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Chapter 24.

AERODROME SIGNS AND MARKERS

Reference: Annex 14- Aerodromes Signs

General Signs shall be provided to convey:

A mandatory instruction

Information on a specific location, or

To provide other information on surface movement guidance

Signs shall be:

Frangible, and

Near a runway or taxiway they must be sufficiently low to preserve clearance forengines and propellers

Signs shall be illuminated for use:

In RVR conditions less than a value of 800 m, or

At night in association with instrument runways, or

At night in association with non-instrument runways where the runway is 1200 mor greater

Mandatory Instruction Signs A mandatory instruction sign shall be provided to identify alocation beyond which an aircraft taxiing or vehicle shall not proceed unless authorized by theaerodrome control tower. Mandatory signs shall include:

Runway designation signs

Category I, II or III holding position signs

Taxi-holding position signs

Road holding position signs

NO ENTRY signs

A runway designation sign at a taxiway/runway intersection shall be located at least on the leftside of a taxiway facing the direction of approach to the runway. Where practicable a runwaydesignation sign shall be located on each side of the taxiway.

A NO ENTRY sign shall be located at the beginning of the area to which entrance isprohibited on the left side of the taxiway. Where practicable, a NO ENTRY sign shall belocated on each side of the taxiway.

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A Category I, II or III holding position sign shall be located on either side of the holdingposition marking facing the direction of the approach to the critical area.

NO ENTRY

25 A

25-07 B

25 CAT

RIGHT SIDE

RUNWAY DESIGNATION/LOCATION

RUNWAY DESIGNATION/CATEGORY II HOLDING POSITION

RUNWAY DESIGNATION/LOCATION

B2

25A

25-07B

LEFT SIDE

LOCATION/RUNWAY DESIGNATION

TAXI-HOLDING POSITION

LOCATION/RUNWAY DESIGNATION

RED

WHITE

YELLOW

BLACK

A taxi-holding position sign shall be located at least on the left side of the taxi holding positionfacing the approach to the obstacle limitation surface or ILS/MLS critical/sensitive area, as

appropriate. Where practicable, a holding position sign shall be located on each side of thetaxi-holding position.

Mandatory instruction signs shall consist of an inscription in white on a red background. Theinscription of signs shall be in accordance with the diagram below.

B 25- 07 Indicates a taxi holding position located at other than ataxiway/runway, runway/runway or taxiway/taxiway intersection

B2 Indicates a taxi-holding position located at other than a taxi-way/runway, runway/runway or taxiway/taxiway intersection


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A 25 To indicate a taxi-holding position at a runway extremity

25 CAT II Indicates a category II taxi-holding position at the threshold of runway25. CAT II can be replace by either CAT I or CAT III respectively.

Information Signs An information sign shall be provided where there is an operationalneed to identify by a sign, a specific location, or routing (direction or destination) information.Information signs shall include:

Direction signs

Location signs

Destination signs

Runway exit signs

Runway vacated signs

A

B C APRON

C CB B

BC C

LEFT SIDE RIGHT SIDE

DIRECTION/LOCATION/DIRECTION

LOCATION/DIRECTION DESTINATION

A ALOCATION/RUNWAY VACATED RUNWAY VACATED/LOCATION

G G2RUNWAY EXIT

G G2RUNWAY EXIT

LOCATION

DIRECTION/LOCATION/DIRECTION/DIRECTION

BLACKYELLOW

YELLOW

DIRECTION/DIRECTION/DIRECTION/LOCATION/DIRECTION/DIRECTION/DIRECTION

C CBD DE E

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A runway exit sign shall be provided where there is an operational need to identify a runwayexit.

A runway vacated sign shall be provided where the exit taxiway is not provided with taxiwaycentre line lights and there is a need to indicate to a pilot leaving a runway;

The perimeter of the ILS/MLS critical/sensitive area, or

The lower edge of the inner transitional surface whichever is farther from therunway centre line.

A combined location and direction sign shall be provided when it is intended to indicaterouting information prior to a taxiway intersection.

A direction sign shall be provided in conjunction with a runway designation sign except at a

runway/runway intersection. Location signs shall be provided in conjunction with a directionsign. Where study shows that the location sign is not needed then they may be omitted.

