D - UFC 3-260-04 Airfield and Heliport Marking.pdf

UFC 3-260-04

16 May 2018

UNIFIED FACILITIES CRITERIA (UFC)

APPROVED FOR PUBLIC RELEASE; DISTRIBUTION UNLIMITED

AIRFIELD AND HELIPORT MARKING

UNIFIED FACILITIES CRITERIA (UFC)

AIRFIELD AND HELIPORT MARKING

Any copyrighted material included in this UFC is identified at its point of use.

Use of the copyrighted material apart from this UFC must have the permission of the copyright holder.

U.S. ARMY CORPS OF ENGINEERS

NAVAL FACILITIES ENGINEERING COMMAND

AIR FORCE CIVIL ENGINEER CENTER (Preparing Activity)

Record of Changes (changes are indicated by \1\ ... /1/)

Change No. Date Location

This UFC supersedes Air Force ETL 04-2, Standard Airfield Pavement Marking Schemes, 19 July 2004; Army TM 5-823-4 C1, Marking of Army Airfield-Heliport Operational and Maintenance Facilities, July 1987; UFC 3-260-05A, Marking of Army Airfield Heliport Operational and Maintenance Facilities, 16 January 2004;

Army Engineering and Construction Bulletin, Marking of Army Airfields and Heliports, 1 October 2012; and Army ETL 1110-3-512, Army Airfield and Heliport Markings, 30 September 2015.

FOREWORD

The Unified Facilities Criteria (UFC) system is prescribed by MIL-STD 3007 and provides planning, design, construction, sustainment, restoration, and modernization criteria, and applies to the Military Departments, the Defense Agencies, and the DoD Field Activities in accordance with USD (AT&L) Memorandum dated 29 May 2002. UFC will be used for all DoD projects and work for other customers where appropriate. All construction outside of the United States is also governed by Status of Forces Agreements (SOFA), Host Nation Funded Construction Agreements (HNFA), and, in some instances, Bilateral Infrastructure Agreements (BIA.)

Therefore, the acquisition team must ensure compliance with the most stringent of the UFC, the SOFA, the HNFA, and the BIA, as applicable.

UFC are living documents and will be periodically reviewed, updated, and made available to users as part of the Services’ responsibility for providing technical criteria for military construction. Headquarters, U.S. Army Corps of Engineers (HQUSACE), Naval Facilities Engineering Command (NAVFAC), and Air Force Civil Engineer Center (AFCEC) are responsible for administration of the UFC system. Defense agencies should contact the preparing Service for document interpretation and improvements. Technical content of UFC is the responsibility of the cognizant DoD working group. Recommended changes with supporting rationale should be sent to the respective Service proponent office by the following electronic form: Criteria Change Request. The form is also accessible from the Internet site listed below.

UFC are effective upon issuance and are distributed only in electronic media from the following source:

Whole Building Design Guide web site http://dod.wbdg.org/.

Refer to UFC 1-200-01, DoD Building Code (General Building Requirements), for implementation of new issuances on projects.

AUTHORIZED BY:

LARRY D. McCALLISTER, PhD, PE, PMP, SES

JOSEPH E. GOTT, P.E.

Chief Engineer

Chief, Engineering and Construction Directorate of Civil Works

Naval Facilities Engineering Command

U.S. Army Corps of Engineers

EDWIN H. OSHIBA, SES MICHAEL McANDREW Director, AF Civil Engineer Center Deputy Assistant Secretary of Defense

(Facilities Investment and Management) Office of the Assistant Secretary of Defense (Energy, Installations, and Environment)

UNIFIED FACILITIES CRITERIA (UFC)

NEW DOCUMENT SUMMARY SHEET

Document: UFC 3-260-04, Airfield and Heliport Marking

Superseding: Air Force Engineering Technical Letter (ETL) 04-2, Standard Airfield Pavement Marking Schemes, 19 July 2004; Army TM 5-823-4 C1, Marking of Army Airfield-Heliport Operational and Maintenance Facilities, July 1987; UFC 3-260-05A, Marking of Army Airfield Heliport Operational and Maintenance Facilities, 16 January 2004; and Army Engineering and Construction Bulletin, Marking of Army Airfields and Heliports, 1 October 2012, and Army ETL 1110-3-512, Army Airfield and Heliport Markings, 30 September 2015

Description: The purpose of this document is to provide standard dimensions, colors, retro-reflectivity requirements, layout, placement, and orientation standards for marking airfield pavements. It gives the minimum level of marking necessary for paved surfaces of fixed and rotary wing runways, taxiways, helipads, and landing lanes. It also provides authority to mark hazards to air navigation as obstructions in accordance with national standards or military agreements within host countries. See TM 3-34.48-2, Theater of Operations: Roads, Airfields, and Heliports – Airfield and Heliport Design, Volume II, for landing zone marking requirements. This document applies to all Department of Defense (DoD) activities except those operating at airports owned and controlled by an authority other than the DoD. For airports under Federal Aviation Administration (FAA) jurisdiction, use FAA Advisory Circular (AC) 150/5340-1, Standards for Airport Markings. For DoD facilities overseas, if a written agreement exists between the host nation and DoD that requires application of North Atlantic Treaty Organization (NATO), International Civil Aviation Organization (ICAO), or FAA standards, those standards apply as stipulated within the agreement. For cases where a Status of Forces Agreement (SOFA) specifically requires international standards, use ICAO Annex 14, Volume I, Aerodromes (for fixed wing runways), or Annex 14, Volume II, Heliports (for rotary wing helipads and runways), as appropriate. Air Force tenant organizations on civil airports use these standards on the military portion of the airfield to the maximum extent practicable.

Reasons for Document: This document combines and consolidates standards for the Services to ensure uniformity in visual guidance aids on DoD airfields.

Impact: Impacts of implementing these updated standards have been minimized by allowing existing markings to remain pending a need to remark pavement due to age or normal wear.

Unification Issues: Naval Air Systems Command (NAVAIR) is the Office of Primary Responsibility for airfield marking on U.S. Navy facilities. The NAVAIR standard is NAVAIR 51-50AAA-2, General Requirements for Shore Based Airfield Marking and Lighting. Additionally, the NAVAIR publication includes airfield lighting standards which are not unified with UFC 3-535-01, Visual Air Navigation Facilities. The Pavements Discipline Working Group (DWG) continues to work with NAVAIR to unify airfield marking standards across DoD. Waiver processing differs among the Services due to differences in organizational structure.

