CHAPTER 8 VISUAL AIDS PROVIDED BY AERODROME MARKINGS, MARKERS, SIGNALS, SIGNS, WIND DIRECTION INDICATORS ETC.
8.01 General
(1) All visual aids, including wind direction indicators, must be:
(a) clearly visible; and
(b) designed, sited, marked and placed as required by the applicable standards under this Chapter; and
(c) maintained to the standard that is required for the aid or indicator under this Chapter.
(2) Relevant standards under this Chapter are expressed in metric units.
8.02 Permanent aerodrome or partial movement area closure
Unless a provision of this Chapter expressly provides otherwise, on a closed aerodrome or a closed part of the movement area of an aerodrome, all markings, markers, signals and signs (other than those indicating unserviceability) must be obscured or removed.
8.03 Colours
(1) Colours used in aerodrome markings, markers, signals and signs must meet Australian Standard AS 2700-2011, Colour Standards for General Purposes, as in force or existing from time to time, in accordance with Table 8.03 (1).
(2) For Table 8.03 (1), a colour mentioned in a row in column 1 has the Australian Standard (AS) colour code and the AS colour name mentioned in the same row in columns 2 and 3, respectively.
Table 8.03 (1) Standard colours for aerodrome markings, markers, signals and signs
Example of colour
AS colour code
AS colour name
Blue
B41
Blue bell
Green
G35/G26
Lime/apple green
Orange
X15
Orange
Red
R13/R14/R15
Signal red, waratah or crimson. AS Code R13, signal red, is preferred. However AS Code R14 or R15 may be used if AS Code R13 cannot be sourced.
Part Part 8 - Part 139 (Aerodromes) Manual of Standards 2019 - VISUAL AIDS PROVIDED BY AERODROME MARKINGS, MARKERS, SIGNALS, SIGNS, WIND DIRECTION INDICATORS ETC. | Zoe
8.04 Visibility of markings and markers
(1) Each marking and marker must be clearly visible against the background and environment in which it is placed.
(2) Unless the colour is otherwise stated in this Chapter, the selection of the surrounding colour for a marking must be white, grey or black, whichever if the most appropriate to provide sufficient contrast to ensure that the marking is clearly visible.
(3) The width of a contrasting surround for a marking must be:
(a) for a line marking with a width up to and including 0.3 m — not less than the line width of the marking; and
(b) for a marking with a width greater than 0.3 m — not less than 0.3 m; and
(c) for all other markings — not more than 0.3 m.
8.05 Dimensions and tolerances of markings
(1) Subject to subsection (2), markings required by this Chapter must meet the metric dimensions specified in this Chapter for the marking.
(2) If it is not physically possible to comply with subsection (1), a marking may be:
(a) not more than 5% smaller than the dimensions specified for it; or
(b) not more than 5% or 0.1 m (whichever is the lesser) larger than the dimensions specified for it.
(3) A tolerance mentioned in paragraph (2) (a) or (b) must be applied uniformly to the whole marking.
(4) Despite subsection (2), the ratios for the height and width of markings must be preserved within the specifications in this Chapter for markings.
(5) Despite subsection (2), the ratios between markings must be preserved within the specifications specified in this Chapter for markings.
(6) The letters, numbers and symbols provided in a marking must be in the form and proportions mentioned in section 8.69, unless otherwise provided for in this Chapter.
Division 2 Markers
8.06 Introduction
(1) A marker must be lightweight and frangible in accordance with Division 11 of this Chapter.
(2) When displayed, a marker must be secured against propeller wash and jet blast to ensure it does not cause a hazard to aircraft.
8.07 Cones
(1) A cone used as runway edge marker or a taxiway edge marker must:
(a) be 0.3 m high; and
(b) have a base diameter of 0.4 m.
(2) A cone used other than as a runway edge marker or a taxiway edge marker must:
(a) be 0.5 m high; and
(b) have a base diameter of 0.75 m; and
(c) be placed to provide not less than 0.1 m of vertical clearance from the bottom of the vertical propeller or engine pod of the aircraft:
(i) that is regularly using the aerodrome; and
(ii) whose propeller or pod is closest to the ground of the aircraft which the runway is appropriately nominated by the aerodrome operator to serve.
(3) A cone mentioned in a row of column 1 of Table 8.07 (3)-1 must be in the colour or colours mentioned in column 2 that is for the same row, and be as illustrated in Figure 8.07 (3)-2.
Table 8.07 (3)-1 Colour of cones
Marker cone
Colour
Runway edge marker
White
Taxiway edge marker
Yellow
Apron edge marker
Yellow
Runway strip marker
White
Helicopter apron edge marker
Blue
Helicopter taxiway edge marker
Blue
Unserviceability marker
White, with central 25 cm red band
Runway strip marker (displaced threshold)
Split white and suitable background colour
Shows cone markers used to define taxiway and apron edge, unserviceable areas, runway strip during a displaced threshold, helicopter apron and standard runway strip.
(c) red and white, or orange and white, but with sufficient white to ensure contrast.
(3) Works limit markers must not have weight, size, shape, colour, texture or material characteristics which may make them a hazard to aircraft operations.
Note For example, works limit markers which are too light in weight, or which are too aerodynamically shaped, may become airborne in strong winds and strike aircraft.
(4) Works limit markers must be spaced at intervals that ensure they are clearly visible to works personnel, including works personnel using works equipment or vehicles.
(5) When used on a movement area, works limit markers must:
(a) be placed inside the barriers around the works and behind unserviceability markings; and
(b) not be used to convey information to pilots about changes to the movement area.
8.09 Gable markers
Gable markers for a runway strip must be:
(b) 0.9 m wide; and
(c) 0.5 m high; and
(d) triangular (gable) in shape continued along the full length of the marker; and
(e) white in colour.
Note See the illustration in Figure 8.09.
Shows the dimensions of a Gable Marker for marking a runway strip.
Figure 8.09 Gable marker (illustrates matters)
8.10 Flush runway strip markers
A flush runway strip marker must be:
(b) 0.9 m wide; and
(c) placed lengthways along, and flush with, the boundary of the runway strip.
8.11 The use of markers on a runway strip
(1) Runway strip markers must be placed along the edges of the graded portion of a runway strip.
(2) Runway strip markers must be white coloured:
(a) gable markers; or
(b) cones; or
(c) flush runway strip markers.
(3) If flush runway strip markers are used, they must:
(a) clearly define the boundary of the runway strip for ground vehicles with access to the runway strip; and
(b) be free of contamination from grass, weeds, dirt, rubbish or similar matter.
Note For consistency and to minimise the risk of confusion, CASA recommends that gable markers, cones and flush runway strip markers not be mixed.
(4) The distance between gable runway strip markers must not exceed 180 m as shown in Figure 8.11 (4).
(5) The distance between cone runway strip markers must not exceed 90 m as shown in Figure 8.11 (5).
Shows the maximum distance between the positions of runway strip gable markers.
(6) For subsection (4), if the width of the graded strip is mentioned in a row in column 1 of Table 8.11 (6), the width of the area labelled “A” in Figures 8.11 (4) and 8.11 (5) must be at least that mentioned in the same row in column 2.
Table 8.11 (6) Minimum width of dimension “A” in Figures 8.11 (4) and (5)
Width of graded strip
Dimension “A”
30 m
10 m minimum
45 m
20 m minimum
60 m
20 m minimum
90 m
30 m minimum
150 m
60 m minimum
8.12 The use of markers on an unsealed runway
(1) On an unsealed runway, if:
(a) there is a lack of contrast between the runway and the runway strip; and
(b) the whole of the runway strip is not maintained to normal runway grading standards;
(c) runway markers must be provided along both sides of the runway; and
(d) the distance between each marker must not exceed 90 m; and
(e) the thresholds must be marked by normal threshold markings or runway cone markers in the applicable pattern as shown in Figure 8.11 (4) or 8.11 (5) for runway strip ends.
