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136 Cards in this Set
- Front
- Back
What are the two factors that distinguish between movement and non-movement areas? |
Operational Control and FAA Design Standards |
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What is the difference between rigid and flexible pavement? |
Rigid Does not compress under weight of load. Load is distributed over a large area of subgrade soil (concrete). Flexible compresses under weight of load pavement. |
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What are the advantages of rigid over flexible? |
Rigid lasts longer than flexible. 30+ years compared to flexible which has a life of 5 – 15 years. However, it costs more. |
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What are the two major elements that contribute to pavement deterioration? |
Effects of weathering and Weight loads imposed by aircraft |
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Explain the ACN-PCN method. |
Aircraft Classification Number – Pavement Classification Number |
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What is joint seal damage? |
Any condition that enables soil or rocks to accumulate in the joints or any infiltration of water |
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How high in elevation can an abutting edge be to a paved area? |
Cannot exceed three inches |
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What is skid resistance? |
The ability of a pavement to provide a surface with the desired friction characteristics under all weather conditions. |
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Which method is most commonly used to reduce hydroplaning and loss of friction? |
Grooving |
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What are the methods used for rubber removal on runways? |
High Pressure Water Spray, Chemical Solvents, High velocity abrasive impact, Mechanical grinding |
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Which friction evaluation equipment provides a continuous graphic record of the pavement surface being tested? |
CFME – Continuous Friction Measuring Equipment |
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What are the two types of decelerometers? Which is used only as a back-up and why? |
Electronic and Mechanical |
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What would a Mu value of 100 indicate? |
Full contact between the tire and the pavement. |
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Describe unpaved areas: |
Turf, gravel or dirt |
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What are the main reasons for the use of artificial turf at airports? |
Mitigation of erosion caused by jetblast, poor drainage and vehicle loads |
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What are the RSA dimensions as defined by the FAA? |
Centered on the runway varies in width from 120 feet to 500 feet. Length varies from 240 feet to 1000 feet. |
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Why would an airport install Engineering Material Arresting System? |
Some (Class C and D) airports do not have 1,000 feet available beyond the runway end. |
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What are the TSA dimensions as defined by the FAA? |
Centered on the taxiway centerline and varies in width from 49 feet to 262 feet. |
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What is the height restriction for frangible mounts in Safety Areas? |
3 inches is the maximum height |
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What is a stopway? |
A surface beyond the end of the runway which is suitable for use in lieu of runway to support an aircraft without causing structural damage. |
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What are declared distances? |
Prescribed distances available for take off and landing when standard RSAs are not available and EMAS is not an option. |
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Does the TORA include the Stopway? |
No. The Takeoff Run Available starts at the end of the stopway. |
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When is the LDA different from the TORA? |
Landing Distance Available is different from Takeoff Run Available when there is a displaced threshold. |
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Describe unpaved areas: |
Turf, gravel or dirt |
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What are the main reasons for the use of artificial turf at airports? |
Mitigation of erosion caused by jetblast, poor drainage and vehicle loads |
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What are the RSA dimensions as defined by the FAA? |
Centered on the runway varies in width from 120 feet to 500 feet. Length varies from 240 feet to 1000 feet. |
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Why would an airport install Engineering Material Arresting System? |
Some (Class C and D) airports do not have 1,000 feet available beyond the runway end. |
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What are the TSA dimensions as defined by the FAA? |
Centered on the taxiway centerline and varies in width from 49 feet to 262 feet. |
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What is the height restriction for frangible mounts in Safety Areas? |
3 inches is the maximum height |
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What is a stopway? |
A surface beyond the end of the runway which is suitable for use in lieu of runway to support an aircraft without causing structural damage. |
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What are declared distances? |
Prescribed distances available for take off and landing when standard RSAs are not available and EMAS is not an option. |
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Does the TORA include the Stopway? |
No. The Takeoff Run Available starts at the end of the stopway. |
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When is the LDA different from the TORA? |
Landing Distance Available is different from Takeoff Run Available when there is a displaced threshold.\ |
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Refers to the ability of a pavement to provide a surface with the desired friction characteristics under all weather conditions. |
Skid resistance |
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Hyrdoplaning that occurs on any surface, generally at a high speed. A wave of water builds up in front of a rolling tire which allows the tire to ride on a cushion of water and lose contact with the runway surface. |
