afi11-218.pdf

BY ORDER OF THE

SECRETARY OF THE AIR FORCE

AIR FORCE INSTRUCTION 11-218

28 OCTOBER 2011

Incorporating Change 1, 1 NOVEMBER 2012

Flying Operations

AIRCRAFT OPERATIONS AND

MOVEMENT ON THE GROUND

COMPLIANCE WITH THIS PUBLICATION IS MANDATORY

ACCESSIBILITY: Publications and forms are available on the e-Publishing website at www.e-publishing.af.mil for downloading or ordering.

RELEASABILITY: There are no releasability restrictions on this publication.

OPR: AFFSA/A3OF

Supersedes: AFI11-218, 11 May 2005

Certified by: AF/A3O-A

(Col James W. Crowhurst)

Pages: 82

This instruction implements AFPD 11-2, Flight Rules and Procedures. It prescribes rules for the operation, movement, and control of aircraft on the ground. This instruction applies to ground operations of all USAF aircraft operating in an aircraft apron/ramp and movement area at any airfield, whether military, civilian, or foreign. This instruction does not apply to specialized maintenance procedures normally conducted away from aircraft apron/ramp and movement areas, such as engine runs conducted in approved sound suppressors. This instruction applies to all personnel operating USAF aircraft on the ground, whether military, civilian, or contractor.

This publication applies to Air Force Reserve Command (AFRC) and ANG Units. Major commands (MAJCOM) must send supplements to the Air Force Flight Standards Agency

(AFFSA/A3OF), 6500 South MacArthur Blvd, Bldg 4, Room 240, Oklahoma City OK 73169, for approval. Ensure that all records created as a result of processes prescribed in this publication are maintained in accordance with AFMAN 33-363, Management of Records, and disposed of in accordance with the Air Force Records Disposition Schedule (RDS) located at https://www.my.af.mil/afrims/afrims/afrims/rims.cfm. Refer recommended changes and questions about this publication to the Office of Primary Responsibility (OPR) using the AF IMT

847, Recommendation for Change of Publication; route AF IMT 847s from the field through the appropriate functional’s chain of command.

SUMMARY OF CHANGES

Replaces guidance in paragraph 1.7.1, changing testing requirements back to previous guidance from 2005. Added guidance in paragraph 2.1 for sources of aircraft specific marshalling signals. A margin bar (|) indicates newly revised material.

http://www.e-publishing.af.mil/ https://www.my.af.mil/afrims/afrims/afrims/rims.cfm

2 AFI11-218 28 OCTOBER 2011

CHAPTER 1—RULES FOR AIRCRAFT OPERATION AND MOVEMENT ON THE

GROUND 6

Section 1A—General Rules 6

1.1. Procedures and Checklists

1.2. Use of Protective Equipment

1.3. Crew Rest and Duty Time Limitations

1.4. Use of Aircraft Lights

1.5. Use of Radios

Section 1B—---Training Procedures and Documentation 7

1.6. General Training Requirements

1.7. Aircraft Marshalling, Airport Markings, Lights, and Signs

Section 1C—---Start, Run-up and Test of Engines 7

1.8. Authorized Personnel

1.9. Engine Run-up

1.10. Engine Run-up of Rotary Wing Aircraft

Section 1D—---Taxi 8

1.11. Authorized Personnel

1.12. Taxiing of Rotary-Winged Aircraft

1.13. Manning Requirements

1.14. Right-of-Way Rules

1.15. Traffic Control Light Signals

Table 1.1. Air Traffic Control Tower Light Gun Signals (Ground Only)

1.16. Taxi and Towing Distances

Table 1.2. Minimum Allowable Taxi Distances

Table 1.3. Minimum Allowable Towing Distances

CHAPTER 2—AIRCRAFT MARSHALLING 14

Section 2A—--Standard Marshalling Signals For The Air Force 14

2.1. Standard Marshalling Signals

2.2. AF Visual Aid (AFVA) 11-224, Aircraft Marshalling Signals

Section 2B—---Aircraft Marshallers 14

2.3. Aircraft Marshallers

Section 2C—---Visual Marshalling Signals 14

AFI11-218 28 OCTOBER 2011 3

2.4. USAF Visual Marshalling Signals (Pilot Initiated):

2.5. International Aircraft Marshalling Signals

Figure 2.1. Ground Movement Signals For All Aircraft (Signals 1 Through 53)

Figure 2.2. Additional Signals For Hovering Aircraft (Signals 54 Through 87)