(2) On an unsealed runway, if the whole of the runway strip is maintained to normal runway grading standard, then:
(a) runway markers may be omitted and replaced by runway strip markers placed along the edges of the runway strip; and
(b) the thresholds must be marked by normal threshold markings or runway cone markers in a pattern similar to the pattern shown in Figure 8.11 (4) or 8.11 (5) for runway strip ends.
(3) If an unsealed runway has a permanently displaced threshold at one end, then:
(a) 2 sets of runway strip markers must be provided at that end; and
(b) each set must be bi-coloured; and
(c) the set associated with the permanently displaced threshold must be coloured so that:
(i) the half facing the direction of approach (the first direction) appears white; and
(ii) the other half:
(A) matches the background; and
(B) is inconspicuous to a pilot operating in the other direction (the second direction); and
(d) markers associated with the runway strip end must appear:
(i) white in the second direction; and
(ii) inconspicuous in the first direction.
(4) For:
(a) the displaced threshold — the bi-coloured end markers must be cones; and
(b) the runway strip end — the bi-coloured end markers must be cones or gables.
(5) Markers for the edges of an unsealed runway turn pad must be:
(a) yellow cones; and
(b) placed to enable pilots to clearly identify the edge of the unsealed turn pad.
8.13 The use of markers on an unsealed taxiway
(1) If the edge of a trafficable unsealed taxiway is not visible to the pilot in the cockpit of an aircraft, then taxiway edge markers must be provided along the taxiway edge.
(2) Taxiway edge markers must:
(a) be yellow cones; and
(b) be placed:
(i) preferably along on the edge of the unsealed taxiway; or
(ii) no more than 1 m outside the edge of the unsealed taxiway provided the section between the taxiway edge and the marker is graded to the same standard as the taxiway; and
(c) provide not less than 0.1 m of vertical clearance from the propeller or engine pod of the aircraft that:
(i) is regularly using the aerodrome; and
(ii) being an aircraft which the runway is appropriately nominated by the aerodrome operator to serve — is closest to the ground; and
(d) enable pilots to clearly identify the edge of the unsealed taxiway.
(3) If markers are used to delineate the graded edge of the taxiway strip or the overall edge of the taxiway strip, they must:
(a) conform to the specification of subsection 8.07 (2) and
(b) be provided in addition to taxiway edge markers.
8.14 The use of markers on an unsealed apron
(1) If any part of the edge of an unsealed apron is not visible to the pilot in the cockpit of an aircraft, then apron edge markers must be provided along the apron edge.
(2) The apron edge markers must be yellow cones placed at a maximum distance of 30 m apart.
Division 3 Runway markings
8.15 Introduction
(1) Runway markings on sealed runway surfaces must be white.
(2) Pre-threshold markings must be yellow.
(3) At runway intersections, markings of the runway with the highest nominated code, or the highest aircraft movement rate, must take precedence over, or interrupt, the markings of the other runway.
(4) At a runway intersection with a taxiway, the runway markings, other than runway side strip markings, must interrupt the taxiway markings.
(5) The surface of runway markings must:
(a) have a surface texture not less than the minimum required for the surrounding runway surface; or
(b) if meeting the requirement in paragraph (a) is not possible — not adversely affect the required coefficient of friction of the runway surface.
Note This is to reduce the risk of uneven braking action.
8.16 Pre-threshold area markings
(1) If an area before the non-displaced threshold, or the runway end in the reciprocal direction:
(a) has a sealed, concrete or asphalt surface; and
(b) exceeds 60 m in length; and
(c) is not suitable for normal aircraft usage;
then pre-threshold area markings must be used.
Note This does not apply to runway starter extensions.
(2) As shown in Figure 8.16 (2), pre-threshold area markings must consist of a sequence of yellow chevrons that:
(a) have lines 0.9 m wide, angled 45 degrees to the runway centreline; and
(b) are spaced 30 m apart, as measured from the apex of one chevron to the apex of the next chevron; and
(c) are 15 m tall from apex to base; and
(d) point towards the non-displaced threshold, or the runway end in the reciprocal direction, as the case may be; and
(e) except where affected by the proximity of the non-displaced threshold or the runway end in the reciprocal direction — have line ends sufficiently long to end not more than 7.5 m from the respective runway edges; and
(f) terminate at the runway end marking.
Note This area will not normally be used for landing or take-off. If declared as a stopway, only an aircraft in an abandoned take-off from the other direction may use the area.
Shows Pre-threshold area markings with measurements and illustration of Chevrons.
Figure 8.16 (2) Pre-threshold area markings (shows matters)
8.17 Runway threshold markings
(1) Runway threshold markings must be provided:
(a) on a sealed, concrete or asphalt runway; and
(b) on an unsealed runway with sealed, concrete or asphalt thresholds.
(2) As shown in Figure 8.17 (2), a permanent threshold, or a permanently displaced threshold, must be indicated by:
(a) a white transverse line, commencing from the location of the threshold as determined under section 6.01, which is 1.2 m wide and extends the full width of the runway at the location of the threshold; and
(b) beyond the line, white “piano key” markings, consisting of adjacent, uniformly spaced, 30 m long stripes whose number and width is determined in accordance with Table 8.17 (2).
(3) If the normal threshold marking is not marked because the threshold surface is unsealed, runway markers must be used to delineate the ends of an unsealed runway.
Note Information on the location of thresholds is provided in section 6.01 of this MOS.
Shows a diagram illustrating the runway threshold markings and various dimensions.
(4) For paragraph (2) (b), for a runway whose width is mentioned in a row of column 1 of Table 8.17 (2), the number of stripes, and the width of the spaces between each stripe, is the number and the width mentioned in the same row of columns 2 and 3, respectively.
Table 8.17 (2) Number of stripes and width of stripe spaces
Runway width
Number of stripes
Width of stripe space(denoted as “a” in Figure 8.17 (2))
18 m
4
1.5 m
23 m
6
1.5 m
30 m
8
1.5 m
45 m
12
1.7 m
60 m
16
1.7 m
8.18 Runway designation markings
(1) Runway designation markings must be provided:
(a) at the thresholds of all sealed, concrete or asphalt runways; and
(b) at the thresholds of an unsealed runway with sealed, concrete or asphalt thresholds.
(2) A runway designation marking must consist of a 2-digit number that is:
(a) derived from the magnetic bearing of the runway centreline when viewed from the direction of approach; and
(b) rounded to the nearest 10 degrees.
(3) If a magnetic bearing becomes a single-digit number, a “0” must be placed before it.
(4) If a magnetic bearing becomes a 3-digit number, the last “0” digit must be omitted.
Note For example, a bearing of 353 degrees would be rounded to 350, and the 0 omitted.
(5) For parallel runways, each runway designation number must be supplemented by a letter which, when viewed from the direction of the approach, appears in the order from left to right as set out in Table 8.18 (5).
Table 8.18 (5) Parallel runway letters and their order when viewed from the direction of the approach
Number of parallel runways
Runway letters and their order
2
L (left) and R (right)
3
L, C (centre) and R
4
L, R, L and R
5
L, C, R, L and R
6
L, C, R, L, C and R
(6) The location and orientation of runway designation markings on a runway must be as shown in Figure 8.18 (6).
(7) The distance from the threshold marking to the corresponding runway designation marking must be 12 m.
(8) The shape and dimensions of the numbers and letters to be used as runway designation markings must be as shown in Figure 8.18 (8).
(9) Subject to subsection (10), each number or letter used in the runway designation marking must be 9 m in height.
(10) The numbers “6” and “9” must be 9.5 m in height, but this does not affect any other spacing shown in Figure 8.18 (8).
(11) For a runway designation marking used on a parallel runway, the distance between the runway designation number and the corresponding letter (L, C or R) must be 6 m.