An information sign other than a location sign shall consist of an inscription in black on ayellow background. A location sign shall consist of an inscription in yellow on a blackbackground. If the sign is stand alone then it shall have a yellow border.

A The inscription on a runway vacated sign shall depict the pattern of a taxiholding position marking as shown

G The inscription on a runway exit sign shall consist of the designator of the exittaxiway and an arrow indicating the direction to follow

APRON The inscription on a destination sign shall comprise of a message identifyingthe destination plus an arrow indicating the direction to proceed as shown

B C The inscription on a direction sign shall comprise of a messageidentifying the taxi-way plus an arrow or arrows appropriately orientated

A The inscription on a location sign shall comprise the designation of thelocation taxiway, runway or other pavement the aircraft is on or is entering and shallnot contain arrows

Where a location sign and direction sign are used in combination:

All direction signs related to left turns shall be placed on the left side of thelocation sign and all turns to the right on the right side. Where the junctionconsists of one intersecting taxiway, the location sign may be alternatively placedon the left side

The direction signs shall be placed such that the direction of the arrows departsincreasingly from the vertical with increasing deviation from the correspondingtaxiway

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An appropriate direction sign shall be placed next to the location sign where thedirection of the location taxiway changes significantly beyond the intersection,and

Adjacent direction signs shall be delineated by a vertical black line as shown

When designating a taxiway, the use of the letters I, O or X and the use of words such asinner and outer should be avoided wherever possible to avoid confusion with the numeral 1, 0and closed markings.

A taxiway shall be identified by a designator comprising of a letter, letters or a combination ofa letter, letters followed by a number. The use of numbers alone on the manoeuvring areashall be reserved for the designation of runways.

A 27 A27

27

X

A 27 A27

27

Y

A 27 A27

27

Y

A 27 A27

27

Y

A 27 A27

27

X

Y

27CAT27CAT

A 27 A27

27

X

Y

27CAT27CAT

27CAT

A 27 A27

27

X

Y

27CAT

CATEGORY I

CATEGORY II

CATEGORY III

PRECISION APPROACH RUNWAYS

NON-INSTRUMENT, NON-PRECISION, TAKE-OFF RUNWAYS

DISTANCE X IS DETERMINED BY THE RUNWAY WIDTH. DISTANCE Y IS ESTABLISHED

AT THE EDGE OF THE ILS/MLS CRITICAL/SENSITIVE AREA

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Road Holding Position Sign A road holding position sign shall be located 1.5 m from theedge of the road at the holding position. A road holding position sign shall consist of aninscription in white on a red background. The inscription shall be in the national language, be

in conformity with the local traffic regulations and include the following:

A requirement to stop, and

Where appropriate:

A requirement to obtain ATC clearance, and

A location designator

MARKERS

Markers shall be frangible. Those located near a runway or taxiway shall be sufficiently low topreserve clearance for propellers and engines.

Unpaved Runway Edge Markers Markers should be provided when the extent of anunpaved runway is not clearly indicated

Where runway lights are provided the markers should be incorporated in the light fixtures.Where there are no lights,markers of flat rectangular or conical shape should be placed so asto identify the runway clearly.

Stopway Edge Markers The stopway edge markers shall be sufficiently different fromany runway edge markers used to ensure that the two types of markers cannot be confused.

Taxiway Edge Markers A taxiway edge marker shall be reflective blue and befrangible. Their height shall be sufficiently low to ensure clearance for propellers and engines.

Taxiway Centre Line Markers A taxiway centre line marker shall be reflective green. Themarkers shall be so designed and fitted as to withstand being run over by the wheels of anaircraft without damage either to the aircraft or to the markers themselves.

Boundary Markers Boundary markers shall be provided at an aerodrome where the

landing area has no runway.