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TABLE OF CONTENTS

CHAPTER 1 BACKGROUND AND GENERAL INFORMATION

1-1 BACKGROUND

1-2 GENERAL INFORMATION

1-3 PURPOSE AND SCOPE

1-4 APPLICABILITY

1-5 JOINT USE FACILITIES

1-5.1 Within the Continental United States (CONUS)

1-5.2 Outside the Continental United States (OCONUS)

1-6 GENERAL BUILDING REQUIREMENTS

1-7 REFERENCES

1-8 SUMMARY OF BEST PRACTICES IN APPENDIX B

1-8.1 Airfield Marking Handbook

1-8.2 Maintenance of Marking Patterns from Previous Standards

1-8.3 Use of Metrics for Markings

1-9 GLOSSARY

CHAPTER 2 WAIVERS

2-1 REQUIREMENTS AND PROCEDURES

CHAPTER 3 TOLERANCES, MATERIALS, APPLICATION RATES, AND COLORS . 7

3-1 PATTERN SIZE ALLOWANCES

3-1.1 Tolerances for New Markings and Remarking

3-1.2 Paint

3-1.3 Alternate Marking Materials

3-1.4 Alternate Visual Aids

3-1.5 Contrasting Markings to Increase Conspicuity

3-1.6 Obliteration of Extraneous Markings

3-2 COLORS FOR PAVEMENT AND OBSTRUCTION MARKINGS

3-2.1 Airfields and Roadways

3-2.2 Colors for Marking Obstructions

3-3 RETRO-REFLECTIVE PAVEMENT MARKINGS

3-3.1 Painted Pavement Markings

3-3.2 Post Applied Retro-Reflective Media

3-3.3 Material Selection ii

3-3.4 Lifecycle Cost Analysis

CHAPTER 4 UNIQUE MARKING PRACTICES

4-1 PRACTICES FOR SPECIAL CIRCUMSTANCES

4-2 OPEN GRADED WEARING SURFACES AND CLEANING EXISTING

MARKINGS

4-2.1 Painting Porous Pavements

4-2.2 Cleaning Markings

4-3 MAXIMUM PAINT THICKNESS

4-4 OBSTRUCTION MARKING

4-5 ROADWAY MARKING

CHAPTER 5 RUNWAY MARKINGS

5-1 GENERAL INFORMATION

5-2 RUNWAY MARKING SCHEMES

5-2.1 Runway Marking Elements Based on Highest Intended Use

5-2.2 Additional Markings

5-2.3 Unmanned Aircraft System (UAS) Runways

5-2.4 Basic Visual Flight Rule (VFR) Runway

5-2.5 Non-Precision Instrument Runways

5-2.6 Precision Instrument Runway

5-2.7 Runway Marking Precedence

5-2.8 Runway Centerline

5-2.9 Threshold Marking

5-2.10 Runway Designations

5-2.11 Dimensions for Designation Numbers and Letters

5-2.12 Runway Overruns

5-2.13 Runway Side Stripes

5-2.14 Displaced Threshold Marking Schemes

5-2.15 Touchdown Zone and Fixed Distance Markings

CHAPTER 6 TAXIWAY AND APRON MARKINGS

6-1 GENERAL INFORMATION

6-2 TAXIWAY AND TAXILANE CENTERLINE STRIPE

6-2.1 Directional Changes

6-2.2 Taxiway and Taxilane Turn Radii

6-3 TAXIWAY, APRON, AND TAXILANE EDGE STRIPES

iii

6-3.1 Taxiway and Apron Edge Stripes

6-3.2 Taxilane Edge Stripes

6-4 PARKING STOP BARS

6-5 HOLDING POSITIONS

6-5.1 Runway Hold Positions

6-5.2 Runway/Runway Holding Position Marking Layout and Placement

6-5.3 Enhanced Hold Position Marking

6-5.4 Intermediate Hold Position Markings

6-5.5 Surface Painted Signs

6-5.6 Surface Painted Holding Position Signs

6-5.7 Surface Painted Taxiway Location Signs

6-5.8 Surface Painted Taxiway Direction Signs

6-5.9 Towway Markings

6-5.10 Restricted Area and Restricted Area Entry Control Points (ECP)

CHAPTER 7 MARKING PAVEMENTS FOR ROTARY WING OPERATIONS

7-1 GENERAL

7-2 MARKING WITH PAINT OR THERMOPLASTICS

7-3 COLORS AND REFLECTIVITY OF MARKINGS

7-4 PAVEMENT CURING TIME AND APPLICATION RATES

7-4.1 Rigid Pavements

7-4.2 Flexible pavements

7-5 INCREASING VISIBILITY OF MARKINGS

7-6 HELICOPTER RUNWAY AND LANDING LANE MARKINGS

7-6.1 Rotary-Wing Runway Designator

7-6.2 Azimuth Runway Designation Marking

7-6.3 Runway Centerline Marking

7-6.4 Runway Side Stripe (Edge) Marking

7-7 TAXIWAY MARKINGS

7-7.1 Centerline Marking

7-7.2 Hold-Line Marking

7-8 HOVERPOINTS

7-9 APRON MARKINGS

7-10 HELIPADS

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7-10.1 Hospital Helipad Markings

7-10.2 Elevated Helipad Markings

7-10.3 Application

7-10.4 Location

7-11 OVERRUNS AND SHOULDER MARKINGS

7-11.1 General

7-11.2 Color

7-11.3 Materials

7-11.4 Overrun Areas

7-11.5 Runway Shoulder Areas

CHAPTER 8 OTHER PAVEMENT MARKINGS

8-1 CLOSED PAVEMENT MARKINGS

8-2 PERMANENTLY CLOSED RUNWAYS

8-2.1 Runway Markings

8-2.2 Intersections

8-3 PERMANENTLY CLOSED TAXIWAYS OR TAXILANES

8-4 PERMANENTLY CLOSED APRONS

8-5 TEMPORARILY CLOSED AIRFIELD PAVEMENTS

8-5.1 Temporarily Closed Runways

8-5.2 Temporarily Closed Taxiways or Taxilanes

8-5.3 Temporarily Closed Aprons

8-6 BARRICADES

8-7 NON-MOVEMENT AREA BOUNDARY MARKING

8-7.1 Location

8-7.2 Layout

8-8 OBSTRUCTION CLEARANCE LINE

8-9 DECEPTIVE SURFACES (SHOULDER MARKINGS)

8-10 RUNWAY SHOULDERS

8-11 TAXIWAY AND APRON SHOULDERS

8-12 VEHICULAR ACCESS MARKING

8-13 INERTIAL NAVIGATION SYSTEM (INS) CHECKPOINT MARKINGS. . 95

8-14 GROUND RECEIVER CHECKPOINT MARKINGS

8-15 COMPASS CALIBRATION PAD (CCP) MARKINGS

v

8-16 T-6 PROPELLER HAZARD PAVEMENT MARKINGS

8-17 F-16 ENGINE INLET DANGER AREA PAVEMENT MARKINGS

8-18 HYDRANT FUEL PIT LID MARKING

8-19 STATIC GROUND MARKINGS

8-20 C-12 PROP HAZARD WARNING MARKING

8-21 EXPEDIENT AIRFIELD MARKINGS

APPENDIX A REFERENCES

APPENDIX B BEST PRACTICES

APPENDIX C GLOSSARY

FIGURES

Figure 5-1 Runway Marking Schemes

Figure 5-2. VFR Runway Markings

Figure 5-3. Non-Precision Instrument Runway Markings

Figure 5-4. Touchdown Zone and Fixed Distance (Aiming Point) Markings

Figure 5-5. UAS Runway Markings

Figure 5-6 Runway Designators

Figure 5-7. Overrun Markings

Figure 5-8 Permanently Displaced Threshold Where Preceding Pavement is Used as Runway (Take-Off or Landing)

