided that the holdingaircraft is properly positioned behind the holding position.Clearance to the rear of any holding aircraft cannot beguaranteed. When following a taxiway route, pilots areexpected to keep a good lookout and are responsible fortaking all possible measures to avoid collisions with otheraircraft and vehicles.

NOTE 1: At runway/taxiway intersections, where the taxiway centrelineis curved onto the nearside of the runway centreline pilots should takeaccount, where appropriate, of any loss of Runway Declared Distancesincurred in following the lead-on line whilst lining up for take-off.

2. SURFACE MARKINGS

NOTE 2: At major aerodromes in the UK, taxiway width is determinedso as to ensure a specified minimum clearance between the taxiwayedge and the main undercarriage outer wheels of the largest aircraftthat the taxiway is designed to accommodate. This minimum wheelclearance is assured in turns provided that the pilot keeps the ’Cockpit’over the taxiway centreline.

2. SURFACE MARKINGS

Fig 10 PAVED TAXIWAY MARKINGS (Not to Scale)

Runway Taxi-Holding Position marking pattern ‘A’ identifying the lastholding position prior to entering runway. Marks visual/CAT I Holdwhere earlier CAT II/III Hold provided. Marks visual/CAT I & CAT II/IIITaxi-Holding Positions where only one Taxi-Holding Position provided.

Runway Taxi-Holding Position markingpattern ‘B’ identifying Category I, II ORIII where a closer visual/CAT ITaxi-Holding Position is provided.

Intermediate Taxi-HoldingPosition markings.

Taxiway edge marking indicates pavedshoulder of bearing strength less than Taxiwayor area beyond mark not intended for aircraft use.

Surfacepainteddirectionmarking

Surface paintedlocation marking Taxiway

centrelinemarking

(b) Runway Taxi-Holding Position (RTHP) MarkingRTHPs are established on each taxiway leading to arunway in order to protect aircraft on take-off andlanding by ensuring that other taxiing aircraft andvehicles are held well clear of the runway and, whereappropriate, outside the ILS Sensitive Area. There are twostyles of RTHP marking both of which are illustrated atFig 10 and described as follows:

(i) Pattern ‘A‘A Pattern ‘A‘ style RTHP marking consists of two solidand two broken lines laid across the entire width ofthe taxiway and normally at right angles to thetaxiway centreline, the broken lines being closer tothe runway (see enlargement 1 Figure 10).

(ii) Pattern ‘B‘A Pattern ‘B‘ style RTHP marking, consists of a ladderstyle mark laid across the entire width of the taxiwayand normally at right angles to the taxiwaycentreline (see enlargement 2 Figure 10).

The last RTHP on a taxiway prior to entering the runway isalways marked by a Pattern ‘A‘ RTHP marking; otherRTHPs, where established on the same taxiway, aremarked by a Pattern ‘B‘ style marking. RTHP markings aresupported by the appropriate RTHP sign as described atpara 3.1.

NOTE: At those aerodromes where an ATC unit is established, pilotsmust not taxi beyond a Taxi-Holding Position marking towards arunway without ATC clearance. Where there is no ATC unit, the Pattern‘A‘ RTHP marking is used to indicate the position where aircraft andvehicles are required to hold whilst conceding right of way to aircraftusing or on approach to the runway.

(c) Intermediate Taxi-Holding Position (ITHP) Marking At those aerodromes where the taxiway layout is complexor involves multiple intersecting taxiways, ITHPs may beestablished in order to protect a priority taxiway route.These holding positions are marked by a single brokenline laid across the entire width of the taxiway and

2. SURFACE MARKINGS

normally at right angles to the taxiway centreline asillustrated in Fig 10 enlargement 3. An ITHP marking issupported by a sign as described at para 3.1.5. Thesemarkings are located so as to provide clearance fromaircraft passing in front of the holding aircraft.

(d) Taxiway Edge MarkingEdge markings as illustrated at Fig 10 enlargement 4, areused where the area beyond the taxiway edge is pavedbut not normally available for use by aircraft.

(e) Information MarkingsInformation Markings, in the form of surface painteddirections, may be employed where the use of a signmight cause an unacceptable obstruction. Examples ofInformation Markings are shown at Fig 10.

NOTE: Upon reaching a Taxi Holding Position identifying a taxiclearance limit, the pilot should stop the aircraft as close as possible tothe Taxi-Hold Position Marking, ensuring that no part of the aircraftprotrudes beyond the marking.

2.1.3 Paved Apron MarkingsApron markings intended for pilot use are yellow in colour.Where markings are provided for the guidance of pilots parking aircraft on stands, the position of the marking isdetermined on the basis that the pilot will endeavour to keepthe aircraft nosewheel (see note to para 2.1.3.2) on the standcentreline. Other colours may be used for markings intendedfor the guidance of service vehicle drivers.

2.1.3.1 Stands Provided with Visual Docking GuidanceAt those airports where visual docking guidance is provided, avariety of different stand layout markings are used. An exampleof the layout and markings used at some airports in the UK isillustrated at Figure 11(a). Visual Docking Guidance Systems(VDGS) are described at Section 4.

2. SURFACE MARKINGS

2. SURFACE MARKINGS

Fig 11a TYPICAL STAND LAYOUT AND MARKINGS

1 Stand2 Pier3 Gate Room4 Airside Road5 Low Bridge6 Jetty7 Equipment Parking Area

8 Tug Area (No Parking)9 No Parking Area10 Interstand Clearway11 Boundary between

Apron and Taxiway12 Stand number and

centreline13 Taxi-lane centreline

1

2

3

45

6

7 78

10

11

12 13

9

2.1.3.2 Self-manoeuvring Stand MarkingsThe aprons of some aerodromes are provided with surfacemarkings intended to assist pilots in taxiing their aircraft to thecorrect parking position without the assistance either of amarshaller or of VDGS. These markings are known as Self-manoeuvring Stand Markings. A variety of different styles ofmarking are in use throughout the UK. An example of one styleis at Fig 11 (b); the method of use is described below:

(a) The pilot turns off the apron taxiway at the arrow whichbears the allocated stand number and follows the lead-inline keeping the nosewheel on the centreline;

2. SURFACE MARKINGS

FULLTURN

FULLTURN

10 11

TERMINAL BUILDING

APRON TAXIWAY CENTRELINE

Fig 11b SELF MANOEUVRING STAND MARKINGS

ALIGNMENT BARS

(b) When the FULL TURN arrow is directly abeam the firstpilot’s position, a turn, using the maximum nose wheelsteering angle appropriate to the type of aeroplane, isinitiated in the direction indicated. This turn is continueduntil the longitudinal axis of the aeroplane isparallel with the alignment bars seen ahead of theaeroplane as the designed parking angle is reached;

(c) When the aeroplane is parallel to the alignment bars, theturn is discontinued and the aeroplane permitted to rollforward a distance of not more than 3m in order tostraighten the nose wheel. The aeroplane is then stopped;

(d) On departure, the pilot taxies off the stand in thedirection indicated by the curved lead-off arrowdisregarding the alignment bars.

NOTE: The provision of safe clearances from other aeroplanes andfixed obstacles relies heavily on the accuracy with which the pilotfollows the surface markings; turning too late, using too great a radiusof turn or taxiing the aeroplane too far forward, may reduce theclearances below the safe limit. Unlike the principle used on taxiways(cockpit on centreline), when manoeuvring onto stands the pilot mustkeep the nosewheel on the stand centreline. If in doubt ask forassistance.