Shows a diagram illustrating the runway designation markings and various dimensions.
Shows shape and dimensions of runway numbers and letters (in metres).
Figure 8.18 (8) Shape and dimensions of runway numbers and letters (in metres) (shows matters)
8.19 Runway centreline markings
(1) Subject to subsection (2), runway centreline markings must be provided on all sealed, concrete or asphalt runways to provide directional guidance during landing or take-off.
(2) For an 18 m wide sealed, concrete or asphalt runway, runway centreline markings may be omitted if runway side-stripe markings are provided.
Note See also subsection 8.21 (3).
(3) Runway centreline markings must consist of a line of uniformly-spaced white stripes, in which the stripes are each of equal length, and the gaps between the stripes are each of equal length, using lengths which, when the line is in place, are in accordance with subsection (4).
Note See Figure 8.19 (3).
(4) The combined length of a stripe (S) and a gap (G) must not be less than 50 m and not more than 75 m.
(5) The length of each stripe must be at least equal to whichever is greater of the following:
(a) the length of each gap;
(b) 30 m.
(6) The first stripe must commence 12 m from the runway designation number as shown in Figure 8.19 (3).
(7) The width (W) of the runway centreline marking must not be less than:
(a) 0.3 m for:
(i) non-instrument runways; and
(ii) code 1 or 2 instrument non-precision approach runways; and
(b) 0.45 m for:
(i) code 3 or 4 instrument non-precision approach runways; and
(ii) CAT I precision approach runways; and
(c) 0.9 m for:
(i) CAT II and CAT III precision approach runways; and
(ii) runways with an RVR of less than 550 m for take-off.
(a) be provided at the end of all sealed, concrete or asphalt runways, as shown in Figure 8.20 (1); and
(b) take the form of a white line, 1.2 m wide, extending the full width of the runway at the declared end of the landing distance available.
(2) If the threshold is also located at the end of the runway, the runway end marking must coincide with the corresponding part of the threshold marking in the reciprocal runway direction.
Shows Runway End markings with measurements
Shows runway end markings.
Figure 8.20 (1) Runway end markings (shows matters)
8.21 Runway side-stripe markings
(1) Subject to subsection (7), a runway side-stripe marking must be provided along each side edge of a sealed, concrete or asphalt runway to delineate the width of the runway, as illustrated in Figure 8.21 (1).
(2) Except where broken for taxiways and other runways, the runway side-stripe markings must consist of 1 continuous white line whose width is not less than that of the runway centreline marking.
(3) Despite subsection (2), for an 18 m wide runway with no runway centreline marking, the width of the runway side-stripe marking must not be less than 0.3 m.
(4) The distance between the outer edges of the runway side-stripe markings must be equal to the width of the runway.
(5) The runway side-stripe markings must be parallel to the runway centreline and extend the full length of the runway that is between the runway end markings.
(6) Runway side-stripe markings must not extend across runways or taxiways that intersect with the runway.
(7) If:
(a) a runway has no sealed shoulders; and
(b) there is distinct contrast between the runway edges and the surrounding terrain;
then the runway side-stripe markings may be omitted.
(a) must be provided at each approach end of a runway that is:
(i) sealed, concrete or asphalt; and
(ii) at least 30 m wide and at least 1 500 m long; and
(b) may be provided at the approach end of any other runway.
Note CASA recommends that an aiming point marking should be provided at each approach end of each sealed, concrete or asphalt instrument runway even if the runway is less than 30 m wide, or less than 1 500 m long.
(2) Aiming point markings must comply with the standards in this section, and in sections 8.23, 8.24 and 8.25.
Precision approach runway
(3) For a precision approach runway, the aiming point marking must consist of 2 conspicuous stripes whose location and dimensions are in accordance with Table 8.22 (3).
(4) For Table 8.22 (3), the aiming point marking must be located not more than the distance from the threshold that is mentioned in Row A of the column that is for the landing distance available.
(5) Subject to subsection (6), for Table 8.22 (3), the length, the width, and the lateral spacing between the inner sides, respectively, of each stripe of the aiming point marking must be the length, the width and the lateral spacing mentioned in Row B, Row C and Row D, respectively, of the column that is for the landing distance available.
(6) For Table 8.22 (3), the superscript letters “a” and “c” included against certain values in the Table have the following meaning:
(a) a means that the greater dimension of the specified range may be used if increased conspicuity is required;
(b) c means that the lateral spacing may be varied within the limits mentioned to minimise the contamination of the marking by rubber deposits.
Note For superscript letter b, the figures were deduced by reference to the outer main gear wheel span which is element 2 of the ARC.
(7) Despite subsections (3) and (4), on a runway with a VASIS, the beginning of the aiming point marking must coincide with the origin of the visual approach slope.
Table 8.22 (3) Precision approach runway — location and dimensions of aiming point marking
Non-precision approach runway
(8) For a non-precision approach runway, or a non-instrument runway, the aiming point marking must comply with:
(a) the relevant precision approach runway standard in Table 8.22 (3); or
(b) the following:
(i) the marking must consist of 2 conspicuous stripes, each 45 m in length, each having a width (W), and each with inside edges separated by a distance (D), such that for a runway width mentioned in a row of column 1 of Table 8.22 (8), W and D, respectively, are as mentioned in the same row of column 2 and 3, respectively;
(ii) the ends of the stripes nearest the threshold must be located at 300 m from the line of the runway threshold.
Note For runways with a VASIS, CASA recommends that aiming point markings should be provided to the relevant precision approach runway standard.
(1) A touchdown zone marking must be provided at each end of a sealed, concrete or asphalt runway that is at least 30 m wide and at least 1 500 m long.
Note CASA recommends that a touchdown zone marking be provided at both ends of other sealed, concrete or asphalt runways.
(2) The touchdown zone marking must comply with the following pattern:
(a) on a precision approach runway — the ICAO “A” – basic pattern, in accordance with section 8.24;
(b) on other runways:
(i) the ICAO “A”– basic pattern; or
(ii) the simple pattern.
8.24 Touchdown zone markings – ICAO “A” – basic pattern
(1) The ICAO “A” – basic pattern touchdown zone marking must consist of pairs of white rectangular markings symmetrically disposed about the runway centreline.
(2) As shown in Figure 8.24 (2)-1, with further examples shown in Figure 8.24 (2)-2, each ICAO “A” – basic pattern touchdown zone marking must:
(a) be 22.5 m long and 3 m wide; and
(b) have a lateral spacing between the inner sides of the rectangles equal to that of the aiming point markings.
(3) Subject to subsections (4) and (5), the numbers and locations of pairs of touchdown zone markings must be in accordance with Table 8.24 (3) such that for an item in a row of column 2 of the Table, the numbers of pairs and the location of each pair, respectively, are the numbers and the locations mentioned in the same row in columns 3 and 4, respectively.
(4) If the number of pairs in column 3 of Table 8.24 (3) has a superscript letter “a”, the touchdown zone marking within 50 m of the aiming point marking must be omitted.
(5) There must be a 550 m zone, located symmetrically about the midpoint of the runway length, where no touchdown zone markings are marked.
(6) A pair of touchdown zone markings corresponding from each runway end that would otherwise fall within the 550 m zone mentioned in subsection (5) must be omitted.
Note The intent of this marking practice is to preserve a 550 m unmarked area so that pilots do not confuse the surface markings during a landing with the surface markings originating from the opposite runway end.
