FAA_150_5340_1k.pdf

U.S. Department of Transportation

Federal Aviation Administration

Advisory Circular

Subject: Standards for Airport Markings

Date: 9/3/2010

Initiated by: AAS-100 AC No: 150/5340-1K

Change:

1. PURPOSE. This advisory circular (AC) contains the Federal Aviation Administration (FAA) standards for markings used on airport runways, taxiways, and aprons.

2. CANCELLATION. This AC cancels AC 150/5340-1J, Standards for Airport Markings, dated April 29, 2005, and subsequent changes, dated March 31, 2008, and June 6, 2008. This AC also cancels the Signs and Marking Supplement (SAMS).

3. APPLICATION. The FAA recommends the guidelines and standards contained herein for the marking of airport runways, taxiways, and aprons. The use of these standards is the only method of compliance with the marking of runways, taxiways, and aprons for airports certificated under Title 14 Code of Federal Regulations Part 139, Certification of Airports (Part 139). These standards are to be used on all new airport projects that are under development and are to be implemented at all Part 139 certificated airports. Further, use of this AC is mandatory for all projects funded with federal grant monies through the Airport Improvement Program (AIP) and with revenue from the Passenger Facility Charge (PFC) Program. (See Grant Assurance No. 34, “Policies, Standards, and Specifications” and PFC Assurance No. 9, “Standards and Specifications.”)

4. NATIONAL TRANSPORTATION SAFETY BOARD SAFETY RECOMMENDATION.

The National Transportation Safety Board (NTSB) in response to pilots landing on taxiways adjacent to runways, requested that the FAA conduct research and development to identify visual aid enhancement solutions for use with taxiways that experience repeated taxiway landing problems (reference: Item A-04- 49 of NTSB Safety Recommendation letter, dated June 25, 2004).

a. Results. The FAA evaluated the non-standard surface markings requested by NTSB, namely an enlarged, reoriented surface paint “A” taxiway location sign, a serpentine marking running along the taxiway centerline, and the inscriptions “TAXIWAY” and “TAXI ONLY.” The investigation determined that all proposals had some deficiencies. For example, serpentine markings were found not to be significantly visible from the air. The smaller, length inscription “TAXI” by itself in the phrase “TAXI ONLY” was sufficient to perform the same intended task. See report DOT/FAA/AR-TN 07/54, Identification Techniques to Reduce Confusion Between Taxiways and Adjacent Runways, for details.

See paragraph 5.16 of this advisory circular for the usage of the non-standard marking “TAXI.”

b. Other Observations. The report further concluded “…that airport geometry is a major causal factor in such incidents ….” One rectifying solution for troublesome airport geometry was the use of green-colored aviation grade artificial turf that would visually change the shape of the taxiway environment. One application is masking the squared paved corner of the entrance taxiway so that it creates the effect of a curved taxiway, i.e., minimize its visual size in comparison to the squared runway end. See paragraph 5.16 of this advisory circular for additional information. AC 150/5370-15, Airside

Consolidated AC includes Change 1

AC 150/5340-1K 9/3/2010

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Applications for Artificial Turf, latest edition, provides guidance for the use of aviation grade artificial turf in areas adjacent to the operational areas of the airport. This solution is not for runway environment applications because: “Sufficient data are not available on the performance of artificial turf in the case of high-speed veer offs...” (see paragraph 5 of AC 150/5370-15A).

5. EXPLANATION OF PRINCIPAL CHANGES. This AC incorporates new surface marking criteria, extensive text and format changes, and new and revised figures, as described below:

a. Adds color-coded text boxes to emphasize safety initiatives, solutions to painting difficulties, and general remarks.

Green (Painting) – explains painting precautions and solutions, such as when proportioning is permissible for runway surface markings.

Red (Safety) – emphasizes safety initiatives.

Gray (General) – contains general remarks.

b. Incorporates all applicable surface marking supplements from SAMS.

c. Adds new definitions (paragraph 1.2).

d. Adds a new subparagraph, “Painted Numbering System for Record Keeping of Surface

Painted Markings” (paragraph 1.3(f)). This practice was added to assist airport operators in identifying surface markings in their Sign Plan needing maintenance, scheduling painting, etc.

e. Adds new table 1-1 that provides general guidelines for determining when to add black borders to light-colored pavements (paragraph 1.4).

f. Adds a new warning box about dispensing glass beads during painting applications and, in particular, when painting surface painted holding position signs (paragraph 1.4(b)).

g. Revises table 2-1 criteria (paragraph 2.1).

h. Deletes all text related to the former FAA threshold marking scheme. This revision adopts the standards and recommended practices contained in International Civil Aviation Organization (ICAO) Annex 14, Volume I, Aerodrome Design and Operations. Adds new table 2-2, which shows the number of symmetrical runway threshold stripes required for standard runway widths and new text for painting non-standard runway widths (paragraph 2.5(d)).

i. Adds new text to emphasize the co-located relationship between the aiming point marking and PAPI and other NAVAIDs (paragraphs 2.2 and 2.6).

j. Adds new criteria for the width of and separation between aiming point markings for various standard runway widths (paragraph 2.6(d)).

k. Adds new table 2-3 and new text for table 2-4 about painting touchdown zone markings for runway ends having single or dual precision approaches (paragraph 2.7).

l. Clarifies text for marking runways with and without aligned taxiways (paragraph 2.9).

9/3/2010 AC 150/5340-1K

iii

m. Adds Engineered Materials Arresting System (EMAS) to blast pads and stopways as facilities to be marked with chevrons (paragraph 2.10). Adds new painting criteria for stopways for Airplane Design Group I – exclusively small airplane runways (paragraph 2.10(d)).

n. Includes a new Chapter 3 that consolidates the six different applications of holding position markings and different painting schemes, with a new pattern designation, i.e., Pattern A, B, and C surface markings for holding positions. The pattern designation is more in line with the standards and recommended practices contained in ICAO Annex 14, Volume I.

o. Adds new and revised text for painting the enhanced taxiway centerline marking (paragraph 4.3).

p. Adds new criteria for painting NO-TAXI islands with continuous taxiway edge markings for wide taxiway entrances (paragraph 4.4) as a means to reduce runway incursions.

q. Adds new criteria and revised text for surface painted holding position signs (paragraph 4.5).