Dynamic |
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Hydroplaning that occurs from the lubricating effect that results when a thin film of oil, grease, dirt, rubbber particles or a smooth runway combine with water or other liquid resulting in a slippery pavement. |
Viscous |
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Hydroplaning causes by the rubber heat buildup beneath a tire footprint area due to friction. Heat cause the tire to revert to its uncured stated and form a seal that traps high pressure steam from the resultant friction. |
Rubber reversion
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Rubber can be removed from runways via these methods |
1. High pressure water spray 2. Use of chemical solvents 3. High-velocity abrasive impact techniques 4. Mechanical grinding |
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Friction measuring equipment that provides a spot check of the pavement surface rather than continuous. Minimum of three braking tests are required in each zone to determine the average friction value for that zone. Average speed is 20 mph |
Decelerometers (DEC) |
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Friction measuring equipment recommended for pavement surfaces covered with contaminants. Provides a continuous graphic record of the pavement friction characteristics with averages for each 1/3 zone of the runway length. May be conducted up to 40 MPH. |
Continuous Friction Measuring Equipment (CFME) |
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What Mu reading number requires corrective action? |
40 and below |
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Unpaved surfaces |
turf, gravel or dirt |
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Main reasons for the use of artificial turf |
1. Mitigate soil erosion 2. Minimize maintenance and management of turf 3. Control wildlife 4. Enhance visual aesthetics |
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Artificial turf can be used at these locations |
1. adjacent to taxiway and apron pavement where the use of natural turf has caused soil erosion 2. where natural turf is impractical 3 where natural turf has high costs associated with its maintenance |
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Unpaved areas must be |
1. Free of ruts, holes or depressions 2. Able to support an aircraft
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90% overruns occur at exit speeds of |
70 knots or less and within 1,000 feet of the runway end
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A defined surface surrounding the RWY prepared for reducing the risk of damage to a/c in the event of an undershoot, overshoot or excursion from the RWY |
RSA - Runway Safety Area |
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A defined surface alongside the TWY prepared for reducing the risk of damage to an a/c unintentionally departing the taxiway |
TSA - Taxiway Safety Area |
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RSA is centered on the RWY centerline and varies in width from |
120 - 500 feet |
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RSA varies in length from |
240 to 1,000 feet |
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Aircraft approach category C and D airports must have how much RSA length? |
600 feet prior to landing and 1,000 beyond the runway end |
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Porous cellular cement bed area at the end of a runway that deforms under the weight of a heavy a/c resulting in major drag and deceleration of the a/c. |
EMAS - Engineered Material Arresting Sytems |
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Taxiway Safety Area is centered on the TWY centerline and varies in width from |
49 - 262 feet |
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The airspace below 150 feet above the airport elevation and along the runway centerline that is required to be free of objects to provide clearance protection for landings and departures. |
OFZ - Obstacle Free Zone |
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The airspace above the runway centerline and extending 200 feet beyond each end of the runway |
Runway Obstacle Free Zone |
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The airspace above the runway centerline (runways have approach lighting system). Begins 200 feet of the runway threshold and extends 200 feet beyond the last light in the ALS. Width is the same as the ROFZ. |
Inner approach OFZ |
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The airspace above the surfaces located on the outer edges of the ROFZ and the inner-approach OFZ. Applies to runways with minimums lower than 3/4 statute mile |
Inner-transitional OFZ |
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Volume of airspace above an area beginning at the rwy threshold, at the threshold elevation and along the centerline. 200 ft long. 800 ft wide. Applies when ceiling is less than 3/4 mile and a/c is on final approach within 2 miles of the threshold. |
Precision OFZ |
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An area on the ground centered on the runway to enhance a/c safety by having the area free of objects unless fixed by function. |
ROFA - Runway Object Free Area |
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Trapezoidal in shape and centered on runway centerline. Designed to enhance the protection of people and property on the ground. 200 feet beyond the runway end. Otherwise two are required |
RPZ - Runway Protection Zone |
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Rectangular area beyond the rwy end centered on the centerline and as wide as the rwy prepared for use in lieu of rwy during an aborted takeoff |
Stopway |
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Rectangular area beyond end of the rwy cleard for use to satisfy takeoff distance requirements. Possibility of an engine out operation. Increases the allowable a/c takeoff weight without increasing runway length. |
Clearway |
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The runway length declared available for the ground run of a/c taking off |
TORA - Take Off Run Available |
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The TORA plus the length of any remaining runway or clearway beyond the far end of the TORA. |
TODA - Take Off Distance Available |