Table 8.24 (3) Pairs of rectangular markings for ICAO “A” – basic pattern touchdown zone marking
Item
Landing distance available, or the distance between thresholds (if the touchdown zone marking is displayed at both of the approach directions)
Numbers of pairs of touchdown zone markings
Location of each pair of touchdown zone markings (distance in metres from threshold)
1
less than 900 m
1
300
2
900 m up to, but not including, 1 200 m
2
150 and 450
3
1 200 m up to, but not including, 1 500 m
3a
150, 300, 450 and 600
4
1 500 m up to, but not including, 2 400 m
4a
150, 300, 450, 600 and 750
5
2 400 m or more
5a
150, 300, 450, 600, 750 and 900
Note The provision of aiming point markings may require 1 pair of touchdown zone markings to be omitted. As a result, for the Table, the numbers of pairs of touchdown zone markings do not necessarily align with the numbers of locations.
Shows aiming point and ICAO “A” basic pattern touchdown zone markings.
Figure 8.24 (2)-1 Aiming point and ICAO “A” – basic pattern touchdown zone markings – dimensions (shows matters)
Shows aiming point and ICAO “A” basic pattern touchdown zone markings and runway length dependant examples.
Figure 8.24 (2)-2 Aiming point and ICAO “A” – basic pattern touchdown zone markings – examples (shows matters)
8.25 Touchdown zone markings — simple touchdown pattern
(1) As shown in Figure 8.25 (1), a simple touchdown zone marking must comprise 4 white stripes, each not less than 22.5 m long and 3 m wide, located in pairs such that the ends of each pair of stripes nearest the threshold are 150 m and 450 m, respectively, from the line of the runway threshold. The lateral spacing between the inner sides of each pair of markings must be equal to that of the aiming point marking.
(2) If simple runway touchdown zone markings are provided on a runway that is less than 1 500 m in length, the markings at 450 m from the end of the runway threshold may be omitted.
Shows aiming point and simple touchdown zone markings.
Figure 8.25 (1) Aiming point and simple touchdown zone markings (shows matters)
8.26 Permanently displaced threshold markings
(1) If a runway threshold is permanently displaced, permanently displaced threshold markings must be provided as shown in Figures 8.26 (1)-1 and 8.26 (1)-2.
(2) The markings must take the form of a sequence of 30 m long white arrows as follows:
(a) the first arrow must point in the direction of the displaced threshold;
(b) the tip of the head of the first arrow must end 20 m from the commencement of the displaced threshold’s white “piano key” markings;
(c) preceding complete arrows, pointing in the direction of the displaced threshold, must be provided at 20 m intervals until the reciprocal runway end is reached;
Note A partial arrow must not be used if there is insufficient space at the reciprocal runway end for a complete arrow.
(d) the head of each arrow must:
(i) be 10 m long with a line thickness of between 0.9 m and 1 m; and
(ii) have arms that are 3.5 m apart at their widest dimension; and
(iii) commence from the end of the stem with the tip of the arrowhead pointing towards the displaced runway threshold; and
(e) the stem of each arrow must be 30 m long and the same width as the centreline marking;
(f) the combined length of the arrowhead, the arrow stem and the gap between the base of the arrow and the head of the preceding arrow must be 50 m.
(3) If a threshold on any runway serving scheduled international air transport operations is permanently displaced, in addition to markings, the location of the new threshold may be identified with runway threshold identification lights (RTIL).
Note 1 RTIL are also recommended where increased conspicuity of the permanently displaced threshold is required on runways not serving scheduled international air transport operations, and on runways serving international air transport operations not to a schedule.
Note 2 If RTIL are provided, CASA recommends that they should not be used with other strobing lead-in light systems to avoid conflict. In such cases, the strobing lead-in light systems should be deactivated during the period the temporary displacement is in effect.
Shows markings for a typical runway with a permanently displaced threshold.
Figure 8.26 (1)-2 Markings for a typical runway with a permanently displaced threshold (shows matters)
8.27 Temporarily displaced threshold markings
Note If an instrument runway threshold is displaced, CASA recommends that the aerodrome operator should consult with the instrument flight procedure designer in relation to any published procedures for that runway.
(1) Subject to subsection (2), if a permanent runway threshold is temporarily displaced, then temporarily displaced threshold markings must be provided.
(2) If a threshold displacement will only occur during periods of night, then temporarily displaced threshold markings may be omitted, provided that:
(a) visual aids in the form of lighting are operational for the displaced threshold with non‑serviceable sections of the runway correctly isolated or obscured; and
(b) temporarily displaced threshold markers are available and able to be fully installed within 30 minutes of the beginning of morning civil twilight in the event of any delay to reinstatement of the threshold.
(3) For an aerodrome with scheduled international air transport operations, if a threshold is temporarily displaced then RTIL must be provided at the displaced location (except for an emergency).
Note RTIL are also recommended for temporarily displaced thresholds on runways generally.
Note: (4) If:
(a) a movement area guidance sign (MAGS) displays declared distance information; and
(b) because of a period of temporary threshold displacement the MAGS information is incorrect for the period;
the MAGS must be obscured until the permanent threshold is reinstated.
8.28 Temporarily displaced threshold markings — more than 30 days
If a permanent runway threshold is to be displaced for more than 30 days, the temporarily displaced threshold markings must comply with the following:
(a) a white line, that is 1.2 m wide, must be marked across the full width of the runway at the line of the new threshold, together with adjacent 10 m long white arrowheads, whose lines are 1 m wide;
(b) existing centreline markings between the reciprocal runway end and the displaced threshold must be converted into arrows as shown in Figure 8.28;
(c) the permanent threshold marking and associated runway designation number must be obscured, and a temporary runway designation number provided 12 m beyond the new threshold.
Note 1 The existing centreline markings between the displaced threshold and the runway end do not need to be altered unless the temporary displacement is made permanent, in which case the requirements of section 8.26 would apply.
Note 2 If the runway aiming point marking or the touchdown zone marking may cause confusion with the new threshold location, CASA recommends that those markings also be obscured.
Note: Shows temporarily displaced threshold markings (more than 30 days).
8.29 Temporarily displaced threshold markings — more than 5 days to 30 days or less
(a) the permanent runway threshold is to be displaced for more than 5 days but not more than 30 days; and
(b) the runway is not serving scheduled international air transport operations; and
(c) RTIL are not provided in accordance with subsection 8.27 (3);
then the temporarily displaced threshold markings must consist of the following:
(d) “Vee-bar” markers comprising gable markers coloured white and positioned perpendicular to the centreline on each side of the runway, together with flush, white arrow markings in the landing direction, as shown in Figure 8.29 (1);
(e) for runways more than 18 m wide, or those serving air transport operations — 2 gable markers abutted end-to-end and positioned perpendicular to the centreline, and 2 arrow markings in the landing direction, must be provided on each side of the runway;
(f) for runways that are 18 m wide and not serving air transport operations — a minimum of 1 gable marker positioned perpendicular to the centreline, and 1 arrow marking in the landing direction, must be provided on each side of the runway.
(2) The existing threshold markings must be obscured.
(3) If:
(a) the permanent runway threshold is to be displaced for more than 5 days but not more than 30 days; and
(b) the runway is serving scheduled international air transport operations;
then the temporarily displaced threshold markings must be accompanied by RTIL in accordance with subsection 8.27 (3).
Shows temporarily displaced threshold markings for a runway not serving scheduled international air transport operations (30 days or less).
Figure 8.29 (1) Temporarily displaced threshold markings for a runway not serving scheduled international air transport operations (30 days or less) (shows matters)
8.30 Temporarily displaced threshold markings — 5 days or less
(1) If a runway threshold is to be temporarily displaced for 5 days or less, the permanent threshold markings may be retained but the new threshold location must be indicated as follows:
(a) for runways serving scheduled international air transport operations — with RTIL only, in accordance with subsection 8.27 (3);
(b) for all other runways:
(i) subject to subsection (2), with markers (Vee-bar markers) comprising gable markers coloured white and positioned on each side of the runway perpendicular to the centreline, together with flush, white arrow markings in the direction of landing, as shown in Figure 8.29 (1); or
(ii) with RTIL only, in accordance with subsection 8.27 (3);
(2) For subparagraph (1) (b) (i):
(a) for runways that are more than 18 m wide, or runways serving air transport operations — there must be 2 Vee-bar markers on each side of the runway; and
(b) for runways that are 18 m wide and not serving air transport operations — there must be at least 1 Vee-bar marker on each side of the runway.