The new criteria apply to Airplane Design Groups I and II, requiring a single surface painted holding position sign centered on the taxiway centerline instead of a single surface painted holding position sign to the left of centerline or dual surface painted holding position signs (paragraph 4.5(b)(4) and new figure C-15).

r. Adds a new table 4-1, “Placement of Repetitive Surface Painted Holding Position Signs and NO-TAXI Islands on Taxiway Entrances of over 200 feet (61 m) in Width” (paragraph 4.5).

s. Adds new criteria for the minimum height of surface painted holding position signs for Airplane Design Groups III – VI and for Airplane Design Groups I – II (paragraph 4.5(d) and figures C-5, C-6, C-7, and C-8).

t. Adds a new green-colored box explaining when to stack surface painted holding position signs on narrow taxiways widths (paragraph 4.5(d) and new figure C-15).

u. Adds new and revised text about the geographic position marking (paragraph 4.11).

v. Drops a proposed new surface marking for areas designated by the Transportation Security Administration (TSA) and the airport operator as a security identification display area (SIDA) (reassigned paragraph 5.15 to cover markings for aircraft deicing facilities and removed proposed figure C-14). TSA accepted the task to address future markings for the airside.

w. Adds a new paragraph 5.15, “Aircraft Deicing Facility Markings,” to reference markings for aircraft deicing facilities in accordance with AC 150/5300-14, Design of Aircraft Deicing Facilities.

x. Adds new paragraph 5.16, Interim Surface Markings for Taxiways Mistaken as Runways, in response to NTSB Safety Letter.

y. Revises figures 1 and 2 to show only one threshold marking scheme (formerly referred to as Configuration B) and drops painting method Configuration A per paragraph 2.5. The single marking scheme conforms with ICAO Annex 14, Volume I.

z. Adds new text to figure 8 emphasizing that the width of a stopway only equals the runway width, but the width of a blast pad includes both the runway width and the shoulders.

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aa. Adds new figure 12a showing that the Pattern B application for POFZ holding position marking differs from the ILS/MLS holding position marking by turning 90 degrees on certain taxiway or holding bay geometries.

bb. Adds new figures C-2 and C-3 from SAMS.

cc. All figures in this advisory circular are full scale AutoCAD drawings saved as MS Word versions. For some figures, certain details may appear to be missing (missing or broken lines) when either printed or viewed on a computer monitor. To view all the details in these figures, use the appropriate ZOOM function provided in MS Word or Adobe Reader. In some instances, where there is a large surface area, a ZOOM value of over 250% may be necessary to view all details. Both this advisory circular and the original AutoCAD files for all figures are available for download at the FAA web site:

http://www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.list/parentTopicID/85.

6. COMPLIANCE DATES FOR SPECIFIC SURFACE PAINTED MARKINGS FOR 14 CODE

OF FEDERAL REGULATION (CFR) PART 139 CERTIFICATED AIRPORTS. The compliance dates for the enhanced taxiway centerline marking and the surface painted holding position sign are found within the red-coded Safety Boxes in paragraphs 4.3(a) and 4.5(a), respectively. See these paragraphs for the applicable compliance dates.

7. METRIC UNITS. To promote an orderly transition to metric units, the text and figures include both English and metric dimensions. The metric conversions are based on operational significance and may not be exact equivalents of the English dimensions. Until there is an official changeover to the metric system, the English dimensions govern.

8. ADVISORY CIRCULAR (AC) AND ORDER REFERENCES. All references to FAA ACs and Orders are to the most recent versions, which are available from the FAA website at http://www.faa.gov.

Michael J. O’Donnell Director of Airport Safety and Standards http://www.faa.gov/airports/resources/advisory_circulars/index.cfm/go/document.list/parentTopicID/85 v