2.1.3.3 Parking Spots and Parking CirclesAt some small aerodromes where aircraft parking space is at apremium, yellow spots or circles may be painted on the apronindicating individual aircraft parking positions. Pilots should beaware that parking on the spot or within the circle does notguarantee safe separation either from fixed obstacles or fromadjacent aircraft.

2.2 Unpaved Surface Markings

2.2.1 Apart from the Signals described at Table ‘C‘ specified for thepurpose of identifying those areas of an aerodrome that areunfit for use by aeroplanes, Unpaved Surface Markings arenormally confined to unpaved runways and consist of UnpavedRunway Edge, Centreline, Threshold and End Markings.

2. SURFACE MARKINGS

2.2.2 Unpaved Runway Edge and Centreline MarkingThe edges of unpaved runways are delineated by markersplaced at regular intervals along the declared edges of therunway. Where provided, a centreline marking consists ofrectangular markers inset flush with the runway surface andspaced at regular intervals along the declared runwaycentreline. Edge and centreline markers are normally whitebut may be of any single colour that best contrasts with thebackground.

2.2.3 Unpaved Runway Threshold and End MarkingThe threshold and end of an unpaved runway are providedwith markers of a similar type, size and colour as the edgemarkers. These markers are placed along the declared thresholdand end of the runway and so positioned in relation to theedge markers as to form an ‘L‘ shaped mark at each corner ofthe runway. In addition, each threshold is marked with a twocharacter designator showing the magnetic heading of therunway to the nearest whole ten degrees.

2. SURFACE MARKINGS

3. SIGNS

3 GeneralThe signs located on an aerodrome when used in conjunctionwith an aerodrome chart are intended to simplify surfacemovement guidance and control procedures, particularly inconditions of low visibility. Signs are divided into twocategories namely Mandatory Signs and Information Signs.

3.1 Mandatory Signs

3.1.1 Mandatory Signs consist of Runway Taxi-Holding Position(RTHP) signs, Intermediate Taxi-Holding Position (ITHP) signsand No Entry signs and display white characters on a redbackground as illustrated at Fig 12 & 13. RTHP and ITHP signsare located alongside the appropriate surface markingdescribed in para 2.1.2 and identify the holding position as wellas indicate the direction in which the holding instructionapplies. Pilots must not proceed beyond a Mandatory Signwithout first obtaining ATC clearance to do so.

3.1.2 Where there is more than one taxiway serving a runway ormore than one RTHP on a taxiway, a Location Sign is normallyattached to the RTHP sign in order to assist in identifying theposition as illustrated at Fig 13.

3.1.3 RTHP Sign for Visual and Category I OperationsWhere an aerodrome is equipped for operations up to andincluding ILS Category I approaches, an RTHP sign displayingthe runway designator is located on both sides of the taxiwayas illustrated at Fig 13 (a). However, at smaller aerodromessupporting only visual operations, the sign may be located onone side only (normally the left side) of the taxiway. Wherethere is no ATC unit, the RTHP sign identifies the position whereaircraft and vehicles are required to hold whilst conceding rightof way to aircraft using or on approach to the runway.

3. SIGNS

3. SIGNS

27 CAT / /

09–27 CAT /

27 CAT /

27 CAT

27 CAT

27 CAT

27

09–27 CAT

09–27 CAT

09–27 CAT

09–27

ments

(i)

(ii)

(i)

(ii)

(i)

(ii)

(i)

(ii)

(i)

(ii)

B2

Note: 1 The signs at (i) are used where the taxiway normally serves only one runway direction.The signs at (ii) are used where the taxiway normally serves both runway directions.

2 Where a runway Taxi-Holding Position serves more than one runway, the sign layout atFigure 16 is used.

Fig 12 EXAMPLE OF MANDATORY SIGNS FOR AIRCRAFT SURFACE MOVEMENTS (Not to scale)

(a) Visual Runway Taxi-Holding Position – denotes the visual Taxi-Holding Position and also the ILSCAT I Holding Position where the Visual and CATI Holding Positions are co-located.

(b) CAT I Runway Taxi-Holding Position Sign –denotes ILS CAT I Taxi-Holding Position onlywhere a visual Taxi-Holding Position isestablished closer to the runway in order toexpedite traffic flow.

(c) CAT II Runway Taxi-Holding Position Sign –marks the ILS CAT II Taxi-Holding Position – aVisual/CAT I Taxi-Holding Position may beestablished closer to the runway where it isnecessary to expedite traffic flow.

(d) CAT III Runway Taxi-Holding Position Sign –marks the ILS CAT III Taxi-Holding Position – aCAT II Taxi-Holding Position and a Visual/CAT ITaxi-Holding Position may be established closer to the runway where it is necessary to expeditetraffic flow.

(e) Combined Runway Taxi-Holding Position Sign –marks the Taxi-Holding Position where the ILS –Taxi-Holding Positions are co-incident. A Visualor CAT I Taxi-Holding Position Sign may beestablished closer to the runway where it isnecessary to expedite traffic flow.

(i)

(i)

(i)

(i)

(i)

(ii)

(ii)

(ii)

(ii)

(ii)

(f) Intermediate Taxi-Holding Position Sign –marks a Holding Position established to protecta priority route.

(g) No Entry Sign

3.1.4 RTHP Sign for Category ll and lll OperationsAt aerodromes equipped for Category II and III ILS approaches,RTHP signs are annotated CAT II, CAT III or CAT II/III asappropriate, in the manner illustrated in Figs 12 & 13. However,because of the need to provide greater protection to CategoryII and III ILS systems, the RTHPs associated with these proceduresare set farther back from the runway than those associatedwith visual or Category I operations; where this distance is suchthat it would hinder the expeditious flow of traffic whenCategory II or III procedures are not in force, a visual RTHP maybe established in addition, closer to the runway, in the mannerillustrated at Fig 13 (e) and (f). Exceptionally, CAT I RTHPs maybe established in this manner, as illustrated at Fig 12 (b), for thesame reason.

3.1.5 ITHP SignsThe style of sign illustrated at Fig 12 (f) is used to identify thoselocations where ITHPs have been established in order to protecta priority route. The signs display the taxiway designatoraccompanied by a number identifying the individual holdingposition.

3.1.6 No Entry SignsWhere part of an aerodrome is restricted to one way traffic or iswithdrawn from use, No Entry Signs, as illustrated at Fig 12 (g),are located on both sides of the mouth of the area showing thedirection from which entry is prohibited.

3.2 Information SignsInformation Signs consist of Location, Direction andDestination Signs; they are provided only where there is anoperational need and should be used in conjunction with anaerodrome chart.

3. SIGNS

3.2.1 Location Signs

3.2.1.1 Location Signs are used to identify taxiways and wherenecessary (such as at complicated intersections), runways.Taxiways are normally designated by a single letter of thealphabet, e.g. ‘A‘ for taxiway Alpha, ‘B‘ for Bravo etc. Theletters ‘O‘, ‘I‘ and ‘X‘ are not used. On larger aerodromes withmany taxiways, double letter designators may be used in orderto identify minor taxiways adjoining a main route e.g. ‘BA‘ for aminor taxiway adjoining taxiway Bravo. Runway Location Signsuse the first two numbers of the runway magnetic heading.