The markers should be coloured to contrast with the background against which they will beseen. A single colour, orange or red or two contrasting colours, orange and white or red andwhite should be used

VISUAL AIDS FOR DENOTING OBSTACLES

Objects to bBe Marked and/or Lighted The marking and/or lighting of obstacles isintended to reduce hazards to aircraft by indicating the presence of obstacles. It does notnecessarily reduce operating limitations that may be imposed by an obstacle

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A fixed obstacle that extends above an approach or transitional surface within 3000 m of theinner edge of the approach surface shall be marked and, if the runway is used at night, lit,except that:

Such marking and lighting may be omitted when the obstacle is shielded byanother fixed obstacle

The marking may be omitted when the obstacle is lit by high intensity obstaclelights by day, and

The lighting may be omitted where the obstacle is a lighthouse and anaeronautical study indicates the lighthouse light to be sufficient

A fixed obstacle that extends above a take-off climb surface within 3000 m of the inner edgeshould be marked and if the runway is used at night, lit, except that:

Such marking and lighting may be omitted when the obstacle is shielded byanother fixed obstacle

The marking may be omitted when the obstacle is lit by high intensity obstaclelights by day, and


A fixed obstacle above a horizontal surface should be marked and, if the aerodrome is usedat night, lit except that:

The marking and lighting may be omitted when:

The obstacle is shielded by another fixed obstacle, or

For a circuit extensively obstructed by immovable objects or terrain,procedures have been established to ensure safe vertical clearancebelow prescribed flight paths, or

An aeronautical study shows the obstacle not to be of operationalsignificance

The markings may be omitted when the obstacle is lit by high intensity obstaclelights by day


A fixed obstacle that extends above an obstacle protection surface shall be marked, and if therunway is used at night, lit. Vehicles and other mobile objects, excluding aircraft, on themovement area of an aerodrome are obstacles and shall be marked and, if the vehicles andaerodrome are used at night or in conditions of low visibility, lit. Aircraft servicing equipmentand vehicles used only on aprons may be exempt.

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Elevated aeronautical ground lights within the movement area shall be marked so as to beconspicuous by day.

Overhead wires, cables etc, crossing a river, valley or highway should be marked and theirsupporting towers marked and lit if an aeronautical study indicates that the wires or cablescould constitute a hazard to aircraft, except that the marking of the supporting towers may beomitted when they are lit by high intensity obstacle lights by day

Marking Of Objects All fixed objects to be marked shall:

Whenever practicable be coloured

If colouring is not practicable then markers or flags shall be displayed on or abovethem, except that

Objects that are sufficiently conspicuous by their shape, size or colour need nototherwise be marked

All mobile objects to be marked shall be coloured or display flags.

An object should be coloured:

To show a chequered pattern if it has essentially unbroken surfaces and itsprojection equals or exceeds 45 m in both directions

The pattern should be rectangles for objects which has one dimension greaterthan 1.5 m and the other dimension less than 4.5 m

The colours of the pattern should contrast each other and with the background against whichthey will be seen.

When mobile objects are marked by a colour:

Emergency Vehicles Red or yellowish green

Service Vehicles Yellow

Markers displayed on or adjacent to objects shall be located in conspicuous positions so as toretain the general definition of the object and shall be recognizable:

In clear weather from a distance of at least 1000 m for an object viewed from theair, and

300 m for an object to be viewed from the ground

in all directions in which an aircraft is likely to approach the object. The shape of markers shallbe distinctive to the extent necessary to ensure that:

They are not mistaken for markers employed to convey other information, and

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They shall be such that the hazard presented by the object they mark is notincreased

A marker displayed on an overhead wire, cable etc should be spherical.

Flags used to mark objects shall be displayed around, on top or around the highest edge of,the object. When flags are used to mark extensive objects or groups of closely spacedobjects, they shall be displayed at least every 15 m. Flags shall not increase the hazardpresented by the object they mark.

Flags should be orange in colour or a combination of two triangular sections, one orange orred the other white, except that where such colours merge with the background, otherconspicuous colours should be used.

Flags used to mark mobile objects shall consist of a chequered pattern of orange or red andwhite squares.

Lighting of Objects The presence of objects that must be lit shall be indicated by low,medium or high intensity obstacle lights, or a combination of such lights.

High intensity obstacle lights are intended for day and night use. Care is needed to ensurethat these lights do not create excessive dazzle.

Medium intensity obstacle lights should be used, either alone or in combination with low

intensity obstacle lights, where the object is an extensive one or its height above thesurrounding round is greater than 45 m

High intensity obstacle lights should be used to indicate an obstacle if its height above thelevel of the surrounding ground exceeds 150 m and an aeronautical study indicates suchlights to be essential for the recognition of the object by day

High intensity obstacle lights should be used to indicate the presence of a tower supportingoverhead wires, cables etc

Location of Obstacle Lights One or more obstacle lights shall be located as close as

practicable to the top of the object. The top lights shall be arranged to indicate the points oredges of the object highest in relation to the obstacle limitation surface.