TABLE OF CONTENTS

CHAPTER 1. SURFACE MARKINGS FOR AIRFIELD PAVEMENTS AND PAVED

AIRFIELD ROADWAYS

1.1. GENERAL

1.2. DEFINITIONS

1.3. SURFACE MARKING PRACTICES

1.4. REQUIREMENTS AND RECOMMENDATIONS FOR ENHANCED CONSPICUITY OF

SURFACE MARKINGS

CHAPTER 2. SURFACE MARKINGS FOR RUNWAYS

2.1. APPLICATION

2.2. INTERRUPTION OF RUNWAY SURFACE MARKINGS

2.3. RUNWAY LANDING DESIGNATOR MARKING

2.4. RUNWAY CENTERLINE MARKING

2.5. RUNWAY THRESHOLD MARKING

2.6. RUNWAY AIMING POINT MARKING

2.7. RUNWAY TOUCHDOWN ZONE MARKING

2.8. RUNWAY SIDE STRIPE MARKING

2.9. RUNWAY DISPLACED THRESHOLD MARKING

2.10. CHEVRON MARKINGS FOR BLAST PADS, STOPWAYS, AND EMAS

2.11. RUNWAY SHOULDER MARKING

CHAPTER 3. HOLDING POSITION MARKINGS

3.1. APPLICATIONS OF HOLDING POSITION MARKINGS

3.2. CASE 1 AND CASE 2 – APPLICATIONS OF PATTERN A FOR THE RUNWAY

HOLDING POSITION MARKING ON RUNWAYS

3.3. CASE 3 – APPLICATIONS OF PATTERN A FOR THE RUNWAY HOLDING POSITION

MARKING ON TAXIWAYS

3.4. CASE 4 – APPLICATIONS OF PATTERN B FOR THE ILS/MLS HOLDING POSITION

MARKING

3.5. CASE 5 – APPLICATIONS OF PATTERN B FOR PRECISION OBSTACLE FREE ZONE

(POFZ) HOLDING POSITION MARKING

3.6. CASE 6 – APPLICATIONS FOR PATTERN C FOR THE TAXIWAY/TAXIWAY

INTERSECTION INTERMEDIATE HOLDING POSITION MARKING

CHAPTER 4. SURFACE MARKINGS FOR TAXIWAYS

4.1. APPLICATION

4.2. TAXIWAY CENTERLINE MARKINGS

4.3. ENHANCED TAXIWAY CENTERLINE MARKING

4.4. TAXIWAY EDGE MARKING

4.5. SURFACE PAINTED HOLDING POSITION SIGNS

4.6. SURFACE PAINTED TAXIWAY DIRECTION SIGNS

4.7. SURFACE PAINTED TAXIWAY LOCATION SIGNS

4.8. SURFACE PAINTED GATE DESTINATION SIGNS

4.9. SURFACE PAINTED APRON ENTRANCE POINT SIGNS

4.10. TAXIWAY SHOULDER MARKINGS

4.11. GEOGRAPHIC POSITION MARKINGS

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CHAPTER 5. OTHER SURFACE MARKINGS

5.1. APPLICATION

5.2. VEHICLE ROADWAY MARKINGS

5.3. VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE (VOR) RECEIVER

CHECKPOINT MARKING

5.4. NON-MOVEMENT AREA BOUNDARY MARKING

5.5. MARKINGS FOR THRESHOLDS TEMPORARILY RELOCATED DURING

CONSTRUCTION

5.6. MARKING AND LIGHTING OF PERMANENTLY CLOSED RUNWAYS AND

TAXIWAYS

5.7. TEMPORARILY CLOSED RUNWAYS AND TAXIWAYS

5.8. CONVERTING A RUNWAY TO A TAXIWAY

5.9. INTERMITTENT USE OF A TAXIWAY AS A RUNWAY

5.10. CLOSED OR ABANDONED AIRPORTS

5.11. HELIPORT MARKINGS

5.12. VERTIPORT MARKINGS

5.13. MARKING FOR ARRESTING GEAR

5.14. HAZARDOUS CONSTRUCTION AREAS

5.15. AIRCRAFT DEICING FACILITY MARKINGS

5.16. INTERIM SURFACE MARKINGS FOR TAXIWAYS MISTAKEN AS RUNWAYS

APPENDIX A. INSCRIPTIONS FOR SIGNS AND GEOGRAPHIC POSITION

MARKINGS

APPENDIX B. EXAMPLES OF MARKINGS OUTLINED IN BLACK

APPENDIX C. ENHANCED MARKINGS FOR RUNWAY HOLDING POSITION

1. GENERAL

2. APPLICABILITY

3. ENHANCED TAXIWAY CENTERLINE MARKINGS

4. ENHANCED RUNWAY HOLDING POSITION MARKINGS

5. SURFACE PAINTED HOLDING POSITION SIGNS

6. ADDITIONAL GUIDELINES FOR APPLICATION

FIGURES

Figure 1-1. Example of DFW Painted Numbering System for Surface Painted Markings Figure 5-1. Precautionary Placement of Non-movement Boundary Marking Figure 5-2. TAXI Marking Location Facing Runway Approach End Figure 5-3. TAXI Marking Dimensions Figure 5-4. Aviation Grade Artificial Turf Installation Figure 1. Precision Runway Markings Figure 2. Non-precision Runway Figure 3. Visual Runway Markings Figure 4. Example of Conflicting Markings on Crossing Runways Figure 5. Runway Designation Numerals and Letters Figure 6. Displaced Threshold Markings Figure 7. Marking for Aligned Taxiway with Runway Without a Displaced Threshold Figure 8. Markings for Blast Pads and Stopways Figure 9. Markings for Aligned Taxiway Preceding a Displaced Threshold Figure 10. Markings for Blast Pad Preceding a Displaced Threshold vii

Figure 11. Runway Shoulder Markings Figure 12. Holding Position Marking Details Figure 12a. Holding Position Marking Details Figure 13. Taxiway Markings Figure 14. Taxiway Markings Figure 15. Taxiway Markings Figure 16. Methods for Taxiway Centerline Marking Figure 17. Surface Painted Signs Figure 18. Surface Painted Gate Identification Signs Figure 19. Multiple Gate Signs Figure 20. Surface Painted Apron Entrance Point Signs Figure 21. Taxiway Shoulder Markings Figure 22. Geographic Position Markings Figure 23. Vehicle Roadway Markings Figure 24. VOR Receiver Checkpoint Markings Figure 25. Closed Runway and Taxiway Markings

Figure A - 1. Pavement Markings ABCDEFGH Figure A - 2. Pavement Markings IJKLMNOP Figure A - 3. Pavement Markings QRSTUVWX Figure A - 4. Pavement Markings YZ123456 Figure A - 5. Pavement Markings 7890-, Figure B - 1. Runway Holding Position Marking Figure B - 2. ILS/MLS Holding Position Marking Figure B - 3. Continuous Taxiway Edge Line Marking Figure B - 4. Dashed Taxiway Edge Line Marking Figure B - 5. Alternate Outlining Method for Dashed Taxiway Edge Line Marking Figure B - 6. Taxiway Centerline Marking Figure B - 7. Intermediate Holding Position Markings Figure B - 8. Non-movement Area Boundary Marking

Figure C - 1. Enhanced Taxiway Centerline Markings Figure C - 2. Dashed Lines at Converging Taxiway Centerlines Figure C - 3. Converging, Straight, and Curved Enhanced Taxiway Centerlines Intersecting with

Holding Position Marking Figure C - 4. Enhanced Runway Holding Position Markings on Taxiways Figure C - 5. Surface Painted Holding Position Signs For Taxiway Widths Greater Than 35 Feet

(10.5 m) Figure C - 6. Surface Painted Holding Position Sign for Taxiway Widths Equal to Or Less Than 35