CHAPTER 3—AIRPORT MARKINGS, LIGHTS AND SIGNS 51

Section 3A—Standard Airport Markings, Lights, and Signs 51

3.1. Standard Airport Markings, Lights, and Signs

3.2. Visual Aid for Airport Markings, Lights, and Signs

3.3. Compliance With Airport Markings, Lights, and Signs

Section 3B—---Airport Markings 51

3.4. General

3.5. Runway Markings

Figure 3.1. Runway Shoulder Markings

Figure 3.2. FAA Demarcation Bars and Threshold Markings

Figure 3.3. USAF Threshold Markings

3.6. Taxiway Markings

Figure 3.4. Taxiway Enhanced Centerline

Figure 3.5. Taxiway Edge Markings

Figure 3.6. Taxiway Shoulder Markings

Figure 3.7. Surface Painted Location and Direction Signs

Figure 3.8. Geographic Position Markings

3.7. Holding Position Markings

Figure 3.9. Runway Holding Position Marking

Figure 3.10. Holding Position Markings for ILS Critical Area

Figure 3.11. Holding Position Markings for Taxiway/Taxiway Intersections

Figure 3.12. Surface Painted Holding Position Sign

3.8. Other Markings

Figure 3.13. Vehicle Roadway Markings

Figure 3.14. Non-movement Area Boundary Markings

Figure 3.15. Closed Runway or Taxiway Markings

Figure 3.16. Helicopter Landing Areas

Section 3C—--- Airport Lighting Systems 65

4 AFI11-218 28 OCTOBER 2011

3.9. Runway Lights

3.10. Control of Lighting Systems

3.11. Taxiway Lights

Figure 3.17. Clearance Bar Lights

Figure 3.18. Runway Guard Lights

Figure 3.19. Stop Bar Lights

Section 3D—--- Airport Signs 68

3.12. General

3.13. Mandatory Instruction Signs

Figure 3.20. Runway Holding Position Sign

Figure 3.21. Runway Holding Position Sign at Beginning of Takeoff Runway

Figure 3.22. Runway Holding Position Sign at Intersection of Two Runways

Figure 3.23. Runway Approach Area Holding Position Sign

Figure 3.24. ILS Critical Area Holding Position Sign

Figure 3.25. No Entry Sign

3.14. Location Signs

Figure 3.26. Taxiway Location Sign

Figure 3.27. Taxiway Location Sign Collocated With Runway Holding Position Sign

Figure 3.28. Runway Location Sign

Figure 3.29. Runway Boundary Sign

Figure 3.30. ILS Critical Area Boundary Sign

3.15. Direction Signs

Figure 3.31. Direction Sign to Indicate Runway Exit

3.16. Destination Signs

Figure 3.32. Destination Sign for Military Area

Figure 3.33. Destination Sign for Common Taxi Route to Two Runways

Figure 3.34. Destination Sign for Different Taxi Route to Two Runways

3.17. Information Signs

3.18. Runway Distance Remaining Signs

Figure 3.35. Runway Distance Remaining Sign (3,000 feet of Runway Remaining)

Section 3E—--- Surface Movement Guidance and Control System (SMGCS) 74

3.19. General Information

3.20. SMGCS Training

AFI11-218 28 OCTOBER 2011 5

3.21. SMGCS Procedures (FAA)

3.22. SMGCS Procedures (ICAO)

Section 3F—---Aircraft Arresting Devices 77

3.23. Emergency Arresting Gear

Figure 3.36. Runway Arresting Gear Marking

ATTACHMENT 1—GLOSSARY OF REFERENCES AND SUPPORTING

INFORMATION 78

6 AFI11-218 28 OCTOBER 2011

Chapter 1

RULES FOR AIRCRAFT OPERATION AND MOVEMENT ON THE GROUND

Section 1A—General Rules

1.1. Procedures and Checklists. Personnel authorized to start, test, taxi, or operate US Air

Force (USAF) fixed or rotary wing aircraft will adhere to procedures as described in aircraft flight and maintenance manuals. Appropriate technical order (TO) checklists will be used.

1.2. Use of Protective Equipment.

1.2.1. Personnel must wear protective goggles or an appropriate helmet with visor, when in rotor wash areas or in front of an aircraft that is being backed using the aircraft's engines.

1.2.2. Personnel must wear earplugs, muff-type ear defenders, or headsets in the immediate area of aircraft that have engines, Auxiliary Power Unit (APU), or Gas Turbine Compressor

(GTC) running. "Immediate area" is the area where hearing loss may occur if ear protectors are not worn.

1.3. Crew Rest and Duty Time Limitations.

1.3.1. Crew rest is required for all personnel prior to operating an aircraft on the ground.

This includes engine start and taxi of aircraft.

1.3.1.1. Aircrew personnel shall comply with crew rest and maximum duty periods prescribed in AFI 11-202 Volume 3, General Flight Rules.

1.3.1.2. Maintenance personnel shall comply with crew rest and maximum duty periods prescribed in AFI 21-101, Aircraft and Equipment Maintenance Management.

1.4. Use of Aircraft Lights.

1.4.1. For aircraft equipped with anti-collision lights, the lights must be on from just prior to engine start until engine shutdown.

1.4.1.1. Aircraft that do not have power available before engine start shall turn anti-collision lights on as soon as power is available.

1.4.2. From sunset to sunrise all moving aircraft shall display position lights and lights to clearly illuminate the extremities of the aircraft.

1.4.2.1. From sunset to sunrise, moving aircraft with no power available to operate lighting systems, such as aircraft being towed, shall use wing-walkers with lighted wands, or another means to illuminate the extremities of the aircraft in motion.

1.4.3. Flashing lights may be switched off or reduced in intensity if they will adversely affect the performance of duties, or subject an outside observer to harmful glare.

1.5. Use of Radios. Operators shall obtain approval from ground control, ramp control, or tower, in accordance with (IAW) local procedures, prior to engine start. Emergency situations or authorized flights are exempted. If approval is required and the aircraft radios are inoperative, obtain the approval through alternate means.

AFI11-218 28 OCTOBER 2011 7

1.5.1. Monitor ground control, ramp control, or tower frequency, if available, during ground operations with engines running to ensure prompt emergency response if needed. If the aircraft radios are inoperative, a person who does have contact with the controlling agency, or crash, fire, rescue personnel, must monitor ground operations with engines running.

1.5.2. At airfields where ground control, ramp control, or tower does not operate continuously, establish radio contact with base operations, base command post, maintenance job control, or other responsible agency, IAW local procedures, prior to engine start. The contacted agency must have immediate access to the base fire department and, when possible, the secondary crash net.

Section 1B—---Training Procedures and Documentation

1.6. General Training Requirements. Personnel involved in engine runs or moving aircraft on the ground will comply with AFI 21-101 and maintain currency/qualification IAW applicable training/standardization regulations. The proficiency of non-pilot aircrew personnel authorized to conduct engine start, run-up and test of engines or to taxi aircraft will be documented on AF

Form 8, Certificate of Aircrew Qualification. This record must stipulate the maximum power at which the individual is qualified to operate the engines. MAJCOM directives or a supplement to this instruction must specify qualification requirements and procedures for evaluation. The proficiency of maintenance personnel authorized to start, perform engine runs, taxi, or tow aircraft will be documented on an AF Form 623, On-The-Job Training Record, Career Field

Education and Training Plan, Maintenance Information System, Training Business Area or other suitable product.