Figure 5-9. Permanently Displaced Threshold Where Preceding Pavement is Used as a Taxiway

Figure 5-10. Permanently Displaced Threshold Where Displacement Area is Used as a Taxiway and for Take-Off and/or Landing Ground Roll

Figure 5-11. Temporarily Displaced Threshold

Figure 5-12. Aircraft Arresting System (AAS) Warning Markings

Figure 6-1. Typical Taxiway and Taxilane Markings

Figure 6-2. Typical Mass Apron Layout for Cargo Aircraft

Figure 6-3. VFR Hold Position Markings

Figure 6-4. ILS Hold Position Details

Figure 6-5. Locating Instrument Hold Position to Protect Glideslope Critical Area 47

Figure 6-6. Locating Instrument Hold Positions to Protect Touchdown Zone Critical Area

Figure 6-7. Enhanced Hold Position Markings vi

Figure 6-8. Intermediate Holding Position Marking

Figure 6-9. Taxilane Edge Stripes

Figure 6-10. Surface Painted Runway Hold Position Signs

Figure 6-11. Surface Painted Taxiway Location Sign

Figure 6-12. Surface Painted Taxiway Direction Sign

Figure 6-13. Surface Painted Sign Inscription Layout, A through P

Figure 6-14. Surface Painted Sign Inscription Layout, Q through 6

Figure 6-15. Surface Painted Sign Inscription Layout, 7 through 0 and Directional Arrow

Figure 6-16 Towway Centerline Marking

Figure 6-17. Restricted Area Entry Control Points (ECP)

Figure 6-18. Typical Restricted Area Boundary Warning Sign

Figure 7-1. Helicopter Runway Markings

Figure 7-2. Rotary-Wing Designator and Designation Markings

Figure 7-3. Rotary-Wing Runway Designation Numbers and Letters

Figure 7-4. Heliport Markings

Figure 7-5. Helipad Markings

Figure 7-6. Hospital Helipad Markings

Figure 7-7. Landing Lane Layout

Figure 7-8. Landing Lane Helipad and 1/3rd Length Marker Panels

Figure 7-9. Elevated Helipad Example

Figure 7-10. Dimensions for Supplemental Elevated Helipad Markings

Figure 7-11. Rotary Wing Overruns and Shoulder Markings

Figure 7-12. Type 1 Parking for CH-47

Figure 7-13. Type 1 Parking for all Rotary Wing Aircraft Except CH-47

Figure 7-14. Type 2 Parking for Wheeled Rotary Wing Aircraft

Figure 7-15. Type 2 Parking for Skid Rotary Wing Aircraft

Figure 8-1. Runway, Taxiway, and Apron Area Closure Markings

Figure 8-2. Closed Runway, Taxiway, and Taxilane Pavement Markings

Figure 8-3. Placement of Permanently Closed Apron Pavement Markings

Figure 8-4. Low Profile Barricades

Figure 8-6. Runway Shoulder Markings (Deceptive Surfaces)

Figure 8-7. Taxiway and Apron Shoulder Markings (Deceptive Surfaces)

Figure 8-8. Typical Inertial Navigation System Marking vii

Figure 8-9. Ground Receiver Checkpoint (Directional)

Figure 8-10. Compass Calibration Pad Markings

Figure 8-11. Compass Calibration Pad Numerals

Figure 8-12. T-6 Propeller Hazard Area Pavement Markings

Figure 8-13. F-16 Engine Inlet Danger Area Pavement Markings for Idle Thrust 106

Figure 8-14. Hydrant Fuel Pit Markings

Figure 8-15. C-12 Propeller and Exhaust Hazard Area Pavement Markings

TABLES

Table 6-1. Cargo Aircraft Apron Layout Dimensions

Table B-1 Inches to Millimeters

Table B-2 Feet to Meters viii

This Page Intentionally Left Blank

CHAPTER 1 BACKGROUND AND GENERAL INFORMATION

1-1 BACKGROUND.

These criteria are a compilation of U.S. and international standards, adopted from the International Civil Aviation Organization (ICAO) standards, North Atlantic Treaty Organization (NATO) agreements, and Federal Aviation Administration (FAA) standards, as well as individual Service- or aircraft-specific technical orders. Prior to publication of this UFC, each Service component promulgated independent airfield marking standards based upon mission needs and operational doctrine, none of which fully complied with NATO, ICAO, or FAA criteria. Because DoD Service components operate worldwide, it is desirable and necessary that visual aids be commonly recognized and universally accepted by all DoD personnel and our allies.

1-2 GENERAL INFORMATION.

Pavement markings are provided to enable and enhance safe and informed aircraft and vehicle operation on the airfield and roadways. They are required to be prominent and of uniform configuration so they are clearly understood. Do not place locally devised non-standard markings without authorization from the appropriate authority. Such markings confuse aviators and ground personnel and cause runway incursions and accidents.

1-3 PURPOSE AND SCOPE.

This UFC provides standards for marking DoD airfields and heliports. This UFC also requires use of the Federal Highway Administration's (FHWA) Manual of Uniform Traffic Control Devices (MUTCD) for marking roadways, vehicular traffic routes on airfields, and airfield service roads maintained and operated by the designated authority. It gives the minimum level of markings necessary for paved surfaces of fixed and rotary wing runways, taxiways, helipads, and landing lanes as well as unique apron or hard stand markings necessary for maintenance or calibration of aircraft. It refers to FAA or ICAO standards for marking the surfaces of obstructions when deemed necessary by the designated authority. For additional airfield facility types, such as the F-35 vertical landing (VL) pad, landing helicopter deck (LHD) simulated deck facilities, and other fixed-wing short takeoff and vertical landing (STOVL) facilities, see UFC 3-260-01.

1-4 APPLICABILITY.

These criteria apply to all DoD activities except those operating at airports owned and controlled by an authority other than DoD. U.S. Navy and Marine Corps pavement marking details for shore-based installations are provided in NAVAIR 51-50AAA-2, General Requirements for Shore Based Airfield Marking and Lighting. Download a copy at http://www.wbdg.org/ffc/dod/supplemental-technical-criteria (designated TSEWG NAVAIR 51-50111-2, General Requirements for Shorebased Airfield Marking and Lighting) or contact the management authority for NAVAIR 51-50-AAA-2 at:

Commanding Officer Naval Air Warfare Center Aircraft Division, Lakehurst Logistics, Code 6.8.5.1, Lakehurst, NJ, 08733, phone (732) 323-5073.