Feet (10.5 m) Figure C - 7. Surface Painted Holding Position Signs when Taxiway Centerline is not Perpendicular to Runway Holding Position Marking Figure C - 8. Surface Painted Holding Position Signs Co-Located with Geographic Position Marking . 105 Figure C - 9. Two Taxiway Centerlines Converging at a Runway Holding Position Marking Figure C - 10. Intersection of Two Taxiways at Runway End Figure C - 11. Intersection of Three Converging Taxiway Centerlines Figure C - 12. Intersection of Multi-Taxiway Centerlines with Less than 150 Feet (45.7 m) Between

Taxiways Figure C - 13. Two Taxiway Centerlines Intersecting a Runway Holding Position Marking viii

Figure C - 14. Intersection of Stub Taxiway and Runway Figure C - 15. Narrow Taxiway Stacked Surface Painted Holding Position Sign Figure C - 16. Enhanced Taxiway Centerlines When a Taxiway Connects Closely Spaced Runways ... 113

TABLES

Table 1-1. General Guidelines for Determining Light-Colored Pavements Table 2-1. Minimum Required Runway Surface Marking Schemes for Paved Runways Table 2-2. Number of Runway Threshold Stripes for Standard Runway Widths Table 2-3. Pairs of Touchdown Zone Markings Required When Installed From One Threshold Table 2-4. Pairs of Touchdown Zone Markings Required When Installed From Both Thresholds Table 4-1. Placement of Repetitive Surface Painted Holding Position Signs and NO-TAXI Islands on

Taxiway Entrances of over 200 feet (61 m) in Width

CHAPTER 1. SURFACE MARKINGS FOR AIRFIELD PAVEMENTS AND PAVED

AIRFIELD ROADWAYS.

1.1. GENERAL. This chapter provides the standards for surface markings used on paved airfield pavements (runways, taxiways, aprons) and paved airfield roadways. The standards for the surface markings assume that runways, taxiways, and aprons are built in accordance to the standard dimensions and layouts (e.g., clearances, fillets) in Advisory Circular (AC) 150/5300-13, Airport Design. The airport operator should expect difficulties when painting surface markings on non-standard infrastructure, such as a runway with a non-standard width. To assist airport operators, this advisory circular offers a few workable solutions for existing non-standard situations. Surface markings for large airplane parking positions and surface markings for unpaved airfield runways will be addressed at a future date in additional chapters.

NOTE: All figures in this AC are reduced versions of DWG files compatible with MS Word. Use the zoom feature in MS Word or Adobe Reader to view detail in any figure.

1.2. DEFINITIONS. The following definitions apply to terms used in this AC.

a. Certificated Airport. An airport that has been issued an Airport Operating Certificate by the FAA under the authority of 14 CFR Part 139, Certification of Airports.

b. Commercial Service Airports and Passenger Enplanements. Defined in FAA Order

5100.38, Airport Improvement Program Handbook.

c. Displaced Threshold. A threshold that is located at a point on the runway other than the designated beginning of the runway.

d. Movement Area. The runways, taxiways, and other areas of an airport that are used for taxiing, takeoff, and landing of aircraft, exclusive of loading ramps and aircraft parking areas (reference 14 CFR Part 139).

e. Non-precision Runway. A runway end having an instrument approach procedure that provides course guidance without vertical path guidance. See Appendix 16, New Instrument Approach Procedures, in AC 150/5300-13, Airport Design, for additional information.

f. Precision Runway. A runway end having an instrument approach procedure that provides course and vertical path guidance conforming to Instrument Landing System (ILS) or Microwave Landing System (MLS) precision approach standards in International Civil Aviation Organization (ICAO) Annex 10, Compliance Statement, Aeronautical Telecommunications. See AC 150/5300-13 for additional information about precision approaches.

g. Threshold. The beginning of that portion of the runway that is available for landing. In some instances, the landing threshold may not coincide with the end of the opposite direction runway (see “Displaced Threshold”).

h. Visual Runway. A runway end without an existing or planned (on the Airport Layout

Plan) straight-in instrument approach procedure.

1.3. SURFACE MARKING PRACTICES. The following subparagraphs address common practices used in airport markings.

a. Increasing the Friction Coefficient of Surface Markings. AC 150/5370-10, Standards for Specifying Construction of Airports, Item P-620, Runway and Taxiway Painting, provides airport operators information to increase the friction coefficient of surface markings. Common practices include the spreading of silica sand on the marked surface immediately after painting and the use of glass beads in the marking materials. Glass beads or silica sand are required when durable markings (epoxy and methylacrylate based paints) are used. These paints are usually applied at 18 – 30 mils in dry thickness.

b. Paint Color Specifications, Requirements for Surface Preparation, Paint Application

Rates and Methods, and Requirements for Preformed Thermal Plastic Markings. AC 150/5370-10 provides the paint color specifications, requirements for surface preparation, paint application rates, the various methods for applying paint, and the performance requirements for using only preformed thermoplastic markings. Precaution: Reflective tapes such as those commonly used for highways and city street applications are not to be used on the airside because of the potential for foreign object damage caused by loosened painted tape.

c. Striated Markings. Striated markings, which may be used in areas subject to frost heave, consist of painted stripes 4 inches (10 cm) to 8 inches (20 cm) in width that are separated by unpainted stripes. The width of the unpainted stripe may not exceed the width of the painted stripe. The width of the painted and unpainted stripes must be the same throughout the specific marking. Each edge of the marking must be a painted stripe. That is, a painted stripe is to begin and end within the width of the markings. Precaution: Because striated markings offer reduced visibility compared to non-striated markings, more frequent maintenance is required to maintain an acceptable level of visibility. Hence, striated markings are never used on Category II and Category III runways.

d. Temporary Markings. When selecting a material for temporary markings, consider the difficulty of removing the temporary marking when it is no longer needed. Some airports have had some success using water-based paint. Striated markings may also be used for temporary markings, but they are never used to denote a closed runway or other closed pavement or for Category II or Category III runways.