1.7. Aircraft Marshalling, Airport Markings, Lights, and Signs.

1.7.1. MAJCOMs will ensure that all ground and all aircrew personnel who are or could be directly involved with aircraft movement are tested on their knowledge of marshalling signals, airport markings, lights, and signs. Test personnel 30 days after:

1.7.1.1. Reporting for duty following permanent change of station (N/A if tested at a formal school within the previous 6 months), or

1.7.1.2. First assignment to duties requiring knowledge of marshalling signals and/or airport markings, lights, and signs.

1.7.2. For ground personnel, document successful test completion on AF Form 623, On-

The-Job Training Record or another suitable product. For aircrew personnel, document successful test completion in Aviation Resource Management System (ARMS), MAJCOM specified training folder, or other suitable product.

1.7.3. Test personnel only in those areas applicable to their qualifications. For example, do not test personnel on airport markings, lights, and signs if the individuals’ qualifications do not permit towing and taxi operations.

Section 1C—---Start, Run-up and Test of Engines

1.8. Authorized Personnel. Personnel authorized to start, operate, warm-up, or test engines installed in aircraft are:

8 AFI11-218 28 OCTOBER 2011

1.8.1. Rated pilots.

1.8.2. Student pilots approved for solo operations IAW MAJCOM directives, supplements, or training syllabus, or being supervised by a qualified instructor.

1.8.3. Non-pilot aircrew members qualified IAW this instruction, and MAJCOM directives or supplements, or being supervised by a qualified instructor.

1.8.4. Maintenance personnel certified IAW this instruction, and MAJCOM directives or supplements, or being supervised by a qualified instructor.

1.8.5. Flight engineers may carry out the functions stated at paragraph 1.8 from the engineer's position provided a person listed in that paragraph is seated in the pilot's seat.

1.9. Engine Run-up.

1.9.1. Run engines at approved sites.

1.9.2. Use technical order procedures for seat belt and shoulder harness use. Exceptions to this paragraph are:

1.9.2.1. Emergencies.

1.9.2.2. Helicopters being operated in unimproved areas.

1.9.3. Do not leave controls unattended when engines are running.

1.9.4. Run-up aircraft engines so the propeller wash or jet blast does not pose a safety hazard to personnel, buildings, pavement, stands, vehicles, and other aircraft, particularly those taxiing, taking off, or landing.

1.10. Engine Run-up of Rotary Wing Aircraft.

1.10.1. A qualified rotary wing pilot must be in the seat with a functioning set of flight controls for engine start and/or run-up on helicopters that require rotor rotation.

1.10.2. Certified personnel may operate helicopter engines on a helicopter with a rotor brake, or other system that does not allow the rotors to turn, without a qualified pilot in the seat.

Section 1D—---Taxi

1.11. Authorized Personnel. Personnel authorized to taxi aircraft are:

1.11.1. Rated pilots.

1.11.2. Student pilots approved for solo operations IAW MAJCOM directives, supplements, or training syllabus, or being supervised by a qualified instructor.

1.11.3. Non-pilot aircrew personnel qualified IAW this instruction, and MAJCOM directives or supplements for both day and night operations, and have received a taxi evaluation from a pilot Flight Examiner.

1.11.4. Maintenance personnel certified IAW this instruction, and MAJCOM directives or supplements for both day and night operations, and have received a taxi evaluation from a pilot Flight Examiner.

AFI11-218 28 OCTOBER 2011 9

1.12. Taxiing of Rotary-Winged Aircraft. Only a qualified helicopter pilot, or student helicopter pilot under supervision of a qualified helicopter instructor pilot, may taxi a rotary-wing aircraft.

1.13. Manning Requirements. Aircraft requiring two pilots for flight must have both seats occupied by authorized personnel during taxi.

1.13.1. MAJCOM's may establish incentive, indoctrination, and orientation programs to allow unqualified personnel to occupy a pilot seat during taxi. Comply with AFI 11-401, Aviation Management, regarding orientation programs.

1.13.1.1. MAJCOM's will establish specific supervision and training requirements in supplements or directives.

1.13.1.1.1. MAJCOM supplements or directives will specify briefing requirements for taxi, emergency, and egress procedures.

1.13.1.1.2. When an unqualified individual occupies a pilot seat during taxi, an instructor pilot must be seated at the other set of controls.

1.13.1.1.3. Passengers may not be carried when an unqualified person is occupying a pilot seat during taxi.

1.14. Right-of-Way Rules.

1.14.1. Usually, right-of-way is given to the aircraft least able to maneuver, which normally permits that aircraft to maintain course and speed. However, each person operating an aircraft on the ground must take whatever action is necessary to avoid collision, regardless of who has the right-of-way.

1.14.1.1. When two aircraft are approaching head on, or approximately so, each shall stop or where practicable alter its course to the right so as to keep well clear.

1.14.1.2. When two aircraft are on a converging course, the one that has the other on its right shall give way.

1.14.1.3. An aircraft that is being overtaken by another aircraft shall have the right-of-way and the overtaking aircraft shall keep well clear of the other aircraft.

1.15. Traffic Control Light Signals.

1.15.1. The following procedures are used by air traffic control towers in the control of aircraft, ground vehicles, equipment, and personnel not equipped with a radio. These same procedures will be used to control aircraft, ground vehicles, equipment, and personnel equipped with radio if radio contact cannot be established.

1.15.1.1. Air Traffic Control (ATC) personnel use a directive traffic control signal that emits an intense narrow light beam of a selected color (red, white, or green) when controlling traffic by light signals.

