Airfield Lighting Familiarization

RUNWAY LIGHTS/RUNWAY EDGE LIGHTS
Lights having a prescribed angle of emission used to define the lateral limits of a runway. Runway lights are uniformly spaced at intervals of approximately 200 feet, and the intensity may becontrolled or preset. The last 2,000 feet of lights are amber. HIRL (High Intensity Runway Lighting ) runways have a 5-step lights intensity system, MIRL (Medium Intensity Runway Lighting) runways have 3-step lights Intensity system, controlled by the ATCT & electrical vault.

TOUCHDOWN ZONE LIGHTING
Two rows of transverse flush-mounted light bars located symmetrically about the runway
centerline, normally at 100 foot intervals. The basic system extends 3,000 feet from the runway's approach.

RUNWAY CENTERLINE LIGHTING
Flush centerline lights spaced at 50-foot intervals, beginning 75 feet from the landing threshold
and extending to within 75 feet of the opposite end of the runway. The centerline lighting system
is designed flush to facilitate landings, rollouts, and takeoffs under adverse day and night visibility conditions. The last 3,000 feet of the system, as viewed from the landing or takeoff position, should be color-coded in order to provide distance remaining information to the pilot. The first 2,000 of the last 3,000 foot segment should be alternating red/white with the last 1,000 feet solid red. This system should be installed on all precision approach runways used by air carrier aircraft. It should also be installed on all other runways intended to support low visibility operations.

TAXIWAY CENTERLINE LIGHTING
Taxiway centerline lights are used to facilitate ground traffic under low visibility conditions. They are located along the taxiway centerline in a straight line on straight portions, on the centerline of curved portions, and along designated taxiing paths in portions of runways, ramp and apron areas. Taxiway centerline lights are steady burning and emit green light.

TAXIWAY EDGE LIGHTS
Taxiway edge lights are used to outline the edges of taxiways during periods of darkness or
restricted visibility conditions. These fixtures emit blue light. Taxiways have a 3-step light intensity system, controlled by ATCT & electrical vaults.

TAXIWAY LEAD-OFF LIGHTS
Taxiway lead-off lights extend from the runway centerline to a point on an exit taxiway to expedite movement of aircraft from the runway. These lights alternate green and yellow from the runway centerline to the runway holding position or the ILS/MLS critical area, as appropriate.

OBSTRUCTION LIGHT
A light or a group of lights, usually red or white, frequently mounted on a surface
structure or natural terrain to warn pilots of the presence of an obstruction.

LIGHTED WIND SOCK
Lighted and frangible mounted wind socks must be installed near the approach end
of each runway, preferably opposite the 1,000 foot mark and 150 feet off the left side
of the runway.

THRESHOLD LIGHTS
Fixed green lights arranged symmetrically left and right of the runway centerline,
identifying the runway threshold. Four (4) threshold lights on either side of the
centerline are required for an instrument runway. Lights should be green from the
approach side and red on the opposite side.

FAA THRESHOLD LIGHTS
Fixed blue FAA threshold lights identifying the approach end of the runway upon
landing.

RUNWAY GUARD LIGHTS
In surface or Elevated flashing amber lights which alert vehicles & aircraft to the entrance of a runway.

Airfield Signage Familiarization

AIRFIELD SIGNAGE
A properly designed and standardized taxiway guidance sign system is an essential component
of a surface movement guidance control system. This is necessary for the safe and efficient
operation of an airport.
The sign should include the following:
* Provide the ability to easily determine the designation or name of any taxiway on which the
aircraft is located.
* Readily identify routes toward a desired destination.
* Indicate mandatory holding positions.
* Identify boundaries for approach areas, ILS critical areas, and runway safety areas/obstacle
free zones (OFZ).
There are six (6) types of signs installed on airfields: mandatory instruction signs, location signs,
direction signs, destination signs, information signs and runway distance remaining signs. This
section is a review of AC 150/5340-18C (Standards For Airport Sign Systems). This Advisory
Circular contains the FAA standards for the location and installation of signs on airport runways
and taxiways.
MANDATORY INSTRUCTION SIGNS
Mandatory instruction signs have a red background with a white inscription.
They are used are used to denote:
1. An entrance to a runway or critical area and;
2. Areas where an aircraft is prohibited from entering.
RUNWAY HOLDING POSITION SIGNS
This sign is located at the holding position on taxiways that intersect a runway, or on runways that
intersect other runways. The inscription on the sign contains the designation of the intersecting
runway. The runway numbers on the sign are arranged to correspond to the respective runway
threshold. For example, the sign below "15-33" indicates that the threshold for Runway 15 is
to the left and the threshold for Runway 33 is to the right.