e. Removal of Markings. Pavement markings that are no longer needed are not to be painted over but instead are to be physically removed. Removal of markings is achieved by water blasting, shot blasting, sand blasting, chemical removal, or other acceptable means that do not harm the pavement. The FAA does not endorse painting over the old markings because this practice merely preserves the old marking, which in some cases have misled pilots, and requires additional maintenance. Precaution:

Special consideration should be placed on the size and shape of removal areas when removing runway markings associated with the relocation of a runway threshold or its displacement so that the resulting area of discolored pavement resulting from the removal process does not result in the continued visual appearance of a marked pavement. That is, the size and shape of the removal area(s) need to be much larger than the marking to be removed.

f. Painted Numbering System for Record Keeping of Surface Painted Markings. To facilitate the daily inspection, scheduled maintenance, necessary repairs, etc. for surface markings the airport operator may use a numbering system or alphanumeric system that is located in a corner of the surface marking. Figure 1-1 shows a numbering system adopted by Dallas/Fort Worth (DFW) International Airport for identifying each surface marking listed in their Sign Plan. If employed, the height of the inscription should be small and inconspicuous to all viewers except an individual standing next to the surface marking.

Figure 1-1. Example of DFW Painted Numbering System for Surface Painted Markings

1.4. REQUIREMENTS AND RECOMMENDATIONS FOR ENHANCED CONSPICUITY OF

SURFACE MARKINGS. Surface markings that cannot be seen by pilots and other individuals operating on paved airfield surfaces are useless. Two proven techniques that help airport operators enhance the conspicuity of surface markings are (1) outlining surface markings with black borders on light-colored pavements and (2) placing glass beads in paint. However, glass beads are not to be used in black paint. Table 1-1 serves as a general guide for determining when existing asphalt concrete surfaces or asphalt treated surfaces may be classified as a light-colored pavement, i.e., when to outline a required surface marking with a black border.

Table 1-1. General Guidelines for Determining Light-Colored Pavements

Painting a Black Border

Pavement Surface Type

Age of Pavement Surface

New Up to 2 years old

Over 2 years old

Portland Cement Concrete

Surfaces

Yes Yes Yes

Asphalt Concrete Surfaces No No Yes

Asphalt Treated Surfaces No No Yes

Note 1: This table serves only as a general guide since an existing asphalt pavement at one airport location may not experience the same rate of surface color deterioration as at another airport location.

a. Technique 1 – Outlining Surface Markings with Black Borders on Light-Colored

Pavements. The degree of contrast (conspicuity) between surface markings on light-color pavements, in particular on concrete and older asphalt pavements, can be increased by outlining all edges of the surface marking with a black border. Appendix B provides illustrations of recommended patterns for various surface markings outlined in black. Black borders, except for enhanced taxiway centerline applications, should be at least 6 inches (15 cm) or greater in width to enhance the conspicuity of certain painted surface markings on light-color pavements. The borders for the outside dashes of the enhanced taxiway centerline marking can range from 3 to 6 inches (7.5 – 15 cm).

(1) Surface Markings that Require Black Borders.

(i) All holding position markings used on runways, taxiways, and holding bays and used to indicate ILS/MLS or precision obstacle free zone (POFZ) critical areas (per paragraphs 3.2, 3.3, 3.4, and 3.5) and the non-movement area boundary marking (per paragraph 5.4).

(ii) Intermediate holding position marking for taxiway/taxiway intersections (per paragraph 3.6).

(iii) All taxiway centerline markings on taxi routes designated as surface movement guidance and control system (SMGCS) routes (per paragraph 4.2).

(iv) Enhanced taxiway centerline marking (per paragraph 4.3).

(v) Surface painted holding position sign marking (per paragraph 4.5).

(vi) Geographic position marking (per paragraph 4.11).

(2) Surface Markings Recommended for Black Borders. This advisory circular strongly recommends outlining all other markings not listed in paragraph 1.4(a)(1), particularly taxiway centerlines per paragraph 4.2.

b. Technique 2 – Use of Glass Beads on Permanent Pavement Markings. Glass beads identified in Item P-620 of AC 150/5370-10 are an effective means of enhancing the conspicuity of surface markings when aircraft and vehicles operate at night, during low-visibility conditions, or when the pavement surface is wet. Due to the additional increase in marking conspicuity caused by certain glass beads, the FAA recommends that runway holding position markings contain either Type III or Type IV glass beads as determined by the airport operator. If Type IV glass beads that have a larger diameter are used, then they should only be applied in higher-built materials, such as TT-P-1952E-Type III waterborne paint, epoxy, methyl methylacrylate, or preformed thermoplastic. Precaution: As previously stated, glass beads should never be used in black paint.

Glass Bead Requirement

Paragraph 620-3.5, Application, per AC 150/5370-10

(General)

Glass beads shall be distributed upon the marked areas at the locations shown on the plans to receive glass beads immediately after application of the paint. A dispenser shall be furnished that is properly designed for attachment to the marking machine and suitable for dispensing glass beads. Glass beads shall be applied at the rate(s) shown in Table 1 of AC 150/5370-10. Glass beads shall not be applied to black paint. Glass beads shall adhere to the cured paint or all marking operations shall cease until corrections are made.

(1) Surface Markings that Require Glass Beads.

(i) All holding position markings used on runways, taxiways, and holding bays and used to indicate ILS/MLS or POFZ critical areas (per paragraphs 3.2, 3.3, 3.4, and 3.5).

(ii) Runway threshold marking (per paragraph 2.5).

(iii) Runway threshold bar marking (per paragraph 2.9(a)).

(iv) Runway aiming point marking (per paragraph 2.6).

(v) Runway landing designator marking (per paragraph 2.3).

(vi) Runway touchdown zone marking (per paragraph 2.7).

(vii) Runway centerline marking (per paragraph 2.4).

(viii) Taxiway centerline marking (per paragraph 4.2).

(ix) Enhanced taxiway centerline marking (per paragraph 4.3).

(x) Geographic position marking (per paragraph 4.11).