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The runway plus stopway length declared available and suitable for the acceleration and deceleration of a/c aborting a takeoff |
ASDA - Accelerate Stop Distance Available |
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The runway length declared available for a landing airplance |
LDA - Landing Distance Available |
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Runway without an existing or planned straight-in instrument approach procedure. Approach and landing made solely under VFR conditions. |
Visual |
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VFR meteorological conditions |
Minimum of 1,000 ft ceiling and 3 miles visibility |
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Runway with only horizontal navigational guidance. |
Non-precision |
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A specified altitude or height in a non-precision approach which descent must not be made without the required visual reference |
MDA - Minimum Descent Altitude |
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The point in an approach at a specified height or altitude at which a missed approach must be initiated if the required visual reference to continue the approach has not been acquired |
Decision Point |
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Runway with both vertical and horizontal approach guidance provided by ILS, PAR or WAAS or GBAS. |
Precision |
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Ground based instrument approach system that provides precision guidance to an aircraft approaching and landing on a runway. |
ILS - Instrument Landing System |
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A type of radar guidance system designed to provide lateral and vertical guidance to an a/c for landing until the landing threshold is reached. |
PAR - Precision Approach Radar |
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System consisting of 25 ground reference stations positioned across the US where data is collected and differential messages are broadcast. |
WAAS - Wide Area Augementation System |
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Airport Marking: Two proven techniques that help airport operators enhance conspicuity of surface markings |
1. Black borders on light colored pavement 2. Glass beads |
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What bead types does the FAA recommend for rwy holding position markings? |
Type III and Type IV |
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Marking used to identify the runway end consisting of one or two numbers. |
Runway Landing Designator Marking |
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Runway Centerline length specifications |
Each stripe is 120 feet in length with 80 ft. gaps |
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Runway Centerline widths: |
Precision runway: 36 inches Non-precision runway: 18 inches Visual: 12 inches |
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A pattern of longitudinal stripes of uniform dimensions Where does the marking start? |
Runway threshold marking Starts 20 feet from the actual starting point of the runway threshold. |
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Runway Threshold Marking deimensions: |
Longitudinal stripes are 150 ft long Spaces are 5.75 feet Stripes nearest the centerline are space 11.5 feet apart. |
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This marking is white and generally begins 1,020 feet from the runway threshold. |
Runway Aiming Point |
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Aiming Point Marking dimensions |
150 ft. in length for runways at least 4,200 feet 100 ft. in length for runways less than 4,200 feet |
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This marking is on a precision runway at 500 ft increments |
Runway Touchdown Zone Marking |
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What is the no marking zone established for Touchdown Zone Markings? |
900 feet of no markings to preserve 1800 feet of unmarked surface so pilots don't confuse these markings with the opposite approach |
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This marking consists of two parallel stripes on each edge of the usable runway |
Runway edge marking |
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Runway side stripe dimensions |
36 inches wide for runways 100 feet wide or more 18 inches on smaller width runways |
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This marking is a rectangular bar located perpendicular to the runway centerline. |
Runway Displaced Threshold Marking |
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These markings identify paved blast pads, stopways and EMAS |
Chevron Markings |
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This marking is used only in conjunction with the runway edge marking |
Runway shoulder marking |
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The purpose of these markings is to prevent aircraft and vehicles from entering into critical areas with runways and nav aids |
Holding Position Markings |
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Holding Position Marking - Case 1 |
Taxiing on a runway, a/c will need to hold short of an intersecting runway. |
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Holding Position Marking - Case 2 |
Land and Hold Short Operations |
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Holding Position Marking - Case 3 |
Taxiing on a taxiway, a/c will need to hold short of a runway |
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Holding Position Marking - Case 4 |
Taxiing on a taxiway, a/c will need to hold short of the ILS/MLS critical areas |
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Holding Position Marking - Case 5 |
Taxiing on a taxiway, a/c will need to hold short before entering a POFZ critical area |
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Holding Position Marking - Case 6 |
Taxiing on a taxiway, a/x will need to hold short of a taxiway/taxiway intersection |
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Pattern A Marking |
Runway Holding Position Marking |
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Pattern B Marking |
ILS/MLS or POFZ Marking |
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Pattern C Marking |
Intermediate Holding Position Marking |
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All taxiways that intersect a runway must have: |
1. Surface Painted Runway Holding Position Marking 2. Enhanced Taxiway Centerline Marking |