Base the marking criteria used upon ownership of the facility or official agreements with the host nation or host aviation authority. For example, DoD-owned and -controlled facilities are marked in accordance with DoD criteria and municipally owned airfields and airports are marked in accordance with FAA or ICAO criteria, as applicable.

It is recommended that noncompliant markings be updated to comply with this UFC at the next painting cycle. However, existing markings are not required to be changed to comply with the updated criteria in this UFC until it is appropriate and economically feasible to remove and replace all noncompliant markings on a significant feature of the airfield. An entire runway, the taxiway system, or an individual apron are examples of significant features of an airfield for the purpose of complying with this

UFC.

1-5 JOINT USE FACILITIES.

1-5.1 Within the Continental United States (CONUS).

A joint use facility is one where a written agreement between the U.S. military and a government agency authorizes use of the military runways for public transportation. For airports operated under FAA jurisdiction, use FAA AC 150/5340-1.

1-5.2 Outside the Continental United States (OCONUS).

For DoD facilities overseas, if a written agreement exists between the host nation and DoD that requires application of NATO or ICAO standards, those standards apply as stipulated within the agreement. For cases where a Status of Forces Agreement (SOFA) specifically requires international standards, use ICAO Annex 14, Volume I, Aerodromes (for fixed wing runways), or Annex 14, Volume II, Heliports (for rotary wing helipads and runways), as appropriate. DoD tenant organizations on civil airports use these standards on the military portion of the airfield to the maximum extent practicable.

1-6 GENERAL BUILDING REQUIREMENTS.

UFC 1-200-01 provides applicability of model building codes and government-unique criteria for typical design disciplines and building systems, as well as for accessibility, antiterrorism, security, sustainability, and safety. Use this UFC in addition to UFC 1-200- 01 and the UFCs and government criteria referenced therein.

1-7 REFERENCES.

Appendix A contains a list of references. The publication date of the code or standard is not included in this UFC. In general, the latest available issuance of the reference is used.

1-8 SUMMARY OF BEST PRACTICES IN APPENDIX B.

1-8.1 Airfield Marking Handbook.

Appendix B-1 contains best practices for installation and maintenance of airfield and heliport markings documented by the Innovative Pavement Research Foundation (IPRF) in Project 05-1.

1-8.2 Maintenance of Marking Patterns from Previous Standards.

Appendix B-2 contains the layout and dimension details for airfield markings previously used on Air Force and Army installations prior to publication of this UFC. Details for Navy and Marine Corps pavement marking details for shore-based installations are provided in NAVAIR 51-50AAA-2. The details and reference information provided facilitates maintenance of existing markings.

1-8.3 Use of Metrics for Markings.

Appendix B-3 is a matrix of dimensional equivalencies for various line segments, markings, and distances to or from specific geographic or feature reference points identified or referenced in this UFC.

1-9 GLOSSARY.

Appendix C contains acronyms, abbreviations, and terms.

CHAPTER 2 WAIVERS

2-1 REQUIREMENTS AND PROCEDURES.

Do not design, specify, provide, construct, or apply any airfield marking that does not comply with this UFC without first requesting and obtaining a waiver in accordance with Military Standard (MIL-STD) 3007 and agency, DoD, and Service department airfield waiver procedures. However, design markings to the extent needed to determine if a waiver is required and to prepare the waiver. Prepare and obtain separate waivers from the senior airfield authority and airfield manager if they are not included in the current agency waiver procedure. Refer to the current agency airfield markings waiver procedures in Tri-Service Pavements Working Group (TSPWG) Manual 3-260-04.18- 02, Airfield Marking Waiver Procedures.

CHAPTER 3 TOLERANCES, MATERIALS, APPLICATION RATES, AND COLORS

3-1 PATTERN SIZE ALLOWANCES.

3-1.1 Tolerances for New Markings and Remarking.

Apply all markings in the standard dimensions provided in the drawings. New markings are allowed to deviate a maximum of 10 percent larger than the standard dimension.

The maximum deviation allowed when painting over an old marking is up to 20 percent larger than the standard dimension. Do not use less than standard dimensions.

3-1.2 Paint.

Mark flexible and rigid pavements with lead-free pavement-marking paints, available under Federal Specification TT-P-1952. Select Type I for use under normal conditions, Type II for use under adverse conditions, or Type III for increased durability. See the latest revision of Federal Specification TT-P-1952 for additional information on applications. Apply glass beads to the paint immediately after application of paint to incorporate retro-reflective properties into the markings.

3-1.2.1 Permanent Painted Markings.

Apply markings at 12 to 14 mils (0.310 to 0.360 millimeters) wet-film thickness for coverage of 121 (± 6) square feet per gallon (2.970 square meters [± 165 square millimeters] per liter). Apply beads to permanent painted markings at the rate recommended for the type beads used. (The wet film thickness of the paint is increased when the larger diameter Type IV beads are used. See paragraph 3-3.3 for details.) It is undesirable for painted markings to build up beyond a total thickness of approximately 40 mils (1.02 millimeters). This occurs after about five marking cycles unless surface abrasion (e.g., caused by snow-removal equipment) reduces this buildup. Repeated over-painting increases stresses at the initial bond with the pavement and eventually causes the marking to crack and peel.

3-1.2.2 Temporary Painted Markings.

Apply markings at 4 to 6 mils (0.100 to 0.150 millimeter) wet-film thickness in cases where new pavements need to be opened early or for temporarily displaced thresholds.

Apply beads to temporary painted markings at half the normal rate; this provides markings of sufficient prominence to allow operations. Touch up the marking in case of bleeding and remark the pavement at the normal application rate after the pavement is at least 30 days old. For temporary markings, first apply a pavement-curing compound;

this makes the markings easier to remove. A lime and water solution or sea-marker dyes are also used for temporary markings; however, these materials are best suited to dirt surfaces or snow-covered pavements. Temporary marking tape is also used for temporary taxi routes or for temporarily displaced threshold markings if the pre-threshold area is only planned for operation at normal taxiing speeds. High-speed operations, turning traffic, rotor-wash, or jet blast might dislodge these materials, creating a potential for foreign object damage (FOD) to jet engines. Do not use these materials on runways for this reason.

3-1.3 Alternate Marking Materials.

Thermoplastics or preformed materials such as tape are allowed for use on taxiways and aprons, but these type materials are not used on runways or helipads because of the potential FOD to aircraft if they delaminate from the pavement. Apply these materials in accordance with the manufacturer’s recommendations. Pre-mix glass beads with thermoplastic materials and post-apply beads to the surface of the marking at the same application rate as noted above to provide initial retro-reflectivity. The beads are uniformly suspended throughout the material to ensure continuing retro-reflectivity as the marking wears from the effects of traffic. Add beads at a rate equivalent to that noted above for each 10 mils (0.250 millimeter) of overall application thickness.