(xi) Surface painted signs for holding position signs (paragraph 4.5), taxiway direction signs (paragraph 4.6), taxiway location signs (paragraph 4.7), gate destination signs (paragraph 4.8), and apron entrance point signs (paragraph 4.9).

(xii) Non-movement area boundary marking (per paragraph 5.4).

(2) Surface Markings Recommended for Glass Beads.

(i) Runway side stripe marking (per paragraph 2.8).

(ii) Taxiway edge marking (per paragraph 4.4).

(iii) Runway displaced threshold marking (per paragraph 2.9).

(iv) Runway demarcation bar marking (per paragraph 2.9(c)).

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CHAPTER 2. SURFACE MARKINGS FOR RUNWAYS.

2.1. APPLICATION. The minimum requirements for surface marking schemes used for runways are a direct function of the approach category for each runway threshold and the existence of displaced thresholds, stopways, blast pads, or extra wide shoulders. Runways having the same approach category off both runway thresholds will show the same surface marking scheme from threshold to threshold (with some exceptions, such as the runway designator.) In comparison, runways with different approach categories will show two different surface marking schemes. The complete runway surface marking schemes required by a runway combine table 2-1 requirements with the physical structure and usage of the runway.

a. Table 2-1 identifies the minimum required surface marking schemes for paved runways according to their threshold approach category. Figures 1, 2, 3, and 5 provide the dimensional standards for the surface marking schemes. An airport operator may paint a runway with additional surface marking schemes than required, such as a visual runway with runway side stripes or the aiming point marking, if deemed necessary by the FAA. Furthermore, surface markings beyond those described in table 2-1 are required to support particular operations, such as a displaced threshold, or to identify runway related features, such as blast pads or stopways.

Table 2-1. Minimum Required Runway Surface Marking Schemes for Paved Runways

Threshold Approach Category

Runway

Surface Marking

Scheme

Visual

Approach

Non-precision

Approach

(And approaches with vertical guidance not lower than ¾ -statute mile visibility)

Precision Approach

(Approaches with vertical guidance lower than ¾ -statute mile visibility)

Landing Designator (par. 2.3) X X X

Centerline (par. 2.4) X X X

Threshold (par. 2.5) Note 1 X X

Aiming Point (par. 2.6) Note 2 Note 3 X

Touchdown Zone (par. 2.7) X

Side Stripes (par. 2.8) Note 4 Note 4 X

Note 1: Required on runways serving approach categories C and D airplanes and for runways used, or intended to be used, by international commercial air transport.

Note 2: Required on 4,200-foot (1,280 m) or longer runways serving approach categories C and D airplanes.

Note 3: Required on 4,200-foot (1,280 m) or longer instrumented runways.

Note 4: Used when the full runway pavement width may not be available for use as a runway.

b. Runways with a displaced threshold, blast pad, stopway, or extra wide shoulders require additional marking schemes not identified in table 2-1. These surface marking schemes and others not in table 2-1 are discussed separately in this advisory circular. See AC 150/5300-13 for detailed information about the location of displaced thresholds, blast pads, and stopways.

Application of Proportioning Runway Markings for Non-Standard Runway Widths

(Painting)

The dimensional size for the runway surface marking promulgated by this advisory circular is based on the assumption that the runway has a standard runway width as prescribed by AC 150/5300-13. For convenience, the standard widths are shown in table 2-2 below.

Airport operators with non-standard runway widths may, for specified surface markings, proportionally adjust the marking’s width to be less than the standard scheme. Under substandard conditions, the width of marking is in direct proportion to the available runway width. However, the corresponding length for the marking is never reduced.

Subsequent paragraphs in this advisory circular will specify, via a green-shaded, solution box, those runway surface markings that may be proportioned. The absence of a green-shaded, solution box in a subsequent paragraph implies that that runway surface marking, such as the runway centerline, is not to be decreased in width even if other nearby runway surface markings are proportionally adjusted.

2.2. INTERRUPTION OF RUNWAY SURFACE MARKINGS. At the intersection of two runways, the surface markings of one runway are, with the possible exception of runway side stripes (such as closed V-shaped runways), fully displayed through the intersection while the surface markings of the other runway are completely interrupted. This process of removing runway surface markings from one runway establishes an order of precedence among the different runways.

a. Order of Precedence. The order of precedence for displaying the runway surface marking schemes of one runway over the other runway at the intersection of these runways should follow this order:

(1) Precision approach runway, Category III.

(2) Precision approach runway, Category II.

(3) Precision approach runway, Category I.

(4) Non-precision approach runway.

(5) Visual runway.

For an intersection of runways of the same precedence, the preferred higher precedence runway is the one having the lowest approach minimums or the runway end most often used.

b. Lesser Precedence Runways. The manner in which a lesser precedence runway intersects a higher precedence runway may require the shifting or complete removal of certain surface markings that fall within the intersection. As shown in figure 4, the most affected surface markings are the runway centerline, runway side stripes, aiming point markings, and runway touchdown zone markings. The

11/17/2010 AC 150/5340-1K Change 1 latter two runway markings may have implications when shifted or removed. See paragraphs 2.2(c) and

2.6 for shifting an aiming point marking, and see paragraph 2.7 for removing touchdown zone markings.

c. Consequences When Shifting the Aiming Point Markings. Figure 4 shows one possible conflict that could occur when the aiming point markings are relocated.

(1) When the aiming point markings of a given runway that are in the intersection of two runways need to be moved more than 200 feet (61 m) away from the existing threshold, the airport operator will have to displace the existing threshold or designate a new runway end (threshold) in order to retain the distance between the threshold and the aiming point marking as illustrated in the bottom illustration of figure 4. The preferred distance to be maintained between the newly designated threshold and the shifted aiming point marking is 1,020 feet (311 m); see paragraph 2.6.