3.2.1.2 A Location Sign consists of the characters identifying the runway or taxiway in yellow lettering on a black backgroundsurrounded by a yellow border, as illustrated in Fig 14 (a) and(b). Where there is a need to identify a specific position on ataxiway, a Location Sign, displaying the taxiway designatoraccompanied by an identifying number as illustrated at Fig 14 (a) (ii), is used.

3.2.2 Direction and Destination SignsDirection and Destination Signs consist of a route or destinationlabel accompanied by an arrow pointing in the appropriatedirection, displayed in black characters on a yellow backgroundas illustrated at Figure 14. Direction Signs are normally accompanied by a Location Sign and positioned on the left sideof a taxiway or runway before an intersection.

3.3 Typical Layout of SignsTypical layout patterns of Information and Mandatory Signs areillustrated at Figs 13, 15 and 16.

3. SIGNS

3. SIGNS

(g) (h)

(e) (f)

(c) (d)

(a) (b)

Fig 13 TYPICAL RUNWAY TAXI-HOLDING POSITION SIGNS AND ASSOCIATED TAXIWAY MARKINGS

The diagrams illustrate typical signs associated with various Runway Taxi-holding positions onTaxiway ‘A’ leading to the threshold of Runway 27 and on Taxiway ‘D’ leading to an intermediate taxiway entrance to Runway 09-27.Note: The signs at intermediate taxiway entrances as shown at Figs (b) and (d) above are handed

to show a left turn is required to reach the threshold of Rwy 09 and a right turn to reach thethreshold of Rwy 27.

3. SIGNS

(a) Taxiway Location Signs

(g) Taxiway Ending Sign

Figure 7.16 Examples of Information Signs (not to scale)

(e) Destination Sign to Different Runways

(f) Inbound Destination Sign

(c) Direction Sign

(b) Runway Location Sign(i) (ii)

Note the use of a hyphen to separatereciprocal designators and the use ofa dot to separate other designators.

09

(d) Runway Destination Sign

(g) Taxiway Ending Sign

(b) Runway Location Sign

STANDS1-5

(g) Stand Destination Sign

(i) (ii)

(b) Runway Location Sign

Note the use of a hyphen to separate reciprocal designatorsand the use of a dot to separate other designators

(c) Direction Sign

Designation(a) Taxiway Location Signs

Specific Location

(f) Inbound Destination Sign

(e) Destination Sign to Different Runways

(h) Runway vacated sign(Not currently used in the UK)

Fig 14 EXAMPLES OF INFORMATION SIGNS (Not to Scale)

(iii)

(d) Runway Destination Sign

Taxiway Ending

3. SIGNS

E

E

Fig 15 EXAMPLES OF TAXI GUIDANCE SIGNS AT TAXIWAY INTERSECTIONS(Not to Scale)

Note: Signs are laid out as shown above, ie. from left to right in a clockwise manner. Left turn signsare on the left of the taxiway Location Sign. Right turn signs on the right, except in situationscorresponding to (a) & (f) above where the double arrow direction sign is inboard of the taxiwaylocation sign. Adjacent signs are separated by a black vertical delineator.

Straight ahead Taxiway

Straight ahead Taxiway

(a) Standard 4 - Way Intersection (b) Straight ahead Taxiway hasdirection change greater than 25o

(c) Straight ahead Taxiway haschanged designation

(d) Y configuration with Taxiway ‘A’changing direction

(f) Taxiway ending sign(e) Location signs indicating exit fromintersection

3. SIGNS

Fig 16 EXAMPLES OF USE OF RUNWAY LOCATION SIGNSAND SIGNS AT RUNWAY TAXI-HOLDING POSITIONS

SERVING MORE THAN ONE RUNWAY

(b) Taxiway Entrance at Intersection of Two Runway Ends

Note: 1 Taxi-Holding Positionsigns installed atintersections such asthose illustrated here are handled in the mannershown.

2 Runway Location Signsfor runways 31 and 13are shown in thisexample on the rightside of the runway inorder to avoid confusion.

(a) Taxiway Entrance at Intersection of Two Runways

4. VISUAL DOCKING GUIDANCE SYSTEMS(VDGS)

4 GeneralVisual Docking Guidance Systems (sometimes referred to asNose-in Docking Guidance Systems or Stand Entry GuidanceSystems) provide guidance where pilot-interpreted alignmentand stopping information is required for accurate parking,particularly at airbridges. Those systems currently in use in theUK are as follows:

(a) Azimuth Guidance for Nose-in Stands (AGNIS), supportedby either Parallax Aircraft Parking Aid (PAPA), Side MarkerBoards (SMB) or Side Marker Lines (SML)

(b) Safegate

(c) Aircraft Positioning and Information System (APIS),Aircraft Positioning System (APS) and Airpark

(d) Mirror

All these systems are described in the following paragraphs andthe Stands where they are in use are indicated in paragraph 26of the relevant aerodrome entry in the Air Pilot at AGA 2.

NOTE 1: A pilot should not assume that a stand is safe to enter simplybecause the stand VDGS is active or lit. Where ground handlingpersonnel are not present on the stand or if the pilot has any doubtabout the position of any equipment on or NEAR to the stand, theaeroplane should be stopped immediately and assistance requested.

NOTE 2: Except under the guidance of a marshaller, an aeroplaneshould not be taxied onto a VDGS equipped stand when the guidancesystem is switched off.

NOTE 3: Ground staff should NOT activate a VDGS until a thoroughinspection of the stand and its immediate surrounds has been made inorder to ensure that all equipment is correctly parked in allocated areasand that the stand is safe for use by the type of aeroplane assigned.


4.1 Azimuth Guidance for Nose-in Stands (AGNIS)

4.1.1 AGNIS provides Stand centreline alignment guidance and isnormally used in conjunction with either PAPA, SMB or SMLwhich provide stopping guidance separately. The system isdesigned for use from the left pilot position and the unitdisplays two closely spaced vertical light bars mounted in a box,as illustrated at Fig 17, at about flight deck height ahead of thepilot. The light bars display one of the following signals:

(a) one red bar and one green bar as illustrated at Fig 17 (i) &(iii), indicating that the pilot should steer away from thered towards the green bar, or


Fig 17 AGNIS

( ii ) ( iii )

(b) two green bars, indicating correct alignment, as illustrated at Fig 17 (ii).

4.1.2 AGNIS may be supported by one of the following aids:

(a) PAPAThis aid is positioned to the left side of the Standcentreline and provides stopping guidance by employing ablack board marked with white vertical lines bearingaeroplane type identification labels and in which ahorizontal slot has been cut, as illustrated at Fig 18 (i). Ashort distance behind the slot is a vertically-mountedwhite fluorescent light tube which, when aligned with therequired aeroplane type line, indicates the stop-point, asshown at Fig 18 (ii). An alternative layout is illustrated atFig 18 (iii) where the board is provided without a slot andthe tube is mounted in front of it; the method of use isidentical.