RUNWAY APPROACH AREA HOLDING POSITION SIGN
At some airports, it is necessary to hold an aircraft on a taxiway short of the approach or departure area of a runway so that the aircraft does not interfere with the operations on that runway. In these situations, a sign with the designation of the approach end of the runway followed by a dash and letters "APCH" should be located on the taxiway pavement at the runway approach area.


ILS CRITICAL AREA/PRECISION OBSTACLE FREE ZONE HOLDING POSITION SIGN
When an Instrument Landing System is being used, it is sometimes necessary to hold an aircraft
or vehicle on a taxiway at a location other than the normal holding position location for the runway.
In these situations the holding position sign for these operations will have the inscription "ILS"
and be located adjacent to the holding position marking on the taxiway.

NO ENTRY SIGN
This sign is located in areas where one-way aircraft traffic exist, or where an aircraft may mistake a roadway or other non-movement area as a taxiway.

LOCATION SIGNS
Location signs are used to identify either a taxiway or runway on which the aircraft is located.
Other location signs provide a visual cue to pilots to assist them in determining when they have
exited an area.
TAXIWAY LOCATION SIGN
This sign has a black background with a yellow inscription and yellow border. The
inscription is the designation of the taxiway on which the aircraft is located. These
signs are installed along taxiways, either by themselves or in conjunction with
direction signs.

RUNWAY LOCATION SIGNS
This sign has a black background with a yellow inscription and yellow border.
The inscription is the designation of the runway on which the aircraft is located.
These signs are intended to complement the information available to pilots
through their magnetic compass. Typically, they are installed where the
proximity of two or more runways to one another could cause pilots to be confused as to which
runway they are on.

RUNWAY BOUNDARY SIGN
This sign has a yellow background with a black inscription with a graphic
depicting the pavement holding position marking. This sign faces the
runway and is visible to the pilot exiting the runway. This is intended to
provide pilots with a visual cue, which they can use as a guide in determining when they are "clear of the runway".

ILS CRITICAL AREA BOUNDARY SIGN
This sign has a yellow background with a black inscription with a graphic
depicting the ILS pavement holding position marking. This sign is located
adjacent to the ILS holding position marking on the pavement and can be
seen by pilots leaving the critical area. This sign is another visual cue for
determining when pilots are "clear of the ILS critical area".

RUNWAY DISTANCE REMAINING SIGN
These signs have a black background with a white numerical inscription and may be
installed along one or both side(s) of the runway. The number indicates the distance
(in thousands of feet) of landing surface remaining. The last sign will be located at
least 950 feet from the runway end.

DIRECTIONAL SIGNS
Directional signs have a yellow background with a black inscription. The inscription identifies the
designation of the intersecting taxiway(s) leading out of an intersection that a pilot would normally be expected to turn onto or hold short of. An arrow indicating the direction of the turn
accompanies each designation.

DESTINATION SIGNS
Destination signs also have a yellow background with a black inscription indicating a destination
on the airport. These signs always have an arrow showing the direction of the taxiing route to that
destination. These signs should be located prior to the intersection if a turn is involved.
Destination signs contain information for: runways, taxiways, aprons, terminals, military areas,
cargo areas, general aviation, etc.

Taxiway Markings Familiarization

GENERAL
All taxiway markings are colored yellow, have centerline markings, and runway holding position
markings whenever they intersect a runway. Taxiway edge markings are present whenever thereis a need to separate the taxiway from a pavement that is not intended for aircraft use or todelineate the edge of the taxiway. Taxiways may also have shoulder markings and holding
position markings for Instrument Landing System critical areas, and taxiway/ taxiway intersectionmarkings.

TAXIWAY CENTERLINE MARKING
The taxiway centerline is a single continuous yellow line that provides a visual cue to permit
taxiing along a designated path.

TAXIWAY EDGE MARKINGS
Taxiway edge markings are used to define the edge of the taxiway. They are primarily used when the taxiway edge does not correspond with the edge of the pavement. The markings are six inches wide, and set six inches apart from each other.