(2) Runways with an approach landing aid, such as Precision Approach Path Indicators

(PAPIs) or Visual Approach Slope Indicators (VASIs), which are co-located with the aiming point markings, can be negatively affected when an excessive shifting of the aiming point marking occurs. The consequence could be a non-compatible threshold crossing height for landing airplanes. When the aiming point markings are shifted more than 60 feet (18.3 m), the co-located PAPI or VASI should be evaluated for relocation to provide a correct vertical guidance to pilots. See paragraph 7.5, Design (of Economy Approach Aids) and table 7.1, Threshold Crossing Heights, of AC 150/5340-30, Design and Installation Details for Airport Visual Aids, to determine if the impact of shifted aiming point markings warrants a relocation of the co-located PAPI (or other runway approach aids).

(3) For landing safety, the FAA requires that whenever the distance between the threshold and aiming point markings is 1,220 feet (372 m) or more, the airport operators place a note in the Airport/Facility Directory (A/FD) to inform pilots about the increased distance existing between the threshold and the aiming point markings.

d. Closed V-Shaped Runway Ends Configuration. The closed V-shaped runway ends configuration is a pavement geometry where two runway ends commence from the same location but proceed in different directions. This undesirable geometry requires a special shifting procedure of the runway landing designator marking of the lesser precedence runway further down the runway than prescribed by paragraph 2.3. The special procedure is as follows. On the lesser order runway, locate the point on its runway centerline that is perpendicular to the inside common corner of the two intersecting runways. Once this base point is located, move this base point 20 feet (6.5 m) down the runway centerline to relocate the bottom of the letter or number(s) used for the runway landing designator. For an intersection of runways of the same precedence, the preferred higher precedence runway is the one having the lowest approach minimums or the runway end most often used.

Wrong-Runway Takeoffs Mitigation

(Safety)

In an effort to eliminate the possibility of a “wrong-runway” takeoff operation by pilots, the airport operator should reconstruct closed V-shaped runway geometries to a different geometry, possibly an X-shaped geometry.

2.3. RUNWAY LANDING DESIGNATOR MARKING.

a. Purpose. The runway landing designator marking identifies a runway end.

b. Location. Runway landing designator marking(s) must be located from the runway threshold per figures 1, 2, and 3 or from the displaced threshold per figure 6. All these figures show the start location for both types of thresholds.

c. Color. Runway landing designator markings are white. See paragraph 1.4, Requirements and Recommendations for Enhanced Conspicuity of Surface Markings, for required and recommended techniques to enhance visibility of this surface marking.

d. Characteristics.

(1) A runway landing designator marking consists of a single number or two numbers. When parallel runways exist, the number(s) are further supplemented with a letter.

(2) A single-digit runway landing designation number is never preceded by a zero.

(3) For single runways, dual parallel runways, and triple parallel runways, the designator number is the whole number nearest the one-tenth of the magnetic azimuth along the runway centerline when viewed from the direction of approach. For example, where the magnetic azimuth along the runway centerline is 183 degrees, the runway designator marking would be 18; for a magnetic azimuth of 87 degrees, the runway designation marking would be 9. For a magnetic azimuth ending in the number “5” such as 185 degrees, the runway designator marking can be either 18 or 19.

(4) On four or more parallel runways, one set of adjacent runways is numbered to the nearest one-tenth of the magnetic azimuth and the other set of adjacent runways is numbered to the next nearest one-tenth of the magnetic azimuth.

(5) For parallel runways, each runway landing designator number must be supplemented by a letter, in the order shown from left to right when viewed from the direction of approach as prescribed by the following marking criteria. Different labeling patterns than those prescribed below are permissible under certain circumstances as identified in subparagraph 2.3(d)(6).

(i) Two parallel runways having a magnetic azimuth of 182 degrees – the runways would be designated “18L,” “18R.”

(ii) Three parallel runways having a magnetic azimuth of 87 degrees – the runways would be designated “9L,” “9C,” “9R.”

(iii) Four parallel runways having a magnetic azimuth of 324 degrees – the runways would be designated “32L,” “32R,” “33L,” “33R.”

(iv) Five parallel runways having a magnetic azimuth of 138 degrees – the runways would be designated “13L,” “13R,” “14L,” “14C,” “14R” or “14L,” “14R,” “13L,” “13C,” “13R.” Other combinations exist for this case. See paragraph 2.3(d)(6).

(v) Six parallel runways having a magnetic azimuth of 83 degrees – the runways would be designated “8L,” “8C,” “8R,” “9L,” “9C,” “9R.” Other combinations exist for this case. See paragraph 2.3(d)(6).

(vi) Seven parallel runways having a magnetic azimuth of 85 degrees – the runways would be designated “8L,” “8C,” “8R,” “9L,” “9C,” “9R,” “10.” Other combinations exist for this case.

See paragraph 2.3(d)(6).

(6) There are certain runway placements where the surface marking schemes for parallel runways provided in subparagraph 2.3(d)(5) may not be appropriate because their orientation may lead to pilot confusion. For example, the marking scheme recommended for parallel runways on the same side of a terminal is to follow subparagraph 2.3(d)(5). However, when two parallel runways are separated by a large terminal or several terminals, it is preferable to designate the runways as non-parallel runways to avoid pilot confusion. Another case that may cause pilot confusion is a turf runway that is parallel to paved visual runway but at a great distance from a higher precedence paved runway. In general, the airport operator should carefully choose how to mark parallel runways to eliminate pilot confusion.

(7) The appearance of the letters and numbers used for runway landing designator markings are in the form and proportion as shown in figure 5. The spacing between numbers and letters are as shown in figures 1, 2, 3, and 5. However, with the exception of the numerals 6 and 9, all numerals and the letters L, C, and R are 60 feet (18.3 m) in height. Numerals 6 and 9, which are 63 feet (18.9 m) in height, follow the Rule of 69. That is, although the numerals 6 and 9 are taller, the 3-foot tips of the numerals are ignored so that their separations from the threshold markings, the letters L-C-R, the first runway centerline, and the start of the runway threshold remain as shown in figures 1, 2, and 3.

for Airplane Design Group (ADG) I Runway Width

(Painting)

Due to the space limitations on very narrow runways, the size and spacing of the numbers and letters are reduced only when necessary such that the painted runway landing designator is no closer than 2 feet (0.6 m) from the runway edge or runway side stripes. For example, this problem may occur when painting certain dual-numbered runway landing designators spaced 15 feet (4.5 m) apart on an ADG I runway width of 60 feet (18.3 m). In such cases, first reduce the 15-foot (4.5-m) spacing to 10 feet (3.1 m) and retain the size of numerals and letter per figure 5. Second, reduce the 15-foot (4.5-m) spacing to 10 feet (3.1 m) and reduced the size of numerals and letter proportionally to maintain the 2-foot (0.6 m) edge or runway side stripe clearance.