B757

B747

SLOT

L1011

SLOT

WHITE LINEFLUORESCENT TUBE

( i ) ( ii )

B747 1.11

FLUORESCENT TUBE

( iii )

B747Fig 18 PAPA

WHITE LINE

(i) (ii)

(iii)

FLUORESCENT TUBE

FLUORESCENT TUBE

(b) SMBThis aid is positioned to the left of the Stand and providesstopping guidance by employing a series of verticallymounted boards bearing aeroplane type identificationlabels. The boards are viewed against a contrastingbackground and as the aeroplane enters the Stand, thepilot sees the board faces as green in colour – meaningcontinue ahead – and the rear faces as red – indicating toofar – appropriate to the aeroplane type. The stop point isabeam the appropriate board viewed end-on with neitherthe green face nor the red face visible to the handlingpilot, as illustrated at Fig 19.

(c) SMLWhere the required stop-point is abeam the jetty itself, itmay not be possible to employ SMB and type-labelled SMLare painted inside the jetty end. The stop-point is wherethe appropriate SML appears to the pilot to be entirelyvertical as illustrated at Fig 20.


B727

F28

B737

TU 134

TU 154

TU134A

727

DC9

737

Illustrates correct stopposition for B727

Fig 20 SML

Illustrates correct stopposition for TU 154

Fig 19 SMB

4.2 Safegate

4.2.1 Safegate is designed for use from the left pilot position andcombines both alignment and stopping guidance in one display.The following elements of the display correspond to the lettersillustrated at Fig 21:

(a) An alphanumeric white dot matrix light element indi-cating, as appropriate:(i) Aeroplane Type e.g. A310(ii) STOP SHORT(iii) TOO FAR(iv) OK(v) STOP(vi) Door Number

(which may alternatewith aeroplane type)e.g. DOOR 2

(b) One pair of green lights –meaning gate ready forparking.

(c) Alignment bar and aeroplanesymbol – providing centrelineguidance.

(d) One pair of green reference lights – indicating thenotional stop position.

(e) 9 pairs of green progress lights – providing guidance onthe closing rate with the notional stop position up tothree metres before STOP.

(f) 3 pairs of yellow progress lights – indicating three metresbefore STOP.

(g) Two pairs of red lights – STOP signal.

(h) Display indicating STOP; red light matrix.


a

g

hd

f

ec

b

Fig 21

4.2.2 Before entering the stand, a pilot must ensure that thefollowing signals, as illustrated at Fig 22, are displayed:

(a) The CORRECT AEROPLANE TYPE DESIGNATOR is displayed in flashing white.

(b) The bottom pair of greenlights is flashing – indicating ‘ready for docking.’

NOTE: These lights turn to steady when aeroplane enters stand.

FAILURE TO DO SO MAY RESULTIN THE AEROPLANE COLLIDINGWITH GROUND EQUIPMENT.

4.2.3 When the aeroplane is on the Stand centreline the greenalignment bar and the yellow aeroplane symbol coincide,otherwise the pilot should steer the aeroplane in the directionindicated by the displacement of the aeroplane symbol inrelation to the alignment bar, as illustrated at Fig 23.


Fig 22

Fig 23

(i)TURN LEFT

(ii)ON CENTRELINE

(iii)TURN RIGHT


4.2.4 The stopping guidance sequence is illustrated at Fig. 24 anddescribed as follows:

(a) The aeroplane nose-wheel activates sensors in thepavement 12m from STOP. At this stage, lights Y and Z(Fig 24 (i)) are continuously lighted while the greenprogress lights marked ‘X’ in Fig 24, will illuminate onepair at a time from the bottom pair upwards indicatingclosure with the notional stopping position (referencelights marked ‘Y’ in Fig 24) in 1m stages. The progresslights indicating the final 3m, are yellow. Fig 24 illustratesthe display state with 4m to run at (i) – (the last of thegreen sequence) and with 3m to run at (ii) – (the firstyellow pair).

1�2�3�4�5�6�7�8�9�10�11�12

(Metres �to�

stop)

(Metres �to�

stop)1�2�3��

Fig 24

(i)

(ii) (iii)

(iv)

(b) When the aeroplane reaches the stop position (Fig 24 iii),the STOP signal and the adjacent red lamps illuminate.The alignment bar and green reference lights thenextinguish. OK! is displayed if the aeroplane is correctlyparked and shortly afterwards the entire display willswitch off.

(c) If the aeroplane has overrun the stop position, theTOO FAR signal appears as separate words flashingalternately on the top display panel as illustrated atFig 24 (iv).

(d) The STOP SHORT signal will appear on the top panel ifeither of the following events occur:(i) an object (e.g. a tow bar) is left on the sensors,

or(ii) the aeroplane stops short of the correct stopping

point.

(e) During the docking procedure a STOP signal will bedisplayed whenever either of the following events occur:(i) The ground crew activates the emergency stop signal

or(ii) The system’s self-test function detects an error in the

system during the docking procedure.


4.3 Aircraft Positioning and Information System (APIS),Aircraft Positioning System (APS) and Airpark

4.3.1 APIS is designed for use from the left pilot position andcombines both alignment and stopping signals in one visualdisplay mounted at flight deck height ahead of the pilot. Theelements of the display as illustrated at Fig 25 are as follows:-

(a) An alphanumeric yellow dot matrix element displayed inthe upper portion of the unit indicating as appropriate,any of the signals illustrated.

(b) A yellow dot matrix progress strip element displayed onthe lower left side of the unit indicating progress of theaeroplane over the last 16m of the approach to the stopposition.

(c) An azimuth guidance element employing a moiré pattern.

4.3.2 Prior to entering the stand the pilot must ensure that thefollowing signals are displayed:-

(a) Correct aeroplane type

(b) Correct stand number

FAILURE TO DO SO MAY RESULT IN THE AEROPLANE COLLIDINGWITH GROUND EQUIPMENT

4.3.3 The Azimuth Guidance element consists of a yellow moirépattern signal providing directional guidance to the pilot inrelation to the stand centreline as illustrated in Fig 25.



TURN RIGHT TURN LEFTON CENTRELINE

Fig 25 APIS

Azimuth Guidance

(a)INCOMINGFLIGHTNUMBER

(b)STANDREADYFOR USE

(c)PROCEED6m TOSTOP

(d) STOP

(e)STOPCONFIRMED

(f)STOP ISEXCEEDED

4.3.4 The stopping guidance sequence employs safe laser technologyand is activated as follows:-

(a) As the system detects an approaching aeroplane, theprogress strip will decrease in length by one row at a time(representing a 0.6m stage). When the aeroplane is in thecorrect stop position, the progress strip is extinguished asshown in Fig 25 (d).

(b) When the aeroplane is correctly parked OK is displayed,as illustrated in Fig 25 (e).

STOP

(c) If the aeroplane has over-run the correct stop positionTFAR will appear as illustrated at Fig 25 (f).STOP

(d) An ESTP signal will appear if any foreign object is STOPdetected ahead of the aeroplane by the system

sensors or if the emergency stop procedure is activated byground crew.

(e) An STSH signal will appear along with the appropriateprogress strip display if the aeroplane has for any reasonstopped short of the correct stopping position.

4.3.5 A simpler version of APIS known as Aircraft Positioning System(APS) is in use at some major airports. APS uses the same lasersensors and moiré pattern but has a limited alphanumericdisplay which normally displays only the aeroplane type forwhich the stand is prepared.

4.3.6 Airpark, illustrated at Fig 26, employs 2 identical moiré patternelements to provide both azimuth guidance onto the Standcentreline and Stop indication. The system is not used onstands employing airbridges.