1.15.1.2. Between sunset and sunrise, a person operating an aircraft on the ground wishing to attract the attention of the control tower should turn on a landing light and taxi the aircraft into a position, clear of the active runway, so that light is visible to the tower.

The landing light should remain on until appropriate signals are received from the tower.

10 AFI11-218 28 OCTOBER 2011

1.15.1.3. During daylight hours, acknowledge tower transmissions or lights signals by moving the flight controls. At night, acknowledge by blinking the landing or navigation lights. If radio malfunction occurs after departing the parking area, watch the tower for light signals or monitor tower frequency.

Table 1.1. Air Traffic Control Tower Light Gun Signals (Ground Only).

Meaning

Color and Type of Signal Movement of Vehicles, Equipment, and Personnel

Aircraft on the Ground

Steady green Cleared to cross, proceed or go Cleared for takeoff

Flashing green Not applicable Cleared for taxi

Steady red STOP STOP

Flashing red Clear the taxiway/runway Taxi clear of the runway in use

Flashing white Return to starting point on the airport

Return to starting point on the airport

Alternating red and green Exercise extreme caution Exercise extreme caution

1.16. Taxi and Towing Distances.

1.16.1. Do not taxi or tow beyond taxiway hold lines, or within 100 feet of an active runway if there are no hold lines, unless previously cleared by air traffic control.

1.16.2. Do not taxi or tow an aircraft within 25 feet of obstructions without wing walkers monitoring the clearance between the aircraft and the obstruction.

1.16.2.1. Locally based aircraft are exempt when fixed taxi routes are marked and the obstruction is permanent. See paragraph 1.16.2.1.3 for the definition of a permanent obstruction. This exemption only applies to locations where aircraft are taxiing into or out of a parking spot. These criteria shall not be applied on taxiways or taxi lanes where aircraft do not normally park. Taxi routes must be used by the same model aircraft for which they were designed.

1.16.2.1.1. The exemption and waiver authorities specified in this instruction apply only to existing facilities. Do not apply these criteria in the design of new facilities.

UFC 3-260-1 Airfield and Heliport Planning and Design, establishes design criteria for new facility construction, including waivers to design criteria.

1.16.2.1.2. NOTE: MAJCOM/DO (may be delegated no lower than WG/CC) may waive the requirement for 25 feet clearance in taxi lanes only, but in no case can this be waived to less than 10 feet between wingtips and any portion of adjacent aircraft

(also see paragraph 1.16.3.1.3). When the waivered taxi lines require the aircraft to turn, the waiver can only be applied to aircraft with good visibility of the wingtips

AFI11-218 28 OCTOBER 2011 11

from the cockpit that do not require the use of judgmental oversteer for turns (C-21 or most fighters).

1.16.2.1.3. NOTE: Aerospace Ground Equipment (AGE) and vehicles are considered a permanent obstruction for purposes of paragraphs 1.16.2 through 1.16.3, provided it is parked entirely within a designated area. Areas will be designated by permanent markings such as painted boxes or lines on the ramp or another suitable means. AGE or vehicles parked in these areas must have a parking brake set, chocks, or another suitable means to prevent inadvertent movement of the equipment.

Adjacent aircraft are also considered a permanent obstruction, provided the aircraft is parked properly in it’s designated spot and is not moving.

1.16.2.1.4. CAUTION: When designing and marking parking areas as described in paragraphs 1.16.2 and 1.16.3, MAJCOMs and units must take into account the effects of wing and tail growth, landing gear geometry, and use of judgmental over-steering during turns, as applicable, to insure clearances are maintained during all phases of a turn into or out of a parking spot.

1.16.2.1.5. NOTE: For the purposes of paragraphs 1.16.2 and 1.16.3, locally based aircraft include aircraft of the same type operating at another base with the same type aircraft, in parking areas specifically designed for that type aircraft. For example, a

KC-135 from Grand Forks AFB ND operating in the KC-135 parking area at

McConnell AFB KS or an F-15 from RAF Lakenheath operating in the F-15 parking area at Seymour-Johnson AFB NC.

1.16.3. Do not taxi aircraft closer than 10 feet to any obstruction. (Except USAF T-Bird airshow demonstration aircraft marshaled by qualified team members.)

1.16.3.1. This restriction may be waived by the MAJCOM/DO (may be delegated no lower than WG/CC) under any of the following circumstances:

1.16.3.1.1. During contingency operations when compliance would restrict the mission. A marshaller must be used.

1.16.3.1.2. When operating from alert, readiness, or protective shelters. A plainly visible centerline must be painted along the exit path. A marshaller must be used.

1.16.3.1.3. Locally based aircraft when operating into and out of parking spots specifically designed for those aircraft and the obstruction is permanent. These criteria shall not be applied on taxiways or taxi lanes where aircraft do not normally park, or when environmental or operational conditions (ice, snow, inoperative systems, etc.) may impact the normal turn performance of the aircraft. Taxi routes shall be clearly marked. Taxi routes must be used by the same model aircraft for which they were designed. See paragraph 1.16.2.1.3 for the definition of a permanent obstruction. Parking spots shall be spaced to allow a minimum of 10 feet clearance between any portion of adjacent aircraft. A marshaller must be used.

1.16.3.1.3.1. WARNING: Paragraph 1.16.3 sets out minimum clearances for aircraft taxiing into and out of parking spots. These minimums may not be appropriate for all types of aircraft, especially large swept wing aircraft with limited visibility from the cockpit and/or when judgmental over-steering may be

12 AFI11-218 28 OCTOBER 2011

required for turning (i.e. C-5, KC-10, KC-135, etc.). When turns are required, MAJCOMs will establish appropriate clearance standards for aircraft where visibility is limited from the cockpit, judgmental over-steering is required for turning, or there is wing or tail growth during turns.

Table 1.2. Minimum Allowable Taxi Distances.