2.4. RUNWAY CENTERLINE MARKING.

a. Purpose. The runway centerline marking identifies the physical center of the runway width and provides alignment guidance to pilots during takeoff and landing operations. For lighting provisions, see AC 150/5340-30.

b. Location. A runway centerline marking is located along the physical center of the runway width and spaced between the runway landing designation markings as shown in figures 1, 2, and 3.

c. Color. The runway centerline marking is white. See paragraph 1.4 for required and recommended techniques to enhance this surface marking.

d. Characteristics. A runway centerline marking consists of a line of uniformly spaced stripes and gaps and of uniform width.

(1) The stripes are 120 feet (36.5 m) in length and the gaps are 80 feet (24.3 m) in length.

AC 150/5340-1K Change 1 11/17/2010

(2) The minimum width of the stripes is:

36 inches (90 cm) for precision runways.

18 inches (45 cm) for non-precision runways.

12 inches (30 cm) for visual runways.

(3) To accommodate varying runway lengths, all adjustments to the uniform pattern of runway centerline stripes and gaps are made near the runway midpoint (defined as the distance between the two thresholds or displaced thresholds). Under such cases, reduce the lengths of both the stripes and gaps starting from midpoint and proceed toward the runway thresholds. Reduced stripes must be at least 80 feet (24 m) in length, and the reduced gaps must be at least 40 feet (12.3 m) in length. The affected stripes and gaps within the section should show a uniform pattern.

2.5. RUNWAY THRESHOLD MARKING.

a. Purpose. A runway threshold marking, which commences 20 feet (6 m) from the actual start point of runway threshold, closely identifies the actual beginning point of the runway threshold used for landings. For lighting provisions, see AC 150/5340-30.

b. Location. The runway threshold marking starts 20 feet (6 m) from the actual start point of the runway threshold as shown in figures 1 and 2. This value remains the same even though a 10-foot (3m) white threshold bar is introduced, such as for displaced thresholds or the addition of a blast pad or stopway as shown in figure 8. Previously, when a displaced threshold was painted or a blast pad or stopway added, the 20-foot (6-m) dimension was increased to 30 feet (9 m) to accommodate the requirement for painting the runway threshold bar. When a runway is completely remarked, the newly painted displaced threshold and threshold bar markings are 10 feet (3 m) apart as shown in figure 6.

c. Color. The components of a runway threshold marking are white. See paragraph 1.4 for required and recommended techniques to enhance this surface marking.

d. Characteristics. The runway threshold marking consists of a pattern of longitudinal stripes of uniform dimensions spaced symmetrically about the runway centerline. The number of longitudinal stripes and their spacing is determined by the runway width.

(1) Table 2-2 provides the number of longitudinal stripes for runways having standard runway widths as defined by AC 150/5300-13. Figure 1 illustrates the pattern for a 150-foot (45-m) wide runway. See paragraph 2.5(d)(3) for painting guidance applicable to non-standard runway widths.

Table 2-2. Number of Runway Threshold Stripes for Standard Runway Widths

Standard runway widths

Number of symmetrical stripes

60 feet (18.3 m) 4

75 feet (22.9 m) 6

100 feet (30.5 m) 8

150 feet (45.7 m) 12

200 feet (61 m) 16

(2) For standard runway widths, the longitudinal stripes are 150 feet (45.7 m) long and 5.75 feet (1.75 m) wide with the outer edges spaced (stripe-gap) 5.75 feet (1.75 m) apart. However, the two longitudinal stripes nearest the runway centerline are doubled spaced, i.e., outer edges of the near-most pair are 11.5 feet (3.5 m) apart. Figure 1 illustrates the stripe-gap pattern for 150-foot (46 m) wide runways. The stripe-gap pattern allows sufficient room to paint runway side stripes without interfering with the outermost longitudinal stripes.

(Painting)

For standard 75-foot (23-m) wide runways that use 36-inch (90-cm) wide runway side stripes, the stripe-gap pattern of 5.75 feet (1.75 m) is reduced to 5.50 feet (1.68 m).

(3) For non-standard runway widths, the same stripe-gap pattern is continued from the runway centerline until the outermost longitudinal stripe is not closer than 4 feet (1.2 m) from the runway edge. For example, for a non-standard 125-foot (38-m) wide runway, the stripe-gap pattern yields a total of 10 longitudinal stripes symmetrical about the runway centerline. In no case should the stripe-gap pattern exceed 92 feet (27 m) on either side of the runway centerline. The value of 92 feet (27 m) is the width for the pattern used on the standard 200-foot (61-m) wide runways.

(4) When there is pavement in excess of 5 feet (1.5 m) prior to the actual start of the runway threshold and (a) pilots may confuse the pavement as part of the actual runway or (b) the pavement does not have the same load bearing capacity as the runway, then painting of a runway threshold bar per paragraph 2.9 is required. In contrast, if the installation of landing threshold lights requires pavement to support the light fixtures and the supportive pavement abuts the start point of the runway threshold, then the supportive pavement is not considered a part of the runway. In this instance, the painting of a runway threshold bar is not required.

2.6. RUNWAY AIMING POINT MARKING.

a. Purpose. A runway aiming point marking provides a visual aiming point for landing operations.

b. Location. The preferred beginning of the aiming point marking starts 1,020 feet (311 m) from the runway threshold as shown in figures 1, 2, and 3. However, this preferred separation is not adequate for all cases as partially discussed below.

AC…