TURN RIGHT

SLOW DOWN

PROCEED

STOP

TURN LEFT

ON CENTRELINE

Fig 26 AIRPARK

AzimuthGuidanceUnit

StandCentre-line

Stopping positionIndicator

4.4 Mirror

4.4.1 The Mirror system is designed for use from the left pilotposition and consists of a mirror mounted to the left of thestand centreline and facing the approaching aeroplane. Themirror is angled so that the pilot can see the reflection of theaeroplane nose wheel during the last few metres of the parkingmanoeuvre.

4.4.2 The correct stopping position is indicated by aeroplane typesymbols marked in mirror image on the apron surface. As theaeroplane approaches, the pilot is able to see a reflection in themirror of the aeroplane nose wheel and the appropriate typesymbol alongside which the aeroplane should be stopped.


5 GeneralObstacles to air navigation are divided into two groups, namelyAerodrome Obstacles and En-route Obstacles. The followingparagraphs outline the methods of marking and lightingobstacles in order that they may be readily identified.

5.1 Aerodrome Obstacles

5.1.1 All objects located within a 15km radius of an aerodrome thatare considered to be obstacles to aircraft in flight ormanoeuvring on the ground are normally lit at night and,where the obstacle is insufficiently conspicuous by day, markedin contrasting colours. Surface obstructions and areas of badground on aerodrome movement areas are marked by the useof coloured markers or flags. The methods of marking andlighting of aerodrome obstacles are illustrated at Figs 27, 28,29, and 30. Bad ground markers are illustrated at Table ‘C‘.


5.1.2 Lighting Fixed obstacles of 45 m or less in height, width and length arenormally lit by a single steady red light placed at the highestpracticable point; those obstacles of greater size are normallyprovided with additional red lights in order to outline theextent of the obstruction as shown in Fig 27. Surfaceobstructions and unserviceable parts of the movement area are normally delineated by portable red lights. Mobile obstaclessuch as vehicles and equipment frequently employed on themovement area normally display a yellow flashing light exceptthat emergency service vehicles responding to an incidentdisplay flashing blue lights.


LESS THAN 45m OVERALL GREATER THAN 45m OVERALL

Fig 27

Fig 28

5.1.3 MarkingWhere fixed obstacles are insufficiently conspicuous by day,they are normally marked either by alternating bands or by achequered pattern of red or orange and white . Vehicles andother mobile equipment frequently employed on themovement area are normally painted yellow or alternativelymay be fitted with distinctive yellow markers or flags.Unserviceable parts of the movement area are normallydelineated either by marker boards painted in alternate bandsof red or orange and white, or by diagonally split orange/white flags. Where practicable, an unserviceable part of themovement area would also be marked by one or more largewhite crosses. Methods of marking obstacles are shown atFig 29. Bad ground markers are illustrated at Table ‘C’.


Fig 29MARKING OFBUILDINGS ANDSTRUCTURES

5.2 En-route Obstacles

5.2.1 Objects located beyond a 15km radius of an aerodrome arenormally considered to be obstacles to aircraft in flight only ifthey exceed 150m in height. However, prominent objects oflesser height may also be regarded as obstacles where, forexample, they are located on or adjacent to routes regularlyused by helicopters.

5.2.2 En-route obstacles are normally lit by steady red lights at nightand high intensity flashing white lights by day. However,there are exceptions particularly in areas where environmentalissues militate against the use of high intensity flashing lights.Normally a minimum of two vertical levels of lighting areprovided, with additional levels according to the height of thestructure. Methods of lighting En-route Obstacles areillustrated at Fig 28. In certain circumstances, complexobstacles may display high intensity flashing white lights bynight as well as by day, as illustrated in Fig 30.


TOP LIGHT

BOTTOM LIGHT(MARKS LOWEST POINT OF SUSPENSION)

MIDDLE LIGHT

Fig 30

6 General6.1 At those aerodromes where General Aviation movements are

significant, visual aids displayed in a Signals Area may beemployed in order to provide information relating to theconduct of flying operations. Where provided, the SignalsArea, measuring approximately 12m square and bounded by awhite border, is so located on the aerodrome that it is visiblefrom all directions of approach. The meaning of individualsignals displayed within the Signals Area is described at Table A.

6.2 In addition, these aerodromes may display signals, having themeaning described at Table B, suspended from a mast adjacentto the Signals Area.

6.3 The Signals and Markings illustrated at Table C may be used atany aerodrome whether or not a Signals Area is displayed.

6.4 Light Signals and Pyrotechnic Signals may also be used toconvey instructions to pilots and ground staff and have themeanings described at Table D.

6.5 The meaning of Aircraft Marshalling Signals prescribed by theRules of the Air Regulations is described at Table E. WhilstTable F describes the meaning of signals made by a pilotto a marshaller.

6.6 Other Marshalling Signals in common use but not prescribed bythe Rules of the Air Regulations are illustrated at Tables G and H.

6.7 Where signals are applicable only to helicopter operations, theyare marked by the symbol.



Table A – Meaning of Signals Displayed in the Signals Area(Reference Section IX Rules of the Air Regulations)

A white landing T signifies thataeroplanes and gliders taking-off orlanding shall do so in a directionparallel with the shaft of the T andtowards the cross arm, unlessotherwise authorised by theappropriate ATC unit.

A white disc displayed alongside thecross arm of the T in line with theshaft of the T signifies that thedirection of landing and take-off donot necessarily coincide.

A red and yellow striped arrowplaced along the whole of twoadjacent sides of the signals areaand pointing in a clockwisedirection signifies that a right handcircuit is in force.

A red panel square with a yellowdiagonal stripe signifies that the stateof the manoeuvring area is poor andpilots must exercise special care whenlanding.


A red panel square with yellow stripes alongeach diagonal signifies that the aerodrome isunsafe for the movement of aircraft and thatlanding is prohibited.

A white dumb-bell signifies that movementsof aeroplanes and gliders on the ground shallbe confined to paved, metalled or similarhard surfaces.

A red letter L displayed on the dumb-bellsignifies that light aircraft are permitted totake-off and land either on a runway or onthe area on the aerodrome designated by alarge white letter L.

A white double cross signifies that gliderflying is in progress.

A white letter H signifies that helicoptersshall take-off and land within the areadesignated by a large white letter H.

A black strip across each disc of the whitedumb-bell at right angles to its shaft signifiesthat aeroplanes and gliders taking-off orlanding shall do so on a runway but thatmovement on the ground is not confined topaved, metalled or similar hard surfaces.

Table A – Meaning of Signals Displayed in the Signals Area

6. AERODROME SIGNALS6. AERODROME SIGNALS

Table B – Meaning of Signals Displayed on Signals Mast(Reference Section IX Rules of the Air Regulations)

Two red balls disposed one above the other, andsuspended from a mast, signify that glider flying isin progress at the aerodrome.

A rectangular green flag flown from a mastindicates that a right hand circuit is in force.

Description & Meaning

A black ball suspended from a mast signifies thatthe directions of take-off and landing are notnecessarily the same.


Table C – Meaning of Signals Displayed on the Aerodrome(Reference Section IX Rules of the Air Regulations)

A white letter H indicatesan area reserved fortake-off and landing ofhelicopters.

A double white crossindicates an area reservedfor the take-off andlanding of gliders.

A black letter ‘C’ on ayellow background meanspilots of visiting aircraftshould report here.

Orange and white stripedmarkers are used todelineate the boundarywhere it is insufficientlyconspicuous.