TAXI DISTANCE MARSHALLER

REQUIRED

WING WALKER

REQUIRED

> 25 FEET No No

10-24 FEET NOT IN PARKING AREA Yes Yes

10-24 FEET IN PARKING AREA IAW

1.17.2.1.

No No

10-24 FEET IN TAXI LANE W/O

MAJCOM/DO WAIVER

Yes Yes

10-24 FEET IN TAXI LANE WITH

MAJCOM/DO WAIVER IAW 1.17.2.1.2.

No No

<10 FEET W/O MAJCOM/DO WAIVER Yes (USAF T-Birds only)

No (all others)

1.16.3.

No (USAF T-Birds only)

Taxiing NA (all others)

1.16.3.

<10 FEET WITH MAJCOM/DO

WAIVER IAW 1.17.3.1.

Yes No

Table 1.3. Minimum Allowable Towing Distances.

TOWING DISTANCE MARSHALLER

REQUIRED

WING WALKER

REQUIRED

> 25 FEET No No*

10-24 FEET NOT IN

PARKING AREA

No Yes

10-24 FEET IN

PARKING AREA IAW

1.17.2.1.

No No*

<10 FEET No Yes

*Comply with aircraft and maintenance technical order procedures and MAJCOM directives regarding the use of wing walkers if it is more restrictive than Table 1.3.

AFI11-218 28 OCTOBER 2011 13

1.16.3.2. Operating from alert, readiness, or protective shelters. A plainly visible centerline must be painted along the exit path. A marshaller must be used.

1.16.3.3. Operating locally based aircraft from parking spots specifically designed for those aircraft. Parking spots shall be spaced to allow a minimum 10' clearance between any portion of adjacent aircraft and will have clearly marked taxi routes. Support equipment required for each spot shall be placed in appropriately designated and marked areas. A marshaller must be used.

1.16.3.4. These clearance criteria can only be assured at US Air Force installations.

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Chapter 2

AIRCRAFT MARSHALLING

Section 2A—--Standard Marshalling Signals For The Air Force

2.1. Standard Marshalling Signals. For standard marshalling signals for the Air Force, see

Figure 2.1 and Figure 2.2 All ground and aircrew personnel must use these signals to direct and control movement and operation of aircraft on the ground. For aircraft specific marshalling signals reference the applicable MDS Volume 3. Refer to Chapter 1 for testing requirements.

2.2. AF Visual Aid (AFVA) 11-224, Aircraft Marshalling Signals. AFVA 11-224 shows marshalling signals identical to those in Figure 2.1 and Figure 2.2 Display this visual aid where maintenance and flight related operations take place. Suitable locations are aircraft maintenance work areas and flight line buildings frequented by ground and aircrew personnel.

Section 2B—---Aircraft Marshallers

2.3. Aircraft Marshallers. Aircraft marshallers provide hand signals to personnel taxiing or operating aircraft on the ground.

2.3.1. Transient alert aircraft marshallers will wear the uniform described in paragraph

2.3.1.1 Uniform consistency is necessary to ensure flying personnel of one nation can readily identify aircraft marshallers of other nations. Individuals directly involved in fueling, defueling, and servicing liquid oxygen systems shall not wear the marshaller's uniform.

Concurrent Servicing Supervisors are exempted.

2.3.1.1. The uniform is a sleeveless garment of fluorescent international orange. It covers the shoulders and extends to the waist in the front and back. Wear this garment over the basic uniform prescribed for transient alert personnel.

2.3.1.2. The orange garment may be marked with numbers on the front and back, at the discretion of the installation commander,

2.3.1.3. During daylight hours, marshallers may use high visibility paddles. Self-illuminating wands are required at night or during restricted visibility.

Section 2C—---Visual Marshalling Signals

2.4. USAF Visual Marshalling Signals (Pilot Initiated):

2.4.1. Pilots will initiate all signals regarding the operation of aircraft systems, for example, speed brakes, flaps, etc. The marshaller (crew chief) will repeat the given signal when it is safe to operate the aircraft system.

2.4.2. When marshallers must stay with a moving aircraft, pilots must make sure taxi speeds allow the ground marshaller or signal person to keep their proper position.

2.4.3. When giving visual signals, the pilot's hands must be in clear view of the marshaller.

Specific signals are:

2.4.3.1. "OK." Thumbs up.

AFI11-218 28 OCTOBER 2011 15

2.4.3.2. Trim Set for Take Off. Pilot forms "T" with hands.

2.4.3.3. Safety Pin check. Comply with technical order procedures. If the technical order does not specify safety pin check procedures, then the pilot must display seat pin before requesting removal of chocks. Marshallers must display ground safety pins before stowage.

2.4.3.4. Armament Switches Off, Safe, or Normal Position. This signal is used during arming and de-arming aircraft. The pilot must verify that all armament switches are turned off and then place hands in clear view of the ground crew.

2.4.3.5. Pitot Heat Check. The pilot grasps extended forefinger of left hand with right hand. The marshaller will give "OK" signal if the system is operating properly.

2.4.3.6. Nose Gear Steering Check. The pilot, with hands at head level, palms toward marshaller, moves hands back and forth simulating movement of rudder pedals. After positive acknowledgment from marshaller, the pilot performs the steering check. The marshaller will give the "OK" signal if nose gear moves properly.

2.4.3.7. Probe Check. The pilot raises arm upward and in a position resembling a probe.

The marshaller will give the "OK" signal if no malfunction is observed.

2.4.3.8. Clearance to Release Drag Chute. The pilot extends arm outward and down;

alternately clenches and opens hand. The marshaller will:

2.4.3.8.1. Respond with an affirmative nod if all is clear to release chute, and

2.4.3.8.2. Give the "OK" signal when drag chute separates from aircraft.

2.4.3.9. Clear to Lower Canopy. The pilot pats top of helmet; the marshaller pats top of head.

2.4.3.10. Flight Refueling Door Check. The pilot places hand on top of helmet with palm down and fingers forward, then raises and lowers forward portion of hand to simulate door opening and closing. The marshaller repeats the signal to indicate clear for safe opening or closing; then gives an "OK" signal if operation is proper.