In the case of a guyed tower or antenna where it is not possible to locate a high intensityobstacle light on the top, such a light shall be located at the highest practicable point and amedium intensity obstacle light, showing white, mounted at the top.

In the case of an extensive object or of a group of closely spaced objects, top lights shall bedisplayed at least on the points or edges of the objects highest in relation to the obstaclelimitation surface. This is to indicate the general definition and the extent of the objects. If twoor more edges are the same height, the edge nearest the landing area shall be marked.

Where low intensity lights are used, they shall be spaced at longitudinal intervals not

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exceeding 45 m. Where medium intensity lights are used, they shall be spaced at longitudinalintervals not less exceeding 90 m.

Where an object is indicated by low or medium intensity obstacle lights, and the top of theobject is more than 45 m above the level of the surrounding ground or the elevation of tops ofnearby buildings, additional lights shall be provided at intermediate levels. These additionallights shall be spaced as equally as practicable, between the top lights and ground level orthe level of tops of nearby buildings as appropriate, with the spacing not exceeding 45 m.

Where high intensity obstacle lights are used on a tower they shall be spaced at uniformintervals not exceeding 105 m between the ground level and the top lights.

Where high intensity obstacle lights indicate the presence of a tower supporting overheadwires, cables etc they shall be located at three levels:

At the top of the tower

At the lowest level of the catenary (lowest point) of the wires or cables, and

At approximately midway between these two levels

High intensity obstacle lights located on a tower should flash sequentially.

First the middle light

Second the top light, and

Last the bottom light

TOP LIGHT

MIDDLE LIGHT

BOTTOM LIGHT(MARKS LOWEST POINTOF CATENARY)

The number and arrangements of obstacle lights is such that they can be seen from anyazimuth.

Low Intensity Obstacle Lights Low intensity obstacle lights:

On fixed objects shall be steady red lights

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On vehicles associated with emergency or security vehicles shall be flashing blue

On other vehicles shall be flashing yellow

Medium Intensity Obstacle Light Medium intensity obstacle lights shall be flashing redlights, except that when used in conjunction with high intensity obstacle lights they shall beflashing white lights

High Intensity Obstacle Light High intensity obstacle lights shall be flashing white lights.

VISUAL AIDS FOR DENOTING RESTRICTED USE AREAS

Closed Runways and Taxiways or Parts Thereof A closed marking shall be displayedon a runway or taxiway which is permanently closed.

On a runway:

A closed marking shall be placed at each end of the runway, or portion, declaredclosed.

Additional markings shall be placed at intervals of no more than 300 m. On ataxiway a closed marking shall be placed at least at each end of the taxiwayclosed,

The marking shall be white when displayed on a runway and yellow when displayed on a

taxiway. All normal runway and taxiway markings shall be obliterated, Lighting on a closedrunway or taxiway shall not be operated, except as required for maintenance purposes.

In addition to closed markings, when the runway or taxiway closed is intercepted by a usablerunway or taxiway which is used at night, unserviceability lights shall be placed across theentrance to the closed area,

Non-Load Bearing Surfaces Shoulders for taxiways, holding bays and aprons and othernon-load bearing surfaces which cannot be readily distinguished from load bearing surfacesand which, if used by aircraft, might result in damage to the aircraft, shall have the boundarybetween such areas and the load bearing surface marked by a taxi side stripe marking.

Pre-Threshold Area When the surface before a threshold is paved and exceeds 60 m inlength and is not suitable for normal use by aircraft the entire length before the thresholdshould be marked with a chevron marking.

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PRE-THRESHOLD AREA OFFIT FOR USE AS A STOPWAYAIRCRAFT LANDING IN THEOPPOSITE DIRECTION BUT NOT FFOR NORMAL MOVEMENTAIRCRAFT

A chevron marking should be of a conspicuous colour and contrast with the colour used forrunway markings; preferably yellow.

Unserviceable Areas Unserviceability markers shall be displayed wherever any portion of ataxiway, apron or holding bay is unfit for the movement of aircraft but it is still possible foraircraft to bypass the area safely. On a movement area used at night, unserviceability lightsshall be used.