3-1.4 Alternate Visual Aids.

When appropriate, lighted barricades, traffic cones, or portable edge markers are used instead of pavement markings during short periods of construction if addressed in the construction waiver and the construction phasing plan (see Appendix B of UFC 3-260- 01). Use edge markers for daytime use or expedient airfield markings such as are used on a minimum operating strip (MOS) or a landing zone (LZ). Lighted visual aids are used for night operations or instrument flight rule (IFR) operations. Fasten or weight down all such devices to prevent them from becoming dislodged by jet blast or prop wash. Use frangible markers designed and constructed of materials that collapse if struck by an aircraft. They are colored to present a sharp contrast with the surrounding terrain.

3-1.5 Contrasting Markings to Increase Conspicuity.

If needed, use a non-reflectorized black border to outline markings on light-colored pavements (portland cement concrete [PCC] or oxidized asphaltic concrete [AC]). This makes the markings more prominent. The border is uniformly 6 inches (152 millimeters) wide (no variation in width beyond standard tolerances) and borders all edges of the marking

3-1.6 Obliteration of Extraneous Markings.

Use black paint, or a color blend of black and white to match pavement color, to temporarily hide extraneous markings rather than risk damaging the pavement during paint removal. Note: This method is only used temporarily because the underlying paint shows through when illuminated at night after the black paint begins to wear off the top of the previously applied glass beads. For effective guidance, remove the old paint completely by hydro-blast, grinding, or some other method, or pave over the old marking to eliminate potential confusion from obsolesced or extraneous surface markings. Take care when obliterating old markings so the resulting pattern no longer presents the appearance of a usable marking. This requires additional scarifying or overpainting for effective obfuscation of the pattern.

3-2 COLORS FOR PAVEMENT AND OBSTRUCTION MARKINGS.

3-2.1 Airfields and Roadways.

For airfield pavement applications, use the following color chip numbers from SAE- AMS-STD-595 when ordering or specifying paint. See the specific layout schemes in Chapters 5 through 8 for the specific color and retro-reflective requirements for the applicable marking.

3-2.1.1 White – 37925.

Generally, retro-reflective white is used for all runway, helipad, towway, and rotary wing runway or landing lane markings. However, there are some exceptions, such as for aircraft arresting system (AAS) warning markings, runway shoulder markings, hold short runway hold position markings, taxiway lead-in and lead-out lines, and hospital helipad markings.

3-2.1.2 Yellow – 33538.

Generally, retro-reflective yellow is used for all taxiway and apron markings, as well as displaced threshold areas used only as a taxiway and for the arrowheads and chevrons when the displacement is temporary. Exceptions: Restricted area markings and legends on some surface painted taxiway and apron signs are marked in other colors. Non-reflective yellow is used in overruns and for shoulder markings.

3-2.1.3 Red – 31136.

Red is normally used to mark restricted area boundaries and some of the legend on the restricted area signs required by AFI 31-101.

3-2.1.4 Black – 37038.

Black is used as a border to increase the conspicuity of markings on light-colored pavements. It is also mixed with white (to better match pavement surface color) and used to obliterate extraneous markings. Note: Covering obsolete or extraneous markings with paint is a temporary solution. The only means for permanent obliteration is to grind, scarify, burn, or hydro-blast the pavement surface or place a new surface material over the old markings.

3-2.1.5 Green – 34108.

Green is used to identify obstacle clearance boundaries at U.S. Army facilities.

3-2.2 Colors for Marking Obstructions.

For obstruction marking applications, use the following color chip numbers from SAE- AMS-STD-595 when ordering or specifying paint to mark obstructions.

White – 17875

Orange – 12197

3-3 RETRO-REFLECTIVE PAVEMENT MARKINGS.

3-3.1 Painted Pavement Markings.

Painted pavement markings are very difficult to see at night or during rain if they have no retro-reflective properties. Markings without beads also have a lower coefficient of friction. For these reasons, use of glass beads is encouraged for all surface painted markings. Do not place beads on black borders. Other less-expensive materials are available to improve the coefficient of friction on black painted pavement surfaces.

Note: Because thermoplastic materials are applied at a greater film thickness, these materials also have spherical beads premixed into the colored binder prior to application.

3-3.2 Post Applied Retro-Reflective Media.

Post-apply retro-reflective media (glass beads) specified under Federal Specification TT-B-1325D (or later revision) to make surface painted markings retro-reflective. Retro-reflective runway, taxiway, and apron markings are identified in the layout scheme descriptions in Chapters 5 through 8.

3-3.3 Material Selection.

Select the most appropriate material manufactured in accordance with the most current version of Federal Specification TT-B-1325D, as follows:

Type I, Gradation A, Drop-On, Low Index of Refraction, for use on any airfield or roadway marking pattern applied with paint procured to comply with Federal Specification TT-P-1952E. Apply a minimum of 7 pounds per gallon (0.85 kilogram per liter) of paint. In accordance with the National Defense Authorization Act (NDAA) for Fiscal Year 2018, complete a life-cycle cost analysis of the beads which appropriately considers local site conditions, life-cycle cost maintenance, environmental impact, operational requirements, and the safety of flight before specifying or using beads with a refractive index of 1.6 or less, including Type I beads.

Type II has been deleted and is no longer specified or used.

Type III, Gradation A, Drop-On, High Index of Refraction, intended for applications where increased retro-reflectivity is needed. Apply a minimum of 10 pounds per gallon (1.2 kilograms per liter) of paint.

Type IV Gradation A – Large coarse, direct-melt, low-index glass beads for drop-on applications are intended for highways and all airfield markings applied with paint procured to comply with Federal Specification TT-P- 1952E, Type III. Apply a minimum of 8 pounds per gallon (1 kilogram per liter) of paint. A wet film paint thickness of 18 to 25 mils (0.457 to 0.635 millimeter) is specified when Type IV gradation A beads are used.

Type IV Gradation B – Medium coarse, direct-melt, low-index glass beads for drop-on applications are intended for highways and all airfield markings applied with paint procured to comply with Federal Specification TT-P- 1952E, Type III. Apply a minimum of 8 pounds per gallon (1 kilogram per liter) of paint. A wet film paint thickness of 15 to 18 mils (0.381 to 0.457 millimeter) wet film paint thickness is specified when Type IV gradation B beads are used.

3-3.4 Lifecycle Cost Analysis

In accordance with the NDAA of 2016, perform a lifecycle cost analysis at every individual location to determine what type of reflective media (glass bead) to use at the installation. This is reiterated in Unified Facilities Guide Specification (UFGS) 32 17 23.

In accordance with the NDAA for fiscal year (FY) 2018, complete a lifecycle cost analysis of the beads which appropriately considers local site conditions, lifecycle cost maintenance, environmental impact, operational requirements, and the safety of flight before specifying or using beads with a refractive index of 1.6 or less, including Type I beads. TSPWG Manual 3-260-04.18-01, Life-Cycle Cost Analysis of Retroreflective Glass Beads, provides guidance on how to accomplish a lifecycle cost analysis (LCCA) comparing Type I to Type III retroreflective glass beads in accordance with NDAA FY 2018, Section 2872(b).