2.4.3.11. Pilots may use other signals, similar to marshaller's signals in Figure 2.1 and

Figure 2.2, as necessary.

2.4.3.11.1. CAUTION: Do not extend arms or hands outside the cockpit on aircraft configured with clamshell-type canopies unless an uplock device has been inserted.

2.5. International Aircraft Marshalling Signals.

2.5.1. Where possible, signals in this instruction comply with North Atlantic Treaty

Organization (NATO) Standardization Agreement 3117, Air Standardization Coordinating

Committee Air Standard 44/42A, the International Civil Aviation Organization (ICAO), and

Federal Aviation Administration (FAA) signals. Where there is a conflict in guidance between USAF, FAA, ICAO, and NATO documents, the USAF generally follows ICAO guidance wherever feasible. Significant differences in signals are annotated wherever possible.

2.5.2. The marshaller will signal facing the aircraft while standing in one of the following positions:

16 AFI11-218 28 OCTOBER 2011

2.5.2.1. Fixed Wing Aircraft. The marshaller will stand forward of the aircraft and remain in full view of the pilot.

2.5.2.2. Helicopters. The marshaller will stand in full view of the pilot (the pilot is usually on the right side of the helicopter).

2.5.3. During night operations or restricted visibility, the marshaller will use a pair of same color light wands. During surface taxiing or parking, the pilot must stop immediately if one or both of the marshaller's wands fail.

Figure 2.1. Ground Movement Signals For All Aircraft (Signals 1 Through 53).

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Figure 2.2. Additional Signals For Hovering Aircraft (Signals 54 Through 87).

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Chapter 3

AIRPORT MARKINGS, LIGHTS AND SIGNS

Section 3A—Standard Airport Markings, Lights, and Signs

3.1. Standard Airport Markings, Lights, and Signs. All ground and aircrew personnel involved with moving aircraft on the ground must be familiar with airport markings, lights and signs. This is to direct and control movement and operation of aircraft on the ground and reduce runway incursions. Refer to Chapter 1 for testing requirements.

3.2. Visual Aid for Airport Markings, Lights, and Signs.

3.2.1. FAA Form 5280-7 shows selected FAA airport markings and signs identical to those in Section 3C, Section 3D, and Section 3E. For units based at civilian or joint use airports, display this visual aid where maintenance and flight related operations take place. Suitable locations are aircraft maintenance work areas and flight line buildings frequented by ground and aircrew personnel. This visual aid is available free from the FAA via the ―Publications‖ link on http://www.faa.gov/airports/runway_safety/. The ―Ground Vehicle Guide‖ can be ordered through the FAA online.

3.2.2. AFVA 11-240 shows selected USAF airport markings and signs identical to those in

Section 3C, Section 3D, and Section 3E. For units based at USAF installations, display this visual aid where maintenance and flight related operations take place. Suitable locations are aircraft maintenance work areas and flight line buildings frequented by ground and aircrew personnel. This includes vehicles operated on USAF airfields. Reference AFI 13-213, Airfield Driving, for further airfield driving information.

3.2.3. Units located at contingency or foreign airfields use the visual aid (FAA or USAF) that most clearly depicts the actual markings at the airfield.

3.3. Compliance With Airport Markings, Lights, and Signs. Where possible, airport markings, lights, and signs shown in this instruction are taken from applicable ICAO NATO, and

FAA airport markings, lights, and signs documents. Not all airfields will have all forms of markings, lights, and signs described in this chapter. Certain older airfields may be ―grand fathered‖ under obsolete standards. Additional variations may be required due to unique terrain, or obstacles. Foreign airfields may not comply with ICAO Standards and Recommended

Practices (SARPS). Installation of a particular system is dependent on airfield design, airfield jurisdiction, age of the airfield, predominant use, geographic location, and other operational factors. Flight Information Publications (FLIP) and local directives detail configurations for each particular airfield. Personnel must be familiar with the specific airport markings, lights, and signs at a particular airfield prior to operating an aircraft on that airfield. In case of conflict between

ICAO, NATO, FAA, and USAF documents, USAF requirements take precedence at USAF airfields. Significant differences are annotated to the maximum extent feasible.

Section 3B—---Airport Markings

3.4. General.

http://www.faa.gov/airports/runway_safety

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3.4.1. For the purpose of this regulation the Airport Pavement Markings have been grouped into four areas:

3.4.1.1. Runway Markings.

3.4.1.2. Taxiway Markings.

3.4.1.3. Holding Position Markings.

3.4.1.4. Other Markings.

3.4.2. Marking Colors. Most runway markings are white. Arresting System Warning

Markings are yellow. USAF and some ICAO arrowheads and chevrons in displaced threshold areas are yellow. Markings defining the landing area on a heliport are also white, except for hospital heliports that use a red "H" on a white cross. Markings for taxiways, areas not intended for use by aircraft (closed and hazardous areas), and holding positions (even if they are on a runway) are usually yellow.

3.5. Runway Markings.

3.5.1. Runway Designators. Runway numbers and letters are determined from the approach direction. Designation markings indicate the magnetic azimuth of the runway centerline to the nearest 10-degree increment, measured clockwise from the magnetic north. The letters, differentiate between left (L), right (R), or center (C), parallel runways, as applicable:

3.5.1.1. For two parallel runways "L" "R."

3.5.1.2. For three parallel runways "L" "C" "R."

3.5.2. Runway Centerline Marking. The runway centerline identifies the center of the runway and consists of a line of uniformly spaced white stripes and gaps.