8.31 Temporarily displaced threshold markings — large displacements for 30 days or less
(1) Despite sections 8.29 and 8.30, if:
(a) a runway threshold is temporarily displaced for not more than 30 days; and
(b) the displacement is by more than 450 m; and
(c) RTIL are not provided;
then temporarily displaced threshold markings must be provided in accordance with section 8.28.
(2) If:
(a) a threshold is temporarily displaced for not more than 5 days; and
(b) the displacement is by more than 450 m; and
(c) 24 hour ATC services are provided;
then the permanent threshold markings may be retained if RTIL are provided.
Note Markings of some typical threshold and displaced threshold scenarios in Figures 8.31 (2)-1 to 8.31 (2)‑5 are illustrations only.
Shows and Illustration of a normal threshold marking, not displaced.
Figure 8.31 (2)-1 Illustration of a normal threshold marking, not displaced (illustrates matters)
Shows markings for a temporarily displaced threshold (due to obstacle infringement of the approach surface) for a period in excess of 30 days.
Figure 8.31 (2)-2 Markings for a temporarily displaced threshold (due to obstacle infringement of the approach surface) for a period in excess of 30 days. Aerodromes with scheduled international air transport operations must also provide RTIL at the threshold (illustrates matters)
Note Aerodromes with scheduled international air transport operations must also provide RTIL at the threshold.
Shows markings for a temporarily displaced threshold (due to works on the runway) for a period in excess of 30 days.
Figure 8.31 (2)-3 Markings for a temporarily displaced threshold (due to works on the runway) for a period in excess of 30 days. Aerodromes with scheduled international air transport operations must also provide RTIL at the threshold (illustrates matters)
Note Aerodromes with scheduled international air transport operations must also provide RTIL at the threshold.
Shows markings for a temporarily displaced threshold (for example, due to obstacle infringement of approach surface) for a period of 5 days or less and a displacement of less than 450 m.
Figure 8.31 (2)-4 Markings for a temporarily displaced threshold (for example, due to obstacle infringement of approach surface) for a period of 5 days or less and a displacement of less than 450 m. Not for use on runways which serve scheduled international air transport operations (illustrates matters)
Shows markings for a temporarily displaced threshold (for example, due to works in progress on runway) for a period of 5 days or less and a displacement of less than 450 m. Not for use on runways which serve scheduled international air transport operations.
Figure 8.31 (2)-5 Markings for a temporarily displaced threshold (for example, due to works in progress on runway) for a period of 5 days or less and a displacement of less than 450 m. Not for use on runways which serve scheduled international air transport operations (illustrates matters)
8.32 Runway land and hold short position markings
(1) At an aerodrome where land and hold short operations (LAHSO) are conducted, a runway land and hold short position marking must be provided at the intersection of 2 sealed runways.
(2) The marking must be located and coloured in accordance with the runway holding position marking mentioned in section 8.39.
8.33 Runway turn pad markings
(1) If a runway turn pad is provided, there must be a yellow runway turn pad marking, as illustrated in Figure 8.33 (1), but primary markings for the runway take precedence over a runway turn pad marking.
(2) The centreline marking for the runway turn pad must comply with the specifications and dimensions of taxi guidelines as specified in this Chapter.
(3) The runway turn pad centreline marking must extend beyond the point of tangency, running parallel to the runway centreline with a 0.9 m offset, for a distance of:
(a) 60 m for a code number 3 or 4 runway; and
(b) 30 m for a code number 1 or 2 runway.
(4) The edge marking of the turning node must comply with the specifications and dimensions of taxiway edge markings as specified in section 8.43.
Shows runway turn pad markings.
Figure 8.33 (1) Runway turn pad markings (illustrates matters)
8.34 Runway starter extension markings
(1) If additional declared distances are required for an aircraft to take off, a runway starter extension may be provided to make such additional runway distances available.
(2) Any extension that is not of a runway bypass pad type must be marked with the following stripes of the same width as the runway side-stripe markings under section 8.21:
(a) runway side-stripe markings along each side of the extension;
(b) a runway end marking across the end of the extension.
(3) The start of a runway starter extension before the threshold line must be marked by a transverse line with the same characteristics as the runway side-stripe marking.
Note Starter extensions are to be lit in accordance with the requirements specified in subsection 9.64 (3). Markings will likely resemble a permanently displaced threshold, as specified in section 8.26.
Division 4 Taxiway markings
8.35 Introduction
(1) Taxiway markings must:
(a) be provided on all sealed, concrete or asphalt taxiways; and
(b) provide continuous guidance between the runway and the apron.
Note: > Note
Note: An apron may also need taxi guidelines marked under subsection 8.47
Note: (
1).
(2) Taxiway markings must:
(b) have a minimum line width of 0.15 m and a maximum line width of 0.3 m; and
(c) be continuous, unless this Division provides otherwise.
8.36 Taxi guideline markings
(1) Taxi guideline markings (taxi guidelines) must be provided on all sealed, concrete or asphalt taxiway surfaces.
(2) Taxi guidelines must take the form of a continuous yellow line that is 0.15 m wide.
(3) The taxi guideline must be located as follows:
(a) on straight sections of a taxiway — along the centreline of the taxiway;
(b) on curved sections of a taxiway:
(i) parallel to the outer edge of the pavement; and
(ii) at a distance of half of the taxiway width from the outer edge.
Note The effect of any fillet widening at the inner edge of a taxiway curve is ignored.
(4) Despite subsection (3), a taxi guideline may be displaced to one side of the taxiway, to maintain the clearances specified in section 6.48, if the taxiway edge clearances specified in section 6.38 are achieved.
(5) Unless otherwise specified in this MOS, where a taxi guideline marking is interrupted by another runway or taxiway marking that is not another taxi guideline, a gap of 0.9 m must be left on each side of the other marking.
(6) Subsection (5) does not apply to a taxi guideline associated with a runway turn pad marking if the taxi guideline is required to intersect with a runway threshold (piano key) marking, a touchdown zone marking or an aiming point marking, provided that the taxiway guideline marking does not cross, or go in between any element of, the runway marking.
Note Taxi guidelines must be used on aprons. See Division 5 of this Chapter.
8.37 Taxi guidelines on runways
(1) Taxi guidelines on runways must not:
(a) merge with the runway centreline; or
(b) be marked over a runway marking.
(2) As shown in Figure 8.37 (2), subject to subsection (3), a taxi guideline on a runway must run parallel to the runway centreline for a distance (D) not less than:
(a) for a code 3 or 4 runway — 60 m beyond the point of tangency to the curved section of the taxi guideline; or
(b) for a code 1 or 2 runway — 30 m beyond the point of tangency to the curved section of the taxi guideline.
(3) Subsection (2) does not apply to a taxi guideline which, but for subsections (5) and (6), would:
(a) completely cross a runway; or
(b) enter a runway threshold.
(4) If a taxiway intersects a runway, the taxi guideline must be offset by 0.9 m from the runway centreline marking on the taxiway side, as shown in Figure 8.37 (2).
(5) For taxi guidelines that would otherwise require entry to the threshold of a runway, the guideline must terminate 0.9 m before the runway threshold marking.
(6) Subject to subsection 8.15 (4), at a taxiway and runway intersection, the taxiway guideline must be marked across the runway.
Note For precedence of taxiway versus runway markings, refer to subsection 8.15 (4).
8.38 Enhanced taxi guidelines
Note For runways at international aerodromes intended for operations below 550 m RVR or where it is otherwise necessary to denote the proximity of a runway holding position, the use of enhanced taxiway guidelines is recommended.