CHAPTER 4 UNIQUE MARKING PRACTICES

4-1 PRACTICES FOR SPECIAL CIRCUMSTANCES.

Striated markings are substituted for any solid marking pattern that is 3 feet (0.9 meter) wide or wider to reduce the effects of frost heave or improve surface friction characteristics. Do not striate markings on runways intended to support operations in instrument categories II and III. Striated markings are created by painting multiple longitudinal stripes 6 inches (152 millimeters) wide with gaps from 4 to 6 inches (102 to 152 millimeters) wide.

4-2 OPEN GRADED WEARING SURFACES AND CLEANING EXISTING

MARKINGS.

4-2.1 Painting Porous Pavements.

On porous friction surfaces or other open aggregate wearing surfaces, it is desirable, or in some cases necessary, to apply painted markings twice, approaching the area to be marked from opposite directions. Glass beads, necessary to add retro-reflective characteristics to the markings, are applied during each pass.

4-2.2 Cleaning Markings.

When contaminated by fuel, oil, dirt, or other impurities, clean pavement markings using high-pressure water or a combination of applying an environmentally friendly soap and sweeping with a truck- or tractor-mounted sweeper, followed by a clear-water rinse.

Sweeping new markings immediately after the paint cures also improves retro-reflectivity by abrading the overspray deposited on adjacent surface-exposed beads during subsequent paint applications.

4-3 MAXIMUM PAINT THICKNESS.

Each time a surface is over-painted, the initial stress at the bond between the paint binder and the pavement increases. For this reason, remove painted markings before they build up more than about 40 mils (1 millimeter) total thickness. This occurs after about five marking cycles with Type I or Type II paints, and even more rapidly with the more heavily applied Type III (high-build) paints unless surface abrasion such as that caused by heavy accelerating, stopping, or turning traffic, or snow removal operations with plows and/or brooms, reduces the buildup by abrasion. Over-painting to excessive thickness also eventually causes the marking to prematurely crack and peel.

4-4 OBSTRUCTION MARKING.

Obstacles or obstructions defined by UFC 3-260-01, Federal Aviation Regulations (FAR) Part 77, or ICAO Annex 14, Volume I and Volume II, as applicable, are marked according to the following guidance:

For installations in CONUS or its territories, use FAA AC 70/7460-1.

For OCONUS installations, use the current edition of ICAO Annex 14, or the standard defined by the SOFA, Host Nation Funded Construction Agreement (HNFA), or Bilateral Infrastructure Agreement (BIA).

4-5 ROADWAY MARKING.

Markings and signs of roadways are configured in accordance with UFC 3-201-01, SDDCTEA Pamphlet 55-17, SDDCTEA Pamphlet 55-14, and the FHWA MUTCD.

CHAPTER 5 RUNWAY MARKINGS

5-1 GENERAL INFORMATION.

All markings of any color on light-colored pavement are optionally highlighted by marking a black, non-reflectorized 6-inch (152-millimeter) border (see paragraph 3-1.5).

5-2 RUNWAY MARKING SCHEMES.

5-2.1 Runway Marking Elements Based on Highest Intended Use.

There are three marking patterns for manned, fixed-wing runways; visual flight rules (VFR), non-precision instrument approach, and precision instrument approach. These are shown in Figure 5-1. Unmanned aircraft systems (UAS) are marked differently if constructed to support UAS-only operations. Determine the extent of runway markings based on the level of operations planned during day, night, and instrument meteorological conditions (IMC). Also consider available electronic navigation and visual approach lighting aids. Closed runways are marked to reflect their non-operational status. Engineers consult with the airfield managers to determine what markings are needed for each runway.

5-2.2 Additional Markings.

Installation/garrison commanders authorize additional standard markings. Non-standard markings are approved by the USAF Major Command Director of Operations (MAJCOM/A3) or U.S. Army Aeronautical Services Agency (USAASA), publicized in the DoD Flight Information Publication (FLIP). Interference with standard runway markings is not allowable. Non-standard markings are those not defined within any USAF or other DoD Service standard, Department of Transportation (FAA and FHWA), ICAO, Air Standardization Coordinating Committee (ASCC), or NATO standard appropriate for application at the given installation.

5-2.3 Unmanned Aircraft System (UAS) Runways.

For UAS-only runways, mark runway designation, centerline marking, and the letters “UAS” (without black borders), threshold bar, and runway edge stripes in retroreflective white, all centered on the runway width. These type runways are identified with the letters “UAS” on each end of the runway as shown in Figure 5-5.

5-2.3.1 Shadow (RQ-7A/B) -only runways are only marked with “UAS” without a designation number and centerline marking.

5-2.3.2 Global Hawk, Predator, and Reaper UAS-only runways are marked based on standard Class B airfield marking schemes and precedence (VFR, non-precision, or precision instrument; see Figure 5-1) and the standards provided herein.

5-2.4 Basic Visual Flight Rule (VFR) Runway.

For a VFR runway intended for use only during visual meteorological conditions (VMC), provide the following minimum markings (see Figures 5-1, 5-2, and 5-7):

Centerline stripes

Designation numbers (and letters, if appropriate)

AAS warning markings (Runway only; do not mark these for emergency arresting systems located in overruns.)

Runway/runway hold positions (if the runway intersects another runway and is used as a taxiway or is approved for simultaneous land and hold short operations [LAHSO] with the intersecting runway)

Overrun chevrons

Fixed distance (aiming point) marking (if the runway is 4,000 feet [1,200 meters] or longer and potentially used by jet aircraft)

Add side stripes to all non-precision instrument runways and basic VFR runways where the shoulder pavement is the same as the full-strength runway pavement. On airfields where the width of the runway was reduced, creating a full-strength shoulder, the use of edge stripes is optional except that they must be used to mark the location of any non-full-strength pavement such as the shoulders of the previously wider runway.

5-2.5 Non-Precision Instrument Runways.

For an instrument, non-precision approach runway, also mark threshold bars and expand the centerline width to 3 feet (0.9 meter). See Figures 5-1 and 5-3 for examples.