The markers shall consist of conspicuous standing devices such as flags, cones or markerboards. Lights are red.

EMERGENCY AND OTHER SERVICES

Introduction The principal objective of a rescue and fire fighting service is to save lives,

For this reason, the provision of means of dealing with an aircraft accident or incidentoccurring at, or in the immediate vicinity of, an aerodrome assumes primary importancebecause it is within this area that there are the greatest opportunities of saving lives. Thismust assume at all times the possibility of, and the need for, extinguishing a fire which mayoccur either immediately following an aircraft accident or incident or at any time during rescueoperations.

The most important factors bearing on effective rescue in a survivable aircraft accident are:

The training received

The effectiveness of the equipment, and

The speed with which the personnel and equipment designated for rescue andfire fighting purposes can be put to use

Rescue and Fire Fighting Rescue and fire fighting equipment and services shall beprovided at an aerodrome. The level of protection provided at an aerodrome for rescue andfire fighting shall be based on:

The longest aeroplanes normally using the aerodrome, and

Their fuselage width.

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If after selecting the category appropriate to the aeroplanes overall length, the aeroplanesfuselage width is greater than the maximum given in the Aerodrome Category table within thisannex, then the category is increased by one.

There are 10 aerodrome categories. The level of protection shall be appropriate to theaerodrome category, except that, where the number of movements of the aeroplanes in thehighest category normally using the aerodrome is less than 700 in the busiest consecutive 3months, the level of protection provided shall be:

Up to 31 December 1999 not less than 2 categories below the determined category, andFrom 1 January 2000 not less than one category below the determined category

Note: A take -off or a landing constitutes a movement

Response Time The operational objective of the rescue and fire fighting serviceshould be to achieve response times of 2 minutes, and not exceeding 3 minutes, to the end ofeach runway. This includes any other part of the movement area, in optimum conditions ofvisibility and surface conditions.

Response time is considered to be the time between the initial call to the rescue and firefighting service and the time the first responding vehicle is in a position to apply foam at a rateof at least 50% of the discharge rate specified.

Emergency access roads should be provided on an aerodrome where terrain conditionspermit their construction, so as to facilitate achieving minimum response times. Particularattention should be given to the provision of ready access to approach areas up to 1000 mfrom the threshold or at least within the aerodrome boundary. Where a fence is provided, theneed for convenient access to outside areas should be taken into account

All rescue and fire fighting vehicles should normally be housed in a fire station. Satellite firestations should be provided whenever the response time cannot be achieved from a singlefire station

Number of Rescue and Fire Fighting Vehicles The minimum number of rescue andfire fighting vehicles provided at an aerodrome is as follows:

AerodromeCategory

Rescue and FireFighting Vehicles

1, 2, 3, 4 & 5 1

6 and 7 2

8, 9 and 10 3

Apron Management Service When warranted by the volume of traffic and operatingconditions an appropriate apron management service should be provided on an apron by anaerodrome ATS unit, by another aerodrome operating authority or by a co-operative

combination of these in order to:

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Regulate movement with the objective of preventing collisions between aircraftand obstacles

Regulate entry of aircraft into, and co-ordinate exit of aircraft from, the apron withthe aerodrome tower, and

Ensure safe and expeditious movement of vehicles and appropriate regulation ofother activities

An apron management service shall be provided with R/T facilities. Where low visibilityprocedures are in effect, persons and vehicles operating on an apron shall be restricted to theessential minimum.

An emergency vehicle responding to an emergency shall be given priority over all othersurface movement traffic,

A vehicle operating on an apron shall give way to:

An emergency vehicle

An aircraft taxiing, about to taxi or being pushed or towed, and

Other vehicles in accordance with local regulations

An aircraft stand shall be visually monitored to ensure that the recommended clearances areprovided to an aircraft using the stand.

Ground Servicing of Aircraft Fire extinguishing equipment suitable for at least initialintervention in the event of a fuel fire and personnel trained in its use shall be readily availableduring the ground servicing of an aircraft, There shall be a means of quickly summoning therescue and fire fighting service in the event of a fire or major fuel spill,

When aircraft refueling operations take place while passengers are embarking, on board ordisembarking, ground equipment shall be positioned so as to allow:

The use of a sufficient number of exits for easy and quick evacuation, and

A ready escape route from each of the exits to be used in an emergency

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