(1) Enhanced taxiway centreline markings may be provided on a taxiway, or on a runway, before a runway hold position, as shown in Figure 8.38 (1).
(2) Enhanced taxi guidelines must consist of parallel yellow dashed lines along each side of the centreline:
(a) commencing 0.9 m from the runway hold position; and
(b) continuing along the taxi guideline, away from the runway, for a distance of 47 m.
(3) The dashed lines must be:
(b) not less than 0.15 m, nor more than 0.3 m, wide; and
(1) Runway holding position markings must be provided where an asphalt, sealed or concrete taxiway joins or intersects with a runway.
Note Standards for the location of runway holding positions are specified in Chapter 6, Division 3.
(2) Subject to subsection (9), runway holding positions must be marked using the Pattern A or Pattern B runway holding position markings, as shown in Figure 8.39 (2).
(3) The Pattern A marking must be used at an intersection of a taxiway with any of the following:
(a) a non-instrument runway;
(b) a non-precision approach runway;
(c) a precision approach CAT I runway;
(d) a precision approach CAT II or CAT III runway if only 1 runway holding position is marked;
(e) the intersection of a runway with another runway, where 1 of the runways is used as part of a standard taxi route.
(4) Pattern A and Pattern B markings must be used where 2 or 3 runway holding positions are provided at an intersection of a taxiway with a precision approach runway.
(5) For subsection (4):
(a) the runway holding position marking closest to the runway must be the Pattern A marking; and
(b) the other runway holding position marking or markings must be Pattern B.
(6) Runway holding position markings must extend at least across the full width of the sealed taxiway surface.
Note If sealed shoulders are provided beyond the width of the taxiway, CASA recommends that the aerodrome operator mark the full width of the sealed surface beyond the taxiway to assist in preventing incursions by vehicles.
(7) The position of a runway holding position marking must be such that, if the nose of an aircraft on the taxiway reaches the marking, the nose will not infringe on the relevant minimum distance specified in section 6.56 for the distance between a runway holding position and the centreline of the runway.
Note If inset taxiway guard lights are installed, the location of runway holding position markings may need to be adjusted away from the runway to ensure the light fittings can be correctly positioned and aligned with the required holding point position.
Note: (8) A taxiway guideline must be omitted from at least 0.9 m but not more than 1 m on each side of the runway holding position marking.
Note: (9) Subsection (2) applies to an existing operator only on and from the earlier of the following:
(a) when the runway holding position is being re-marked (other than as simple maintenance merely to preserve its visibility) or replaced, or is a new facility that is being marked for the first time;
(b) 26 November 2026.
Note 1 For the definition of existing operator, see section 2.01.
Note 2 CASA recommends that, regardless of subsection (9), Pattern A or Pattern B markings, as shown in Figure 8.39 (2), should be implemented before 26 November 2026 where increased conspicuity of a runway holding position would assist with mitigating against runway incursions.
Shows pattern A and Pattern B runway holding position markings.
Figure 8.39 (2) Pattern A and Pattern B runway holding position markings (shows matters)
8.40 Mandatory instruction markings
(1) Mandatory instruction markings may be used to:
(a) mitigate runway incursions; or
(b) supplement a mandatory instruction MAGS.
Note CASA recommends that mandatory instruction markings be provided at all taxiway and road entries to the runway.
(2) As illustrated in Figure 8.40 (2), for a code A, B, C or D taxiway, the mandatory instruction marking must be a single marking positioned as follows:
(a) at least 0.9 m but not more than 1 m from the runway hold position marking;
(b) across the alignment of, and taking the place of, the taxi guideline;
Note The mandatory instruction marking is a primary marking in this instance and takes the place of the taxi guideline.
(c) with the taxi guideline being omitted at least 0.9 m but not more than 1 m before the mandatory instruction marking.
(3) As illustrated in Figure 8.40 (2), for a code E or F taxiway, the mandatory instruction marking must be 2 markings positioned as follows:
(a) at least 0.9 m but not more than 1 m from the runway hold position marking;
(b) on each side of the taxi guideline and offset by a distance of at least 0.9 m but not more than 1 m.
(4) A mandatory instruction marking must consist of an inscription in white on a red background.
(5) Character heights for a mandatory instruction marking must be:
(a) 2 m — if the taxiway code letter is A or B; or
(b) 4 m — if the taxiway code letter is C, D, E or F.
(6) With the exception of a NO ENTRY marking, the inscription must provide information identical to that which would otherwise have appeared in a mandatory instruction MAGS for the taxiway.
Shows variations between Code A, B, C or D Taxiway and Code E or F taxiway for mandatory instruction markings, including measurements for placement.
(a) where it is physically impossible to provide an information MAGS; or
Note The use of information markings in such circumstances is recommended.
(b) to supplement the use of an information MAGS.
Note For MAGS see Division 6.
(2) As illustrated in Figure 8.41 (2), when provided, an information marking must:
(a) have a character height of 4 m; and
(b) if presenting a taxiway location — consist of a yellow inscription on a black background; and
(c) if presenting a direction, destination, or take-off run available information — consist of a black inscription on a yellow background; and
(d) be clearly readable by the pilot of an approaching aircraft; and
(e) ensure the taxi guideline is omitted at least 0.9 m but not more than 1 m before the information marking.
Shows Taxiway Information markings.
Figure 8.41 (2) Information markings (illustrates matters)
8.42 Intermediate holding position markings
(1) At controlled aerodromes, intermediate holding position markings must be provided on a sealed, concrete or asphalt taxiway:
(a) that intersects with an apron or taxiway; or
(b) where ATC requires an aircraft to hold.
Note For the location of intermediate holding position markings, see the standards specified in Division 3 of Chapter 6.
(2) As shown in Figure 8.42 (2), intermediate holding position markings must consist of a single yellow broken line, the dashes of which are 1 m long, 0.3 m wide and 1 m apart, extending across the full width of the taxiway at right angles to the taxi guideline.
Shows illustration and measurements for Intermediate Holding Position markings
Figure 8.42 (2) Intermediate holding position markings (illustrates matters)
(3) A taxiway guideline must be omitted between at least 0.9 m but not more than 1 m on each side of the intermediate holding position marking.
8.43 Taxiway edge markings
(1) Taxiway edge markings must be provided for a paved taxiway of full pavement strength whose edges are not clearly visible.
(2) Taxiway edge markings must consist of 2 continuous, parallel yellow lines, 0.15 m wide, and located at the taxiway edge, as shown in Figure 8.43 (2).
(3) The outermost edge of a taxiway edge marking must correspond with the edge of the taxiway.
Note CASA recommends that transverse or herringbone yellow stripes be provided on any sealed sub‑strength surface on a taxiway shoulder, or within the graded portion of the taxiway strip. The recommended dimensions of such stripes are 8 m long by 1 m wide.
(1) Holding bay markings must be provided on all sealed, asphalt or concrete holding bays.
(2) As illustrated in Figure 8.44 (2), holding bay markings must consist of:
(a) taxi guidelines; and
(b) intermediate holding position markings.
Note Holding bay markings are to be located so that aircraft using the holding bay are separated from aircraft on the associated taxiway, as provided for in subsection 6.55 (2).
(3) Subject to subsection (4), the holding position marking in the holding bay must be marked as if it were an intermediate holding position marking.
(4) If the location of the holding position in a holding bay is also a runway holding position and thus requires a runway holding position to be provided, the Pattern A runway holding position marking must be used.
Shows Holding bay markings.
Figure 8.44 (2) Holding bay markings (illustrates matters)
8.45 Taxiway limit markings
(1) Taxiway limit markings may be provided at the entrance of a taxiway to communicate, in annotated form, a limitation on aircraft operations on the taxiway.
Note Taxiway limits might include, but are not limited to, aircraft weight or aircraft wingspan.