Figure 5-1 Runway Marking Schemes

FIXED DISTANCE

[AIMING POINT]

MARKINGS

TOUCHDOWN

ZONE

MARKINGS

RUNWAY

DESIGNATION

MARKINGS

THRESHOLD

MARKINGS

RUNWAY

PAVEMENT

EDGE

RUNWAY

PAVEMENT

EDGE

[AIMING POINT]

MARKINGS

RUNWAY

DESIGNATION

MARKINGS

PRECISION

INSTRUMENT

RUNWAY

NON-PRECISION

INSTRUMENT

RUNWAY VISUAL RUNWAY

RUNWAY

THRESHOLD

(NO OVERRUN)

RUNWAY

CENTERLINE

RUNWAY

CENTERLINE

TOUCHDOWN

ZONE

MARKINGS

TOUCHDOWN

ZONE

MARKINGS

EDGE

STRIPE

MARKINGS

OVERRUN NOT SHOWN

RUNWAY

THRESHOLD

RUNWAY

THRESHOLD

OVERRUN NOT SHOWN

Figure 5-2. VFR Runway Markings

RUNWAY

THRESHOLD

TAXIWAY

CENTERLINE

20' [6.1M]

60' [18.3M]

150' [45.7M]

RUNWAY SHOULDER

CENTERLINE

40' [12.2M]

80' [24.4M]

120' [36.6M]

20' [6.1M]

R150' [45.7M]

175' [53.3M] MIN

Figure 5-3. Non-Precision Instrument Runway Markings

PAVED

SHOULDERS

200' [61M]

150' [46M]

60' [18.3M]

60' [18.3M]

START OF

RUNWAY

(THRESHOLD)

20' [6.1M]

40' [12.2M]

50' [15.2M]

20' [6.1M]

40' [12.2M]

120' [36.6M]

75' [22.9M]

200' [61M] MIN

THRESHOLD BARS

SEE NOTE 4

NOTES

1. RUNWAY DESIGNATORS ARE THE MAGNETIC AZIMUTH

COMPASS HEADING FOR THE PAVEMENT LAYOUT IN THE

DIRECTION OF INTENDED OPERATION, ROUNDED TO THE

NEAREST 10 DEGREES.

2. SUPPLEMENTAL LETTER DESIGNATION MARKINGS "L", "R", OR

"C" ARE USED TO REPRESENT LEFT, RIGHT, OR CENTER,

WHEN THERE ARE TWO OR MORE PARALLEL RUNWAYS WITH

THE SAME NUMERIC DESIGNATIONS. WHEN A LETTER

DESIGNATOR IS NOT NEEDED, SPACING FROM THRESHOLD

BARS TO NUMERIC DESIGNATOR IS 40' [12M].

3. RUNWAY SIDE STRIPES ARE REQUIRED FOR PRECISION

INSTRUMENT RUNWAYS, AND OPTIONAL FOR ALL OTHERS.

THEY ARE 3' [1M] WIDE, RETRO-REFLECTIVE WHITE. STRIPES

MAY BE REDUCED TO A WIDTH OF 1.5' [0.5M] ON RUNWAYS

LESS THAN 100' [30M] WIDE.

4. THE NUMBER OF THRESHOLD BARS VARIES WITH RUNWAY

WIDTH. SEE PARAGRAPH 5-2.9.3 FOR DETAILS.

5. AT RUNWAY ENDS, TAXIWAY CENTERLINE TERMINATES AT

EDGE OF RUNWAY OR SIDE STRIPE IF USED.

11.5' [3.5M]

5.75' [1.75M]5.75' [1.75M]

SUPPLEMENTAL LETTER

DESIGNATION

SEE NOTE 2

NUMERIC AZIMUTH DESIGNATION

SEE NOTE 1

TAXIWAY CENTERLINE

STRIPE SEE NOTE 5

5' [1.5M]

100' [30.5M]

CENTERLINE

80' [24.4M]

3' [0.9M]

RUNWAY SIDE STRIPE

SEE NOTE 3

10' [3M]

20' [6.1M]

3' [0.9M]

10' [3M]

5-2.6 Precision Instrument Runway.

For precision approach runways, in addition to the non-precision instrument approach and VFR runway marking elements, provide side stripes and touchdown zone (TDZ) markings (and instrument hold lines, if appropriate). Substitute fixed distance (aiming point) markings for the second pair of TDZ markings on each end of the runway (see Figures 5-1 and 5-4).

5-2.7 Runway Marking Precedence.

For runways that intersect or share a common end, interrupt or adjust markings on the runway with the lower priority. Give precedence in this order:

Category III

Category II

Category I

Non-precision instrument runway markings

VFR runway markings

5-2.7.1 Where a need exists to mark a taxiway centerline across a runway, interrupt the marking 3 feet (0.9 meter) on either side of the runway marking.

5-2.7.2 Taxiway centerline is interrupted 5 feet (1.5 meters) either side of threshold markings or numbers.

5-2.8 Runway Centerline.

Runway centerlines are marked with a series of uniformly spaced retro-reflective white longitudinal stripes, 3 feet (0.9 meter) wide on instrument runways and at least 12 inches (305 millimeters) wide for VFR runways. Begin layout of centerline markings 40 feet (12.2 meters) from the runway designation (numeral[s]) and continue to the midpoint of the runway. Uniformly adjust the lengths of two stripes and three gaps or three stripes and two gaps (depending on which of the two falls at the center of the runway length) near the runway midpoint. See Figures 5-2 and 5-3.

Figure 5-4. Touchdown Zone and Fixed Distance (Aiming Point) Markings

.4

M

C E

N T

E R

L

IN

E

0.

9M

MATCH LINE A-A

SEE NOTE 3

6' [1.8M] 5' [1.5M]

TOUCH DOWN

ZONE

MARKINGS

72' [21.9M]

520' [158.5M]

1,020' [310.9M]

30' [9.1M]

72' [21.9M]

RUNWAY

THRESHOLD

75' [22.9M]

75' [22.9M]

3' [0.9M]

150' [45.7M]

150' [45.7M]

FIXED

DISTANCE OR

AIMING POINT

MARKINGS

SEE NOTE 3

TOUCH DOWN

ZONE

MARKINGS

GENERAL NOTES;

1. ALL RUNWAY MARKINGS ARE RETRO-REFLECTIVE WHITE EXCEPT

AIRCRAFT ARRESTING SYSTEM WARNING MARKINGS, RUNWAY/RUNWAY

HOLDING POSITION MARKINGS, AND TAXIWAY CENTERLINE MARKINGS.

THESE ARE ALL MARKED IN RETRO-REFLECTIVE YELLOW. DECEPTIVE

SURFACE [SHOULDER] MARKINGS ARE NON-REFLECTIVE YELLOW.

2. OMIT PAIRS OF TOUCHDOWN ZONE MARKINGS THAT FALL WITHIN 1,000'

[305M] OF THE RUNWAY MIDPOINT.

3. FIXED DISTANCE [AIMING POINT] MARKINGS SHALL BE PROVIDED ON

RUNWAYS 4,000' [1,219M] LONG OR LONGER. THEY SHALL BE

SUBSTITUTED FOR THE SECOND PAIR OF TOUCHDOWN ZONE (TDZ)

MARKINGS ON PRECISION INSTRUMENT RUNWAYS.