3.5.3. Runway Side Stripe Marking. Runway side stripes delineate the edges of the runway to enhance visual acquisition of the runway environment during transition from instrument to visual flight. Side stripes consist of continuous white stripes located on each side of the runway.

3.5.4. Runway Shoulder Markings. Runway shoulder stripes may be used to supplement runway side stripes to identify pavement areas contiguous to the runway sides that are not intended for use by aircraft. Runway Shoulder stripes are yellow.

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Figure 3.1. Runway Shoulder Markings.

3.5.5. Threshold Bar. FAA Only. A threshold bar delineates the beginning of the runway that is available for landing when there is pavement aligned with the runway on the approach side of the threshold. The threshold bar is 10 feet wide and is white since it is part of the useable runway surface.

3.5.6. Demarcation Bar. A demarcation bar delineates a runway with a displaced threshold from a blast pad, under run, stopway (overrun) or taxiway that precedes the runway.

3.5.6.1. FAA Only. The demarcation bar is three feet wide and is located on the blast pad, stopway or taxiway at the point of intersection with the runway. It is yellow to indicate it is not part of the useable runway, except when the area preceding the threshold can be used for takeoff, then the demarcation bar will be white.

3.5.6.2. USAF/ICAO Only. Neither USAF nor ICAO require a demarcation bar for contiguous blast pads or overruns. The demarcation bar is only required where operational pavement is located on the approach side of the threshold marking, such as with a displaced threshold or contiguous taxiway. In those cases, the bar is four feet wide and is white because it is located on the runway surface.

3.5.7. Threshold Markings. (Figure 3.2.) These markings are used to show pavement areas aligned with the runway that are unusable for landing, takeoff, and/or taxiing.

3.5.7.1. General Information.

3.5.7.1.1. A row of yellow chevrons running perpendicular to the runway centerline highlight the beginning of the useable landing surface.

3.5.7.1.2. Yellow taxiway markings in a displaced threshold area indicate an area suitable for taxi or only.

3.5.7.1.3. Yellow arrows in a displaced threshold area indicate an area suitable for taxi and takeoff only.

3.5.7.1.4. Large yellow chevrons in a line along the extended runway centerline in a displaced threshold area indicate an area unsuitable for taxi, takeoff, or landing.

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3.5.7.2. Arrows and Arrowheads.

3.5.7.2.1. FAA Only. Arrows and arrowheads used in a displaced threshold area are white since the area is useable for takeoff. Arrowheads used on a taxiway prior to a runway threshold are yellow since the area is not useable for takeoff or landing.

3.5.7.2.2. USAF Only. In permanently displaced thresholds all arrows and arrowheads are yellow. The shaft of the arrow will be white. In temporarily displaced thresholds the arrowheads could be white or yellow.

3.5.7.2.3. ICAO Only. Arrows and arrowheads used in a displaced threshold area may be white or yellow regardless of whether the displaced threshold area is suitable for takeoff.

3.5.7.3. Chevrons

3.5.7.3.1. Chevrons are yellow since the area is unusable for taxi, takeoff, or landing.

Figure 3.2. FAA Demarcation Bars and Threshold Markings.

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Figure 3.3. USAF Threshold Markings.

3.6. Taxiway Markings.

3.6.1. All taxiways should have centerline markings and runway holding position markings whenever they intersect a runway. Taxiway edge markings are present whenever there is a need to separate the taxiway from a pavement that is not intended for aircraft use or to delineate the edge of the taxiway. Taxiways may also have shoulder markings and holding position markings for Instrument Landing System/Microwave Landing System (ILS/MLS) critical areas, and taxiway/taxiway intersection markings. NOTE: The USAF has no requirement to mark taxiway/taxiway intersections at USAF installations.

3.6.2. Taxiway Centerline. The taxiway centerline is a single continuous yellow line. This provides a visual cue to permit taxiing along a designated path. Ideally the aircraft should be kept centered over this line during taxi to ensure adequate clearance.

3.6.2.1. Enhanced Centerline Markings have been introduced at many large US Airports

(FAA requirement). Dashed yellow lines are placed on both sides of the taxiway centerline approximately 150 feet prior to the runway holding position marking.

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Figure 3.4. Taxiway Enhanced Centerline.

3.6.3. Taxiway Edge Markings. Taxiway edge markings are used to define the edge of the taxiway. They are primarily used when the taxiway edge does not correspond with the edge of the pavement. There are two types of markings depending upon whether the aircraft may cross the taxiway edge:

3.6.3.1. Continuous Markings. These consist of a continuous double yellow line. They are used to define the taxiway edge from the shoulder or some other abutting paved surface not intended for use by aircraft.

3.6.3.2. Dashed Markings. These markings are used when there is an operational need to define the edge of a taxiway or taxi lane on a paved surface where the adjoining pavement to the taxiway edge is intended for use by aircraft. e.g., an apron. Dashed taxiway edge markings consist of a broken double yellow line.

Figure 3.5. Taxiway Edge Markings.

3.6.3.3. Taxiway Shoulder Markings. Taxiways, holding bays, and aprons are sometimes provided with paved shoulders to prevent blast and water erosion. Although shoulders may have the appearance of full strength pavement they are not intended for use by aircraft, and may be unable to support an aircraft. Usually the taxiway edge marking will

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define this area. Where conditions exist such as islands or taxiway curves that may cause confusion as to which side of the edge stripe is for use by aircraft, taxiway shoulder markings may be used to indicate the pavement is unusable. Taxiway shoulder markings are yellow.

Figure 3.6. Taxiway Shoulder Markings.

3.6.4. Surface Painted Taxiway Direction Signs. Surface painted taxiway direction signs have a yellow background with a black inscription, and are provided when it is not possible to provide taxiway direction signs at intersections, or when necessary to supplement such signs. These markings are located adjacent to the centerline with signs indicating turns to the left being on the left side of the taxiway centerline and signs indicating turns to the right being on the right side of the centerline.