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

b. Dashed Markings These markings are used when there is an operational
need to define the edge of a taxiway or taxilane on a paved surface where
the adjoining pavement to the taxiway edge is intended for use by aircraft,
e.g., a hold pad or an apron. Each double dash marking is placed every
fifteen feet measures six inches wide by fifteen feet long, with a separation of six inches between
the double dashes.

TAXIWAY SHOULDER MARKINGS
Taxiways, holding pads, and aprons are sometimes provided with paved shoulders to prevent jet
blast and water erosion. Although shoulders may have the appearance of full strength pavement,
they are not intended for use by aircraft. Usually taxiway edge markings will define the area not
intended for use by aircraft. Where conditions exist such as islands or taxiway curves that may
cause confusion as to which side of the edge stripe is or use by aircraft, taxiway shoulder markings may be used to indicate that the pavement is unusable Taxiway shoulder markings are yellow.

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

SURFACE PAINTED LOCATION SIGNS
Surface painted location signs have a black background with a yellow inscription. When necessary, these markings are used to supplement location signs located along the side of the taxiway and assist the pilot in confirming the designation of the taxiway where the aircraft is located. These markings are located on the right side of the centerline.

RUNWAY HOLDING POSITION MARKING
For runways these markings indicate where an aircraft is supposed to stop. They consist of four
yellow lines (two solid and two dashed), spaced six inches apart and extending across the width
of the taxiway or runway. The solid lines are always on the side where the aircraft is to hold. There are three (3) locations where runway holding position markings are encountered.
1. Runway holding position markings on taxiways that intersect runways.
2. Runway holding position markings on runways that intersect other runways when used for
Simultaneous Operations on Intersecting Runways (SOIR) or Land and Hold Short
Operations (LAHSO).
3. Taxiways located in runway approach areas.

SURFACE PAINTED HOLDING POSITION MARKINGS
Surface painted holding position marking supplement the signs located
at the holding position markings. This could be used where the width of
the holding position on the taxiway is greater than 200ft.

ILS CRITICAL AREA/Precision Obstacle Free Zone HOLDING POSITION PAVEMENT
MARKINGS
An area on a taxiway where during instrument conditions, an aircraft may interfere with the signals for the Instrument Landing System (ILS). Vehicles and Aircraft are
required, during instrument conditions, to remain behind the ILS Critical Area/Precision Obstacle Free Zone.

Runway Markings Familiarization

MARKING COLOR
All runway markings are white except for runway intersection hold short markings, taxiway lead in lines that extend onto the runway, taxiway centerlines that lead off the runway, and runway
shoulder markings (chevrons); if present.

RUNWAY DESIGNATOR
Runway numbers and letters are determined from the approach direction. The runway numbers
nearest one-tenth the magnetic azimuth of the centerline of the runway, measured clockwise from magnetic north.

RUNWAY CENTERLINE MARKING
The runway centerline identifies the center of the runway and provides alignment guidance during takeoff and landings. The centerline consists of a line of uniformly spaced stripes and gaps.

RUNWAY AIMING POINT MARKING
The aiming point marking serves as a visual aiming point for a landing aircraft. These two
rectangular markings consist of a broad white stripe located on each side of the runway centerline and approximately 1,000 feet from the landing threshold.

RUNWAY TOUCHDOWN ZONE MARKERS
The Touchdown Zone markings identify the TDZ for landing operations. TDZ markings are coded to provide distance information in 500 feet increments. These markings consist of groups of one, two, and three rectangular bars symmetrically arranged in pairs about the runway centerline.

RUNWAY SIDE STRIPE MARKING
Runway side stripes delineate the edges of the runway. They provide a visual contrast between
runway and abutting terrain or shoulders. Side stripes consist of continuous white stripes located
on each side of the runway.

RUNWAY SHOULDER MARKINGS
Runway shoulder stripes may be used to supplement runway side stripes in identifying pavement areas contiguous to the runway sides that are not intended for use by aircraft. Runway shoulder markings are yellow.

RUNWAY THRESHOLD MARKINGS
Runway threshold markings come in two configurations. They either consist of eight longitudinal
stripes of uniform dimensions disposed symmetrically about the runway centerline, or the number of stripes related to the runway width.

CHEVRONS
These markings are used to show pavement areas aligned with the runway that is unusable for
landing, takeoff, and taxiing. Chevrons are yellow.

Safety Management System

IF we see these guys its too late to do anything about SMS!