500' [152.4M]

TO NEXT PAIR

1,520' [463.3M]

FROM THRESHOLD

500' [152.4M]

MATCH LINE A-A

75' [22.9M] 72' [21.9M]

75' [22.9M]

72' [21.9M]

6' [1.8M] 5' [1.5M]

6' [1.8M] 5' [1.5M]

75' [22.9M] 72' [21.9M]

6' [1.8M]

500' [152.4M]

500' [152.4M]

75' [22.9M]

72' [21.9M]

6' [1.8M]

Figure 5-5. UAS Runway Markings

5-2.9 Threshold Marking.

The runway threshold is the beginning of the full-strength pavement. The 10-foot (3 meter) wide threshold bar is marked at the threshold, and the designation number(s) or longitudinal threshold bars begin 20 feet (6.1 meters) inward from the threshold.

5-2.9.1 Visual Flight Rule (VFR) Runways.

Figures 5-1 and 5-2 provide the layout details for a VFR runway. Figure 5-6 provides layout dimensions and spacing details for designators.

3.1m [10']

.1 m [2

.2 m [4

.3 m

[6

.1 m [2

.3 m

[6

RUNWAY SIDE STRIPES

(WHEN NEEDED)

RUNWAY

CENTERLINE

TAXIWAY

CENTERLINE

CENTER ON RUNWAY

CENTERLINE

RUNWAY EDGE

THRESHOLD

BAR

RUNWAY

THRESHOLD

NOTES:

1. SEE FIGURE 5-6 FOR DESIGNATION NUMBER AND LETTER MARKING

DIMENSIONS.

2. WHEN THESE MARKINGS ARE BEING USED ON RUNWAYS FOR RQ-7A/B

ONLY (50' WIDE), THEN ALL DIMENSIONS SHOWN ON THIS DETAIL SHALL BE

REDUCED BY ONE HALF. RUNWAYS FOR THESE AIRCRAFT WILL NOT HAVE

THE CENTERLINE OR NUMERICAL DIRECTION MARKINGS EITHER.

3.1m [10']

6.1m [20']

5-2.9.2 Instrument Runways.

Precision and non-precision instrument runway thresholds are marked with a group of retro-reflective white longitudinal stripes, and a transverse threshold bar when there is any type of pavement preceding the runway pavement. The longitudinal threshold bars are spaced symmetrically about the runway centerline on 11.5-foot (3.5-meter) centers, configured of 5.75-foot (1.75-meter) -wide stripes and gaps, except at the center of the runway, where the gap dimension is doubled to 11.5 feet (3.5 meters). The transverse runway threshold bar is 10 feet (3 meters) in width and extends between the runway edges (as published in the DoD FLIP or between the runway side stripes, whichever is less). Figure 5-3 provides layout details for the threshold bars and longitudinal spacing for the runway designators, and Figure 5-6 provides layout dimensions and horizontal spacing details for designators.

5-2.9.3 Variances in Longitudinal Threshold Patterns.

The number of longitudinal stripes in a threshold pattern varies for different-width runways. Threshold bar length and widths are the same in all cases. The appropriate numbers of longitudinal stripes to be used are as follows:

Four for 60-foot (18.3-meter) -wide runways;

Six for 75-foot (22.9-meter) -wide runways;

Eight for 100-foot (30.5-meter) -wide runways;

Ten for 125-foot (38.1-meter) -wide runways;

12 for 150-foot (45.7-meter) -wide runways, and;

16 for 200-foot (61-meter) -wide or wider runways

5-2.9.4 Non-standard Width Runways.

For non-standard runway widths, the same stripe-gap pattern is continued from the runway centerline until the outermost longitudinal stripe is no closer than 4 feet (1.2 meters) from the runway edge or side stripes. Do not mark more than 16 threshold bars, even for runways wider than 200 feet (61 meters).

5-2.10 Runway Designations.

Designators for runways are retro-reflective white numeric characters that indicate the magnetic azimuth of the runway centerline to the nearest 10-degree increment. The designation consists of one or two numbers, or in the case of parallel runways, the numeric designator and a retro-reflective white letter (“L” for left, “C” for center, or “R” for right) to indicate the lateral position of the runway with respect to any others with the same numeric designator on the same airfield. See Figure 5.3 for placement on the runway pavement and Figure 5-6 for letter and numeral dimensions.

5-2.11 Dimensions for Designation Numbers and Letters.

Numbers are formed with 5-foot (1.5-meter) -wide vertical stripes and 10-foot (3-meter) -wide horizontal stripes. A zero (0) is marked to precede single-digit numbers on Class B runways except those subject to NAVAIR 51-50AAA-2. Lateral spacing between the numbers is 15 feet (4.6 meters), except for the number "11." Spacing between these numerals is 27 feet (8.2 meters). The dimensional layout is shown in Figure 5-6.

5-2.12 Runway Overruns.

Non-reflective yellow chevron markings are used on overruns to indicate the area is not a normal operational surface. For layout, the apex of the chevron is laid out (but not painted) 50 feet (15.2 meters) inward of the runway threshold. Only the portions of the chevron legs that are outward from the runway threshold are painted. Subsequent chevrons are placed at 100-foot (30.5-meter) intervals along the overrun, measured from chevron apex to chevron apex. The legs of the chevrons intersect the centerline at a 45-degree angle. The chevron legs extend laterally to within 5 feet (1.5 meters) of the paved surface edge or to align with the lateral limits of the runway shoulder markings (deceptive surface markings), if used. A typical layout plan and dimensions for these markings are shown in Figure 5-7.

Figure 5-6 Runway Designators

60 18 .3

10 3.

0.6

1.5

.3 10 3.

0.6

1.5

6.1

3.0

0.9

1.5

24 7.

7 2.

10 3.

6.1

10 3.

10 3.

7 2.

7 2.

7 2.

19 5.

2.7

4.6 5

1.5

3.0

19 5.

10 3.

13 4.

18 5.

5 10 3.

10 3.

10 3.

8 2.

22 6.

6.1

6.1

13 4.

13 4.

10 3.

10 3.

17 5.

1.5

6.1

63 19 .2

1.5

0.6

10 3.

50 15 .2

7.0

6.1

7 2.

19 5.

10 3.

10 3.

10 3.

26 7.

11 3.

13 4.

13 4.

10 3.

10 3.

17 5.

1.5

63 19 .2

6.1

10 3.

10 3.

60 18 .3

40 12 .2

6.1

8.2

11.3

1.5

50 15 .2

10 3.

1.5

10 3.

10 3.

15 4.

25 7.

6.1

60 18 .3

14 4.

14 4.

10 3.

10 3.

40 12 .2

(SEE NOTE 3)

NOTES:

1. ALL LETTERS AND NUMERALS EXCEPT THE NUMBER ELEVEN ARE

HORIZONTALLY SPACED 15' [4.6 M] BETWEEN THE NEAR EDGES. THE

NUMERALS USED TO FORM "11" ARE SPACED AT 27' [8.2M] BETWEEN INNER

EDGES AS SHOWN ABOVE.

2. DIMENSIONS ARE EXPRESSED…