A panel or flag consistingof red and yellow squaresindicates that aircraft maytaxi only in accordancewith ATC instructions.

On the landing area.

On the landing area.

Aerodromeadministrative building/control tower/flight plan office.

At intervals along theboundary of anaerodrome.

Normally located onthe control towerbuilding or, in the caseof a flag, flying fromthe mast described inTable B.

LocationSignal/Marking Description & Meaning

c


Table C – Meaning of Signals Displayed on the Aerodrome

A large white letter Lindicates an areanormally of grassreserved for landingand take-off of lightaircraft

A yellow marker in theshape of a St. George’scross indicates an areareserved for thedropping of tow ropesor similar articles

A white mark in theshape of an elongatedSt. Andrew’s crossindicates that thatportion of the runwayup to the next standardmarking is unfit for useby aircraft.A yellow mark in theshape of a St. Andrew’scross indicates that thatportion of the taxiwayup to the next standardmarking is unfit for useby aircraft.

A black two figuredesignator against ayellow backgroundindicates the runway inuse / direction of take-off and landing.

On the landing area

On a selected part ofthe aerodrome.

On a portion of arunway.

On a portion of ataxiway.

Normally located onthe control towerbuilding


12


Orange and whitemarkers or flagsdelineate an area ofthe surface consideredto be unfit for use byaircraft.

Orange (or otherconspicuous colour)wind sleeve indicateswind direction andspeed.

Black and whitetriangular box section markingdisplaced threshold.

Along the boundary ofthe designated area.



Adjacent to the landingarea and visible fromeach runway thresholdand all directions ofapproach.Sometimes lit at night.

At displaced thresholdon both sides ofrunway.


Table C – Meaning of Signals Displayed on the Aerodrome


Table D – Meaning of Light and Pyrotechnic Signals(Reference Section IX Rules of the Air Regulations)

Signal Steady red light toaircraft or vehicle asindicated. Red flarefrom tower oraircraft.

Meaning Do not land. Give waycontinue circling.

Immediate assistancerequired.

Stop.

Signal Flashing red light toaircraft or vehicle.

Meaning Do not land;aerodrome closed.

Move clear of landingarea.

Signal Flashing green light toaircraft or vehicle.

Meaning return to aerodromeawait landingclearance.

Cleared to taxi/moveon the manoeuvringarea.

Signal Steady green lightto aircraft.

Meaning Cleared to land.

Cleared to take-off.


Signal Steady or flashinggreen or green flarefrom aircraft.

Meaning By Night – may I land.By Day – may I land ina direction differentfrom that indicated.

Signal White flare from aircraft or irregularswitching of navigationor landing lights.

Signal White flashes toaircraft or vehicle.

Meaning

Land here on receipt ofsteady green and awaitfurther instructions.

Return to startingpoint on the aerodrome.

Meaning

I am compelled toland.

Table D – Meaning of Light and Pyrotechnic Signals


(a) Right or left armdown, the other armmoved across the bodyand extended toindicate position of theother marshaller.Meaning Proceedunder guidance ofanother marshaller.

(b) Arms repeatedlymoved upward andbackward, beckoningonward.Meaning Move ahead.

(c) Right arm down, leftarm repeatedly movedupward and backward.The speed of armmovement indicates therate of turn.Meaning Open upstarboard engine(s) orturn to port.

Table E – Meaning of Marshalling Signals (Reference Section IX Rules of the Air Regulations)


(d) Left arm down, theright arm repeatedlymoved upward andbackward. The speedindicates the rate ofturn.Meaning Open up portengine(s) or turn tostarboard.

(e) Arms repeatedlycrossed above the head.The speed of armmovement indicates theurgency of the stop.Meaning Stop.

(f) A circular motion ofthe right hand at headlevel, with the left armpointing to theappropriate engine.Meaning Start engine.See also (w)

(g) Arms extended, thepalms facing inwards,then swung from theextended positioninwards.Meaning Chocksinserted.

Table E – Meaning of Marshalling Signals


(h) Arms down, thepalms facing outwards,then swung outwards.Meaning Chocks away.

(j) Either arm and handplaced level with thechest, then movedlaterally with the palmdownwards.Meaning Cut allengines.

(k) Arms placed down,with the palms towardsthe ground, thenmoved up and downseveral times.Meaning Slow down.



(l) Arms placed down,with palms towards theground, then either armmoved up and downseveral times.Meaning Slow downengine(s) on sideindicated by movingarm.

(m) Arms placed abovethe head in a verticalpositon.Meaning This bay.

(n) The right arm raisedat the elbow, with thepalm facing forward.Meaning All clear:Marshalling finished.

(o) Arms placedhorizontally sideways.Meaning Hover.



(p) Arms placed downand crossed in front ofthe body.Meaning Land.

(q) Arms placedhorizontally sidewayswith the palms upbeckoning upwards.The speed of armmovement indicates therate of ascent.Meaning Moveupwards.

(r) Arms placedhorizontally sidewayswith the palms towardsthe ground beckoningdownwards. The speedof arm movementindicates the rate ofdescent.Meaning Movedownwards.



(s) Either arm placedhorizontally sideways,then the other armmoved in front of thebody to that side, in thedirection of therequired movement;repeated several times.Meaning Movehorizontally in thedirection indicated.

(t) Arms placed down,the palms facingforward, thenrepeatedly swept upand down to shoulderlevel.Meaning Move back.



(u) Left arm extendedhorizontally forward,then right arm making ahorizontal slicingmovement below leftarm.Meaning Release load.

(v) Raise arm with fistclenched, horizontally infront of body, thenextend fingers.Meaning Releasebrakes.See also Table G (f)

Signal notused at night



Raise arm and hand,with fingers extended,horizontally in front ofbody, then clench fist.Meaning Engagebrakes.See also Table G (f)

(w) Left hand over headwith the number offingers extended, toindicate the number ofthe engine to bestarted, (see para (e)Table F) and circularmotion of right hand athead level.Meaning Startengine(s).



(x) Point left armdown, move right armdown from overhead,vertical position tohorizontal forwardposition, repeatingright arm movement.Meaning Back aircrafttail to starboard.

Point right arm down,move left arm downfrom overhead, verticalposition to horizontalforward position,repeating left armmovement.Meaning Back aircrafttail to port.



Table F – Meaning of Signals made by Pilot to Marshaller (Reference Section IX Rules of the Air Regulations)

(a) Raise arm and hand withfingers extended horizontallyin front of face, then clenchfist.Meaning Brakes engaged.

(b) Raise arm with fistclenched horizontally infront of face, then extendfingers.Meaning Brakes released.

(c) Arms extended palmsfacing outwards, move handsinwards to cross in front offace.Meaning Insert chocks.

(d) Hands crossed in front offace, palms facing outwards,move arms outwards.Meaning Remove chocks.

(e) Raise the number of fingers on one hand indicating the number of the engineto be started. For this purpose the aircraft engines shall be numbered as follows,No. 1 engine shall be the port outer engine, No. 2, the port inner engine, No. 3,the starboard inner engine and No. 4, the starboard outer engine. Meaning Ready to start engine indicated.


(a) One arm horizontalin front of the body atshoulder level handoutstretched with palmfacing downwards.Other arm, fist clenched,brought up to form a ‘T’.Meaning Ground powerconnected/requestpermission to connectground power.