As we all know the FAA is considering requiring us as airport operators to implement a safety management system (SMS). This is spelled out in advisory circular 150/5200-37. They give the definition of a SMS as the “The application of a systematic, proactive, and well-defined safety program (as is inherent in a SMS) allows an organization producing a product or service to strike a realistic and efficient balance between safety and production” (AC 150/5200-37). Now what that means without all the lawyer talk is a basic change in how we approach each day. It starts with a top down approach and do we as airport operators encourage our subordinates to follow a safety culture? Do we provide our workers the resources to enhance the safety of the environment that each of us knows and loves? Do we review small non incidents with a critical but non judgmental eye? Do we reward initiative to help develop a safety conscious work environment? It’s not enough to just say we require our subordinates to start thinking about safety. You have to begin with the training and development of the basic skills and questions that the SMS brings to the table.


SMS is broken down into four elements. They are

• Safety Policy and Objectives
• Safety Risk Management
• Safety Assurance
• Safety Promotion.


Now how we each approach these four portions of the SMS is where the discussion begins?

An organization is always based on its policy and objectives, so it is only natural that the first portion of a SMS is the Safety Policy and Objectives. When developing a safety policy you need to remember that this is the base line you as an operator use to develop your SMS. The policy should include the commitment of top level managers to promote and develop the SMS. It should also include the idea that safety is an on going process that should be implemented in every task that a person takes on. Another important step is to make sure that your employees understand with this statement that they will not face retribution for reporting safety issues. If an employee does not feel comfortable coming to you then how are we ever going to be able to get a SMS off the ground. The last two steps contain a commitment of resources and desire to put safety as a priority. I know that many airports are strapped for cash as it is but it’s important to realize that a SMS will never get off the drawing board if the money isn’t there.

Safety Risk Management is the heart of the SMS system. Basically it is the systematic approach to identifying safety risks and ways to mitigate these risks. At larger airports this is accomplished by having a safety risk manager whose full time job is to review each procedure for possible safety concerns. Now at smaller airports a senior employee may take on this role with the help of a safety management team. Each person would take time to do unscheduled safety audits of random processes of airport operations. Now besides the audits a SMS should have a way of reporting safety concerns without punitive action. This sometimes is the hardest thing for a manager to accomplish. When someone reports something the natural human reaction is to punish that person for causing this safety issue. This is not a good management practice; we all remember being the person on the wrong end of a mistake being yelled at doesn’t effectively attack the problem of mitigating a safety concern.

The last portion of a SMS is Safety promotion. This comes back to proper training, reward for mitigating safety concerns, and the development of the safety culture. It is basically the process in which you develop the basic skills that help mitigating safety concerns and maintaining a safe environment.

The FAA will eventually require us all to have a SMS in place as part of our 139 certificate. It will take an effort on our parts to make this system work. You have to start at the beginning and build up just like everything.

drew@139airportsafety.com

Part 139.321 Quarterly Fueling Vehicle Inspection

Each certificate holder must inspect the physical facilities of each airport tenant fueling agent at least once every 3 consecutive months for compliance with paragraph (b) of this section and maintain a record of that inspection for at least 12 consecutive calendar months.

Are you the Inspector or the Inspected? Which ever it maybe your safety and the safety of those utilizing your airfield is the goal. The Inspection of your vehicles and fueling facilities much be thorough. Any discrepancy must be dealt with Immediately. The regulation states the fueling vehicles must be Inspected at least once every 3 consecutive months, does that mean you can't Inspected the vehicles every month? No It doesn't. You can Inspect them as much as you see necessary.

Some descrepencies you may find: Interlock Brakes Inoperative, Emergency Shutoffs Inoperative, Placards Faded, Vehicle Leaking Fuel. That names only a few of the discrepancies you may find. The Quarterly Fueling Vehicle Inspection Download is a geat tool to assist you with your Inspections. Download it here at 139 Airport Operations Safety Blog.
Quarterly Fueling Vehicle Inspection

Don't Just Go Through The Motions!!

Airport Mishaps, It Can Happen To You!

I can not believe that just happened! Something none of use ever want to say. At any job, any location, at anytime something can go wrong. When it happens at an airport, to an aircraft, it can be costly. Any damage to an aircraft will most likely ground the plane until an inspection is performed by a mechanic, at the least. Here is a download to show some Airport Mishaps we hope to avoid.