(2) As shown in Figure 8.45 (2), where a taxiway limit marking is provided, each letter and number used to communicate the limitation must:
(b) be 2 m in height and in accordance with section 8.69; and
(c) have a 0.15 m line width; and
(d) except when part of an individual word, abbreviation, or numerical value — be separated from each other by 0.5 m spaces.
(3) The marking must be positioned to be clearly readable by the pilot of an approaching aircraft before the aircraft enters the taxiway with the limitation.
(4) The taxiway guideline must be omitted at least 0.9 m but not more than 1 m on each side of the taxiway limit marking.
Shows an example of taxiway limit marking for aircraft weight due to pavement strength limitation.
Figure 8.45 (2) Example of taxiway limit marking for aircraft weight due to pavement strength limitation (illustrates matters)
Division 5 Apron markings
8.46 Introduction
(1) If a sealed, asphalt or concrete apron is designed to accommodate any aircraft with:
(a) MTOW of more than 5 700 kg; and
(b) one or more nose wheels;
then the following must be provided:
(c) taxi guidelines;
(d) primary aircraft parking position markings.
Note Where the same section of apron is to be used by multiple aircraft of differing size and weight, the aerodrome operator may also provide secondary aircraft parking position markings.
(2) Apron markings must be designed:
(a) to be clearly discernible, succinct, uncluttered and, as far as possible, not overlapping; and
(b) to ensure that:
(i) all applicable clearance standards are met; and
(ii) safe manoeuvring and precise positioning of aircraft is achieved.
8.47 Apron taxi guidelines
(1) Apron taxi guidelines must be of the same form and proportions as taxi guideline markings.
Note The design of taxi guidelines on aprons is dependent on whether the aircraft is being directed by a marshaller or the pilot.
(2) If aircraft are directed by a marshaller or a VDGS, the taxi guideline must be designed so that when the aircraft nose wheel follows the taxi guideline, all required clearances specified in section 6.58 are met.
(3) If aircraft are guided by a pilot only, the taxi guideline must be designed so that if followed, all the required clearances are met:
(a) in the case of a multi-crew aircraft — from a point on the centreline of the aircraft midway between the pilot and the co-pilot seats; or
(b) in the case of a single pilot aircraft — from a point in the centre of the pilot seat.
(4) If aircraft control moves from “pilot only” to a marshaller or a VDGS, the taxi guideline must ensure that all clearances are maintained for each instance.
(5) At aircraft parking positions serviced by an aerobridge, the taxi guideline must be designed with reference to the nose wheel position.
8.48 Apron edge markings
(1) Apron edge markings must be provided if:
(a) the limit of high strength pavement cannot be distinguished from the surrounding area; and
(b) aircraft parking is not restricted to fixed parking positions only.
(2) As shown in Figure 8.48 (2), the apron edge must be identified by 2 continuous yellow lines:
(3) Apron edge markings must be interrupted at any point where an aircraft would otherwise have to cross the marking to access a taxiway.
(4) For subsection (3), the width of the interruption must align with the width of the taxiway.
(5) At the interface between the apron and a taxiway, apron edge markings must, as far as possible, transition directly into taxiway edge markings.
8.49 Aircraft type designator markings
(1) An aircraft type designator marking may be used to designate which aircraft types may be accommodated in the area to which the marking applies.
(2) Where an aircraft type designator marking is provided, the designation must use only the list of aircraft type designators published in ICAO Doc 8643, Aircraft Type Designators.
Note 1 For ICAO documents, see section 1.07.
Note 2 IATA designations, or common use terms such as “All aircraft”, are not permitted.
(3) If:
(a) a stop line or parking position is to accommodate a number of aircraft types; and
(b) there is insufficient space to designate all of the aircraft types;
(c) the aircraft type designation marking must:
(i) list the largest or most critical aircraft types — provided all smaller or less critical aircraft may safely use the stop line, or the entire parking position (as applicable); or
(ii) list the range of aircraft types that may use the stop line or parking position — provided all aircraft types within the range may safely use the line or position; or
(d) an alternate system of control must be documented in the aerodrome manual and implemented to prevent unsuitable aircraft types from using the stop line or parking position.
8.50 Parking clearance line
(1) A parking clearance line delineates the area within which the whole of an aircraft is to be accommodated so that no part of the aircraft extends beyond the line.
(2) Subject to subsection (3), parking clearance lines may be provided.
(3) Parking clearance lines must be provided on aprons with unrestricted parking, if it is necessary to:
(a) limit aircraft parking to particular areas; or
(b) ensure clearance from other aircraft or obstacles.
Note Parking clearance lines may also be provided at an aircraft parking position in conjunction with parking position markings. This marking is useful to depict the area that must remain free of personnel, vehicles and equipment when an aircraft is taxiing (or being towed) into position or has started engines in preparation for departure. All of the area within the parking clearance line is considered to be an aircraft parking position.
(4) A parking clearance line must be a continuous, contrasting red line that is:
(a) at least 0.10 m, but not more than 0.20 m, wide; and
(b) interrupted 0.9 m either side of a taxi guideline marking that would otherwise intersect with it.
Note CASA recommends that yellow should be used as a contrasting colour for the aircraft parking clearance line.
(5) The words “PARKING CLEARANCE” must:
(a) be marked in yellow on any side of a parking clearance line where aircraft are parked; and
(b) be readable from that side; and
(c) be repeated at intervals not exceeding 50 m along the side; and
(d) use letters that are 0.3 m high, and located 0.15 m from the line, as shown in Figure 8.50 (5).
Shows Parking clearance line design and measurements.
Image unavailable in extracted textImage unavailable in extracted textImage unavailable in extracted textFigure 8.50 (5) Parking clearance line (shows matters)
8.51 Aircraft apron limit line markings
(1) An apron limit line marking may be provided if the apron boundary:
(a) coincides with a taxiway strip; and
(b) needs to be marked to limit aircraft or vehicle movements.
(2) As shown in Figure 8.51 (2), the apron limit line marking must consist of a single, broken yellow line, the dashes of which are 3 m long, 0.3 m wide, and 1 m apart.
(3) If an apron limit line is required to limit aircraft movements, any designator describing the limitation must, as shown in Figure 8.51 (2), be marked 0.15 m above the line, in letters and numbers at least 0.5 m in height which are readable by the pilot in an approaching aircraft.
(4) If:
(a) no taxi guidelines are provided; and
(b) aircraft are required to cross the apron limit line marking;
then any designator describing the limitation must be:
(c) visible to an approaching aircraft before it enters the limited area; and
(d) repeated at intervals not exceeding 50 m.
Shows an Apron limit line with optional designator and measurements.
Figure 8.51 (2) Apron limit line with optional designator (shows matters)
8.52 Equipment clearance (staging) line markings
(1) Equipment clearance (staging) line markings may be used on congested aprons to assist in ensuring that service vehicles and equipment keep clear of manoeuvring aircraft.
(2) As illustrated in Figure 8.52 (2), the equipment clearance (staging) line marking must consist of a single, broken red line, the dashes of which are 1 m long, 0.15 m wide, and 1 m apart.
(3) The designation “EQUIPMENT CLEARANCE” must be:
(a) marked in red along the outer boundary of the staging area occupied by the equipment; and
(b) readable from inside the staging area; and
(c) repeated along the line at intervals of not more than 30 m; and
(d) in letters 0.3 m high and 0.15 m from the red line.
Note Within an equipment staging area, white lines may be used to segregate the available area, for example, by equipment type or company.
Shows an Equipment clearance (staging) line marking with some measurements and colouring.
Figure 8.52 (2) Equipment clearance (staging) line marking (illustrates matters)
8.53 Equipment storage markings
(1) Equipment storage markings may be provided.
(2) Equipment storage markings must consist of a continuous red line that is 0.15 m wide.