(b) One arm horizontal infront of the body at shoulderlevel hand outstretched withpalm facing downwards.Other arm, fist clenched,held vertical to form a ‘T’.Leaving the horizontal armin place, return the otherarm smartly to the side ofthe body.Meaning Ground powerdisconnected/requestpermission to disconnectground power.

(c) Circular motion inthe horizontal planewith the right handabove the head.Meaning Start rotors.

Table G – Other Marshalling Signals in Common Use (Not prescribed by the Rules of the Air Regulations)


Table G – Other Marshalling Signals in Common Use

(e) Left arm extendedhorizontally sideways indirection of movementand other arm swungover the head in samedirection, in a repeatingmovement.Meaning Move to right.

(f) ‘On’ Day: Arms abovehead, open palms andfingers raised with palmstowards aircraft, then fistclosed.

‘On’ Night: Arms abovehead then wands crossed.

‘Off’ Day: Reverse of theabove.

‘Off’ Night: Crossed wandsthen uncrossed.

Meaning Brakes on/off.

See also Table E (v)

(d) Right arm extendedhorizontally sideways indirection of movementand other arm swungover the head in samedirection, in a repeatingmovement.Meaning Move to left.


(g) Make rapidhorizontal figure-of-eight motion at waistlevel with either arm,pointing at source offire with the other.Meaning Fire.

(h) Waving of armsover head.Meaning Wave off.

(j) Left hand raisedvertically overhead, palmtowards aircraft. Theother hand indicates topersonnel concerned andgestures towards aircraft.Meaning Personnelapproach the aircraft/request permission forpersonnel to approach aircraft.



(m) Both hands raisedto eye level, elbowsflexed and palms turnedtowards the aircraft in apoliceman’s stop.Meaning Stop.

(n) Point right, rotate left.Meaning Power backaircraft tail to left.

(k) Hands above head, left fistpartially clenched, right handmoved in direction of lefthand with first two fingersextended and inserted intocircle made by fingers of theleft hand. See also Table G (a)Meaning Ground powerconnected/request permissionto connect ground power.

(l) Hands above head, leftfist partially clenched, righthand moved away from lefthand, withdrawing first twofingers from circle madefrom fingers of the lefthand. See also Table G (b)Meaning Disconnectground power.



Point left rotate right.Meaning Power backaircraft tail to right.See Table E(x)

Rotate arms in rollingaction.Meaning Power backstraight.See Table E(x)

Contact after Push-backIf communication with the ground crew is required after the groundheadset has been disconnected the following procedure should beemployed:

(a) Flight Deck to Ground Crew:

Stop the aircraft. Flash the left-hand turn-off light (or taxi light) andcontinue flashing the light until acknowledged by the Ground Crewwaving a headset;

(b) Ground Crew to Flight Deck:

The ground Crew will wave the headset by day and flash themarshalling signal wands at night.

(c) Flight Deck to Ground Crew:

Acknowledge the Ground Crew signal by flashing the same light asin (a).

LANDING LIGHTS SHOULD NOT BE USED FOR THIS SIGNAL

Landing and turn-off lights must not be switched on during push-back, even during daytime, as the tug driver could be dazzled tothe extent that it causes temporary blindness.



(a) One arm held at facelevel hand outstretchedwith palm facingdownwards. The other arm,fist clenched, brought up toform a ‘T’ of forearms.Meaning Connect groundpower.

Table H – Other Signals made by Pilot to a Marshaller (Not prescribed by the Rules of the Air Regulations)

(b) One arm heldhorizontal at face levelhand outstretched withpalm facing downwards.The other arm, fistclenched, forming a ‘T’ offorearms. Leaving thehorizontal arm in place,lower the vertical arm untilout of view.Meaning Remove groundpower.

(c) Circular motion in thehorizontal plane with righthand.Meaning Starting Rotors/engines.

(d) Finger of one hand onnose point with other handin the direction the aircraftnose is to face after push-back.Meaning Push-back so thatnose is facing in directionindicated.


Table H – Other Signals made by Pilot to a Marshaller

(e) Rotate arms inrolling action.Meaning Power backstraight.

(f) Both hands raised toeye level, elbowsflexed and palms turnedtowards the groundcrew –hands moved in pushingmotion.Meaning Push back.

(g) Right hand raisedto eye level, elbowflexed and palms turnedaway from the groundcrew – hand moved inbeckoning motion.Meaning Clear toapproach.

APPENDICES

OTHER VISUAL AIDS

1 Although the visual aids illustrated in Sections 1–3 of thisdocument are employed in most ICAO States, some differencesto these standards exist at major international and regionalaerodromes outside the UK.

2 This Appendix outlines the major differences in lighting,markings and signs commonly found.

In addition the following points should be noted:–

(a) Some States do not provide PAPI on runways equippedwith electronic precision approach aids.

(b) In States where lying snow and surface ice might renderwhite runway markings difficult to interpret, yellowrunway markings are used.

(c) Yellow reflective markers are used in some States toilluminate taxiway centrelines at night.

(d) The provision of runway centreline lighting in support ofCAT II & III approaches is not universal.

APPENDIX A

APPENDIX A

3 The ALSF-2 illustrated at FigA1, is a high intensityapproach lighting system withsequenced strobe centrelineused in support of CAT II &III operations. The systemextends up to 900m from thethreshold but can be as shortas 450m. The strobes areomitted in the last 300m ofthe approach. The system isoften installed without thesequenced strobe lighting andas such may be referred to as ICAO CAT II / III approachlighting system.

Fig A1 ALSF – 2

Centrelineof flashingwhite lights

APPENDIX A

Centrelineof flashingwhite lights

Fig A2 ICAO BARRETTECENTRELINE APPROACH LIGHTING

SYSTEM

4 The ICAO Barrette CentrelineApproach Lighting Systemillustrated at Fig A2, is a highintensity approach lightingsystem with sequenced strobecentreline used in support ofCAT I operations. The systemextends up to 900m fromthe threshold, the strobesbeing omitted in the last300m of the approach.Shorter versions are used atsome airports resulting in ahigher RVR minimum for theapproach.

APPENDIX A

Fig A3 MALSF/MALS

5 MALSF illustrated at Fig A3, isa medium intensity approachlighting system incorporating3 strobe lights on the centre-line prior to the crossbar. Thesystem is often providedwithout the strobe lights and in such a configurationreferred to as MALS. Thesystem is intended to supportnon-precision and visualapproaches but is often usedto support CAT I operations; itextends to 480m.

APPENDIX A

Fig A4 MALSR

6 MALSR illustrated at Fig A4, is a medium intensityapproach lighting systemsimilar to MALS but incor-porating an extended centre-line of sequenced flashingwhite lights. The system isintended to support bothprecision and non-precisionapproaches and extends to750m from the threshold.

APPENDIX A

ABOVE APPROACH SLOPE

ON CORRECT APPROACH SLOPE

Fig A5(a) T-VASIs (TVA)

7 Although PAPI isnow in widespreaduse throughout theICAO States, thereare some countries,notably Australia,where T-VASIs areconsidered to bemore effective.Both PAPI andT-VASI are ICAOapproved equip-ment.

APPENDIX A

BELOW APPROACH SLOPE

GROSS UNDERSHOOT

Fig A5(b) T-VASIs (TVA)

8 The T-VASI operateson the same prin-ciple as the PAPI inthat it provides apilot with guidancein relation to thecorrect approachslope. The inter-pretation of the T-VASI signal isillustrated at Fig A5.