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An increased area of pavement around turning points on the runway and taxiway to ensure a/c do not veer off the pavement while turning |
Fillet |
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The standard methodology for painting taxiway centerlines in taxiway intersections |
Cockpit over centerline |
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To reduce taxiway excursions airport operators should: |
1. Construct standard fillets 2. Paint centerlines according to cockpit over centerline design. |
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When does the taxiway marking continue across all runway markings? What are the exceptions? |
Low Visibility Operations Except the rwy designation markings and the threshold bars (unless required by SMGCS plan) |
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How are taxiways marked that intersect runways in areas other than the runway end? |
TWY centerline marking curves onto the runway and extends parallel to the runway centerline for 200 feet beyond the point of tangency or at the point of displaced threshold bar. |
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Taxiway centerlines are enhanced for how many feet prior to the runway holding position? |
150 feet |
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This marking is used to delineate the taxiway edge from the shoulder and not intended for use by pilots. |
Continuous taxiway edge marking |
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This marking is used where there is an operational need to define the edges of a taxi route and permits pilots to cross this surface marking |
Dashed taxiway edge markings |
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This marking is designed to supplement signage by alerting pilots and vehicle drivers of an upcoming runway. |
Surface Painted Holding Position Signs |
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These markings are used to provide directional guidance at an intersection when it is not possible to provide a taxiway direction sign or at troublesome taxiway intersections |
Surface painted taxiway direction signs |
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These markings are used to enable pilots and ground vehicle operators to identify the taxiway upon which they are located. |
Surface painted taxiway location signs |
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These markings are used to assist pilots in locating their assigned terminal gate. |
Surface painted gate designation signs |
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These markings are used to assist pilots in locating their position along the edges of a large continuous apron. Useful for identifying both the entrances and the exits along the terminal. |
Surface Painted Apron Entrance Point Sign or Ramp Spots |
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These markings are designed to assist pilots with confirming holding points and reporting their location while taxiing during periods of low visibility operations. |
Geographic Position Markings |
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These markings are used to facilitate the local ramp tower in movement of a/c and vehicles to designated areas of ramps between non movement and movement areas |
Ramp Control Markings |
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This is where pilots are able to check their a/c instruments with the VOR signal. |
VOR Receiver Checkpoint |
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The runway displaced threshold marking includes: |
Runway threshold bar marking arrow markings Runway demarcation bar marking |
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This marking is located on the blast pad, stopway or EMAS prior to the runway threshold |
Chevrons |
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This marking should not be established at distances less than one-half mile from the VOR |
VOR Receiver Checkpoint Marking |
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Physical removal of markings is achieved by: |
Water blasting Shot blasting Sand blasting Chemical Removal |
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At airports with an ATCT, vehicles and a/c are required to hold at these signs unless cleared by ATCT. |
Mandatory Instruction Signs |
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Holding Position Signs No Entry Signs |
Mandatory Instruction Signs |
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The purpose of these signs is to identify the taxiway or runway that an a/c or vehicle is located. |
Location Signs |
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The purpose of these signs is to identify the boundary of the RSA/OFZ or ILS Critical Area for a pilot exiting the runway. |
Boundary Signs |
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These should not be collocated with holding position signs or boundary signs |
Direction Signs |
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These signs should not be installed between the holding position marking and the runway |
Direction Signs |
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This sign indicates the end of a taxiway |
Taxiway Ending Marker |
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These signs indicate the general direction to a remote destination. |
Destination Signs |
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Standard Highway Stop Signs on the airfield |
Vehicle Roadway Signs |
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These signs are used to provide distance remaining information to pilots during takeoff and landing operations |
Runway Distance Remaining Signs Not affected by declared distances |
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This sign is only used in the take-off direction on unpaved runways less than 3,000 feet where both ends of the runway are not readily visible. |
One-half Distance Remaining Sign |
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The oldest lamp type in use with either a bayonet or screw type insertion into the fitting. |
Incandescent |
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The longevity of this bulb is primarily based on the temperature generated. |
Incandescent |
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These bulbs produce a much hotter filament and the quartz lens is better able to withstand the heat. |
Tungsten-halogen Quartz lamp |