3.6.5. Surface Painted Location Signs. Surface painted location signs have a black background with a yellow inscription. When necessary, these markings are used to supplement location signs located along side the taxiway and assist the pilot in confirming the designation of the taxiway on which the aircraft is located. These markings are located on the right side of the centerline.

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Figure 3.7. Surface Painted Location and Direction Signs.

3.6.6. Geographic Position Markings. These markings are located at points along low visibility taxi routes designated in the airport's Surface Movement Guidance Control System

(SMGCS) plan. They are used to identify the location of taxiing aircraft during low visibility operations. Low visibility operations are those that occur when the runway visual range

(RVR) is below 1200 feet. They are positioned to the left of the taxiway centerline in the direction of taxiing. The geographic position marking is a circle comprised of an outer black ring contiguous to a white ring with a pink circle in the middle. When installed on asphalt or other dark-colored pavements, the white ring and the black ring are reversed, i.e., the white ring becomes the outer ring and the black ring becomes the inner ring. It is designated with either a number or a number and letter. The number corresponds to the consecutive position of the marking on the route.

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Figure 3.8. Geographic Position Markings.

3.7. Holding Position Markings.

3.7.1. Runway Holding Position Markings. These markings indicate where an aircraft should stop in order to prevent entry onto an certain airport areas (e.g. runway, helipad, etc.) without clearance. For the FAA, they consist of four yellow lines, two solid and two dashed, extending across the width of the taxiway or runway. The solid lines are always on the side where the aircraft is to hold. There are three locations where runway holding position markings are encountered.

Figure 3.9. Runway Holding Position Marking.

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3.7.1.1. Taxiways. These markings identify the locations on a taxiway where an aircraft is required to stop when it does not have clearance to proceed onto the runway. Many large US airports will precede these runway holding position markings with an enhanced taxiway centerline (3.6.2.1.). When instructed by ATC "Hold short of (runway "xx")" the aircrew or ground crew will stop so no part of the aircraft extends beyond the holding position marking (solid yellow line.) When approaching the holding position marking, an aircrew or ground crew person must not cross the marking without ATC clearance at a controlled airport or without making sure of adequate separation from other aircraft at uncontrolled airports. An aircraft exiting a runway is not clear of the runway until all parts of the aircraft have crossed the applicable holding position marking.

3.7.1.2. Runways. These markings are installed on runways only if the runway is normally used by air traffic control for "land, hold short" operations or taxiing operations and have operational significance only for those two types of operations. A sign with a white inscription on a red background is installed adjacent to these holding position markings. The holding position markings are placed on runways prior to the intersection with another runway, or some designated point.

3.7.1.3. Runway Approach Areas. These markings are used at some airports where it is necessary to hold an aircraft on a taxiway located in the approach or departure area of a runway so that the aircraft does not interfere with the operations on that runway. This marking is collocated with the runway approach area holding position sign.

3.7.2. Holding Position Markings for ILS. Holding position markings for ILS/MLS critical areas consist of two yellow solid lines spaced two feet apart connected by pairs of solid lines extending across the width of the taxiway as shown. A sign with an inscription in white on a red background is installed adjacent to these hold position markings. When the ILS critical area is being protected, the aircrew or ground crew must stop so no part of the aircraft extends beyond the holding position marking. When approaching the holding position marking, an aircrew or ground crew person must not cross the marking without ATC clearance. ILS critical area is not clear until all parts of the aircraft have crossed the applicable holding position marking. NOTE: At USAF bases, additional markings will be present at the holding position. The letters ―INST‖ are painted symmetrically about the centerline of the taxiway just beyond the instrument hold line so they can be read by an aircraft operator facing the runway.

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Figure 3.10. Holding Position Markings for ILS Critical Area.

3.7.3. Holding Position Markings for Taxiway/Taxiway Intersections. Holding position markings for taxiway/taxiway intersections consist of a single dashed line extending across the width of the taxiway. They are installed on taxiways where air traffic control normally holds aircraft short of a taxiway intersection. When instructed by ATC "hold short of

(taxiway)" the aircrew or ground crew must stop so no part of the aircraft extends beyond the holding position marking. When the marking is not present the aircrew or ground crew should stop the aircraft at a point that provides adequate clearance from an aircraft on the intersecting taxiway. NOTE: The USAF has no requirement to mark taxiway/taxiway intersections at USAF installations.

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Figure 3.11. Holding Position Markings for Taxiway/Taxiway Inter.

3.7.4. Surface Painted Holding Position Signs. Surface painted holding position signs have a red background with a white inscription and supplement the signs located at the holding position. This type of marking is normally used where the width of the holding position on the taxiway is greater than 200 feet. It is located to the left side of the taxiway centerline on the holding side and prior to the holding position marking.

Figure 3.12. Surface Painted Holding Position Sign.

3.8. Other Markings.

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3.8.1. Vehicle Roadway Markings. The vehicle roadway markings are used when necessary to define a pathway for vehicle operations on or crossing areas that are also intended for aircraft. These markings consist of a single or double white solid line to delineate each edge of the roadway and dashed or solid yellow or white lines to separate lanes within the edges of the roadway. In lieu of the solid lines, zipper markings may be used to delineate the edges of the vehicle roadway.

Figure 3.13. Vehicle Roadway Markings.

3.8.2. Non-movement Area Boundary Markings. These markings delineate the movement area, i.e., area under air traffic control. These markings are yellow and located on the boundary between the movement and non-movement area. The non-movement area boundary markings consist of two yellow lines, one solid and one dashed. The solid line is located on the non-movement area side while the dashed yellow line is located on the movement area side. NOTE: There is no requirement for non-movement area boundary markings at USAF installations.

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