APPENDIX A

2 Bar VASI

Fig A6 INTERPRETATION OF VASI SIGNALS

3 Bar VASI

High

On Approach Slope

All Aircraft

Aircraft with LargeEye/Wheel Characteristics

Use upper 4 unitsNormal Aircraft

Use lower 4 units

Low

High

OnApproach

Slope

Low

9 Although 2 and 3 Bar VASIs are no longer recognised byICAO as a suitable approach aid, they are still used atsome regional airports in the newer ICAO Member States. LikePAPI and T-VASI, the 2 and 3 Bar VASIs provideapproach slope guidance but are less accurate. Themethod of interpreting the signals is illustrated at Fig A6.

APPENDIX A

10 Alternative formsof TouchdownZone and AimingPoint Markingssuch as thosei l lu s t rated atFig A7 are usede x t e n s i v e l youtside the UK.

Fig A7 TOUCHDOWNZONE (TDZ) AND

AIMING POINTMARKINGS (APM)

TDZ Markings

APM

APPENDIX A

TAXIWAYMARKINGS

START TORA

AVAILABLE FOR TAKE-OFF BUT NOT LANDING

11 Where a Starter Extension does not extend to full lengthof available pavement, an alternative form of pre-threshold marking, as illustrated in Fig A8, may be used.

Fig A8 ALTERNATIVE THRESHOLD MARKINGS

AVAILABLE FORTAKE-OFF BUTNOT LANDING

START TORA

TAXIWAYMARKINGS

APPENDIX A

Single digits for runwaydesignators lying between 010and 090.

Indicates a Taxi-holding Position on ataxiway that passes beneath theapproach to a runway.

This sign may be used in place of CAT I, CAT II orCAT III Taxi-holding Position signs.

A sign displaying alternateblack and yellow diagonal linesmay be used to indicate theend of a taxiway.

Blue signs with white characters maybe used on apron areas to providepilot information – stand identificationetc.

Fig A9 ALTERNATIVE MANDATORYAND INFORMATION SIGNS

Black boards displaying white numerals andplaced at intervals along the left side of therunway may be used to indicate the distance(in 1000’s feet) remaining to runway end.

B3

9 – 27

15 – APCH

ILS

9

12 Some States employ alternative forms of Mandatory and Infor-mation Signs. The principal differences are illustrated at Fig A9.

(a)

(b)

(c)

(d)

(e)

(f)

APPENDIX A

13 Land and Hold Short Operations (LAHSO) involving thesimultaneous use of intersecting runways (day and night) areconducted in some States notably Australia, Canada and USA.These procedures involve an aircraft being cleared to land on onerunway to hold short of another on which a landing or take-off isin progress. Currently there are no internationally agreed visualaids available to support these operations although trials areunderway. Fig A10 illustrates those visual aids currently in use.

(a) The Hold Short Position is marked by5 flashing white lights. Pilots must notproceed beyond these lights on landingwithout specific ATC clearance. Thelights may be on permanently whilstLAHSO are taking place and should beignored on take-off.

(b) The Hold Short Position is marked bya line of red lights stretching across theentire width of the runway in the formof a Stop Bar. In addition a Taxi SpeedBar comprising 5 flashing white lights islocated approximately 300m prior to theHold Short Position. Pilots should plantheir landing so that they are at taxispeed at or before the Taxi Speed Barand must not cross the red Hold ShortPosition lights without specific ATCclearance. The lights are normallyswitched off for take-off.

(c) The Hold Short Position is marked bya row either of steady or of flashingwhite lights stretching across the entirewidth of the runway and supported by2 elevated light fittings each side. Pilotsmust not proceed beyond these lightson landing without specific ATCclearance but the lights should beignored on take-off.

(a)

(b)

(c)

Fig A10 HOLD SHORTPOSITION LIGHTS

VISUAL AIDS PECULIAR TO HELICOPTER OPERATIONS

1 At those aerodromes that accommodate helicopter operations,helicopter pilots will normally be expected to use the visual aidsdescribed in the main body of this document. However, thereare some visual aids that are peculiar to helicopter operationsand these are described in the following paragraphs.

2 Helicopter Approach Path Indicator (HAPI)

This aid provides the helicopter pilot with guidance similar tothat provided by PAPI. However, the display takes a differentformat and the signal interpretation is illustrated at Fig B1.

APPENDIX B

NOTE: All signals emanatefrom a single unit source

Sector Signal

Above Flashing GreenOn Slope Steady GreenSlightly Below Steady RedBelow Flashing Red

Fig B1 HAPI signal format

3 Helicopter Aiming Point Marker

This marker may be found on an area designated as ahelicopter arriving point at a heliport or aerodrome and is usedto mark the point at which a helicopter will arrive at a lowhover on completion of an approach. The marker consists of awhite equilateral triangle and may be lit as illustrated at Fig B2. From this point the helicopter will normally air-taxi tothe helicopter ‘Touchdown and Lift-Off Area’ (TLOF).

APPENDIX B

Fig B2 Aiming point lighting

By day

By night

4 Air Taxiway Markers

Air Taxiway Markers as illustrated in Fig B3 are used to markthe route to be followed by helicopters to air taxi from theAiming Point to the TLOF where these areas are not co-located.

5 Touch Down and Lift Off Area (TLOF)

This area is depicted by an ‘H’ within a circle (Fig B4 (a)). Thesize of the circle will be a function of the undercarriagedimensions of the largest helicopter type that the site isintended to accommodate. At a hospital site, a red ‘H’ issuperimposed on a ‘cross’ as shown at Fig B4 (b).

APPENDIX B

Fig B3 Air taxiway marker

Fig B4a TLOF at sites other than hospitals Fig B4b TLOF at hospital site

6 Final Approach and Take-Off Area (FATO)Designation Marking

The performance characteristics of some helicopters require a‘runway’ (FATO) to which normal taxiways or air taxi routesmay be attached. The TLOF maybe located within the FATO. AFATO with a specific orientation (i.e. to ensure obstacle slopeprotection) will be designated in a similar manner to a runwayand is shown at Fig B5.

7 Elevated Helipads

Most elevated helipads in the UK are unlicensed and pilotsshould obtain details of marking and lighting from the owner.The size of the helipad will be a function of the performancerequirements of the largest helicopter that the site is intendedto serve. The TLOF circle dimension is determined as describedin para 5 of this Appendix. In this application the FATO (see 6above) and TLOF will be coincident.

8 Offshore Helidecks

Offshore helidecks will have a TLOF dimension which is afunction of the largest overall dimension of the largesthelicopter using the deck and the FATO and TLOF will becoincidental. The marking and lighting of offshore helidecks isoutlined in CAP 437 ‘Offshore Helicopter Landing Areas’. Due tothe specialist nature of helicopter operations in support ofoffshore oil installations, full details of the marking andlighting of individual offshore helidecks should be obtainedprior to commencing operations.

APPENDIX B

Fig B5 Final approach and take-off area designation marking

© Civil Aviation Authority 1997

First published January 1997Reprinted January 2000Reprinted April 2001

ISBN 0 86039 599 5

Printed and distributed by:Documedia37 Windsor Street, Cheltenham, Glos GL52 2DG £30.00

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