(3) The designation “EQUIPMENT STORAGE” must be marked in red on the side where equipment is stored, and be readable from that side.
(4) The letters of the designation must be 0.3 m high and 0.15 m from the red line, as shown in Figure 8.53 (4).
(5) The designation must be repeated at intervals along the line not exceeding 50 m.
Note Within an equipment storage area, white equipment clearance lines may be used to segregate the available area, for example, by equipment type or company.
Shows an Equipment storage and apron road marking with some measurements.
(b) if provided, must be marked with vehicle service road markings to keep vehicles clear of aircraft on taxiways and taxilanes.
(2) An apron service road marking must consist of a continuous white line that is 0.1 m wide, as shown in Figure 8.54 (2).
Note Road markings can also be provided to facilitate efficient and safe movements outside the manoeuvring area.
(3) Each lane of an apron service road must be of a minimum width to accommodate the widest vehicle that uses the road.
Shows Apron service road detail and measurements.
Figure 8.54 (2) Apron service road (shows matters)
(4) If an apron service road is located adjacent to where there are taxiing aircraft, the side of the apron service road bordering the taxiing aircraft must be shown with a vehicle limit line marking consisting of a continuous double white line, with each line being 0.1 m wide and separated from the other line by 0.1 m, as shown in Figure 8.54 (4)‑1.
Note 1 This continuous double white line is to be marked in conjunction with an apron limit line marking. The combination of a double white line and an apron limit line indicates to a vehicle DO NOT CROSS the line on to the adjoining taxiway without clearance or authorisation. A double white line without an apron limit line is for use where an apron service road is located beside a taxilane.
Note 2 See also the example in Figure 8.54 (4)-2.
Shows Apron service road alongside a taxiway used in conjunction with the optional aircraft apron limit line marking.
Figure 8.54 (4)-1 Apron service road alongside a taxiway used in conjunction with the optional aircraft apron limit line marking (shows matters)
Shows an example of an apron service road alongside an apron limit line, taxiways and taxilanes.
Figure 8.54 (4)-2 Example of an apron service road alongside an apron limit line, taxiways and taxilanes (illustrates matters)
(5) Where an apron service road crosses a taxiway or an apron taxilane, the service road marking must be presented in a white zipper pattern as shown in Figure 8.54 (5) with each segment of the zipper not more than 50 cm in length.
Note This type of edge marking makes the road more conspicuous to the pilots of aircraft operating on the taxiway or taxilane. To this end, CASA recommends that a contrasting colour such as red be added to offset the white of the vehicle service road marking.
Note: Shows an example of an Apron Service Road crossing with red colour contrasted markings.
Figure 8.54 (5) Example of an apron service road crossing with red colour contrasted markings (illustrates matters)
8.55 Aircraft parking position markings
(1) In this section:
primary aircraft parking positions means aircraft parking positions designed for normal apron circumstances and demand.
secondary aircraft parking positions means aircraft parking positions designed to provide alternative parking positions for use:
(a) during abnormal circumstances or demand; or
(b) to allow smaller or larger aircraft than the primary aircraft parking position was designed for in normal circumstances and demand, to be parked.
(2) This section applies if an aerodrome operator provides:
(a) primary aircraft parking positions, on sealed, concrete or asphalt apron surfaces, for the use of aircraft with:
(i) MTOW of 5 700 kg or more; and
(ii) one or more nose wheels; or
(b) both primary aircraft parking positions, as described in paragraph (a), and secondary aircraft parking positions.
(3) Aircraft parking position markings must be provided in the form of the following:
(a) lead-in lines;
(b) primary parking position markings;
(c) lead-out lines;
(d) designation markings.
(4) Secondary parking position markings may be provided in addition to primary parking position markings, but must not be provided in lieu of the primary parking position markings.
8.56 Lead-in lines
(1) A lead-in line must be provided to each aircraft parking position on a sealed, concrete or asphalt apron with aircraft parking position markings.
Note A lead-in line is a continuation of the taxi guideline until it reaches the alignment line on the parking position.
(2) A lead-in line to a primary aircraft parking position must be a continuous line, 0.15 m wide and coloured yellow.
(3) For subsection (2), if a lead-in line is aligned with other markings, for example, a lead‑out line or a push-back marking, the lead-in line is the primary marking.
(4) A lead-in line to a secondary aircraft parking position must be:
(a) a continuous line, 0.15 m wide and coloured yellow; or
(b) the following:
(i) a series of solid yellow circles, 0.15 m in diameter and spaced at 1 m intervals;
(ii) for an abrupt turn in the lead-in line — a continuous, yellow line that is 0.15 m wide for a distance of 2 m before and after the turn.
8.57 Aircraft parking position designation markings — apron taxiway and taxilane
(1) An aircraft parking position designation marking must use a number and may use a letter number combination (other than “H”) to indicate the parking position to which a taxi guideline leads.
(2) Aircraft parking position designation markings must be provided where an apron has more than 1 marked aircraft parking position.
(3) As shown in Figure 8.57 (3), a taxi guideline leading to more than 1 aircraft parking position must be located at the beginning of each diverging taxi guideline or lead-in line location and continue until the parking positions are reached.
(4) Primary aircraft parking positions must be designated sequentially with no omissions as far as practicable.
(5) As shown in Figure 8.57 (3), secondary aircraft parking positions must be identified with:
(a) the same number as the associated primary aircraft parking position; and
(b) an alphabetical suffix.
(6) For subsection (5), suffixes must start with the letter “A” (for the first secondary aircraft parking position associated with a primary aircraft parking position) and be lettered sequentially thereafter with no omissions.
(7) For subsection (5), each designation marking must be:
(a) located at the beginning of each diverging taxi guideline or lead-in line; and
(b) aligned so that it can be seen by the pilot of an approaching aircraft.
(8) As shown in Figure 8.57 (3), the numbers and letters in aircraft parking designation markings must be as follows:
(a) 2 m high and coloured yellow;
(b) aligned with the taxi guideline or lead-in line to be easily read by a pilot approaching on the line, but in a line break space;
(c) the line break space must extend for 0.3 m on either side of the designation marking.
Shows an Aircraft parking position designation with numbers and letters.
Figure 8.57 (3) Aircraft parking position designation numbers and letters (shows matters)
8.58 Aircraft parking position designations — parking position
(1) The aircraft parking position designation must be located:
(a) on the ground adjacent to the parking position; and
(b) such that it is clearly visible to the pilot of an approaching aircraft.
(2) As shown in Figure 8.58 (2)-1, for fixed-wing aircraft, the aircraft parking position designation must be as follows:
(a) marked on the ground;
(b) coloured yellow;
(c) comprising numbers 1 m high, located in a circle with a 2 m inside diameter and 0.15 m line thickness;
(d) with the centre of the circle, as viewed by the pilot:
(i) 4 m forward of the nose wheel position; and
(ii) 5 m to the left.
(3) The size of the aircraft parking position designation must not be less than the legend and face size specified in section 8.69 and Figures 8.69 (1)-1 to 8.69 (1)-5.
Note An illustration showing a combination of all the aircraft parking position markings at an aircraft parking position is shown in Figure 8.58 (2)-2.
(4) The aircraft parking position designation may be omitted from the ground at a parking position serviced by a VDGS or an A-VDGS if:
(a) the aircraft parking position designation is marked on the parking position identification sign in white letters on a black background, or black letters on a yellow background; and
(b) the parking position designation is:
(i) provided by means of a VDGS or an A-VDGS; and
(ii) clearly visible to the pilot of the approaching aircraft.
Note See section 9.126 for details of parking position identification signage.
Shows an Aircraft parking position designation.
Figure 8.58 (2)-1 Aircraft parking position designation (shows matters)
Shows Aircraft parking position markings.
Figure 8.58 (2)-2 Aircraft parking position markings (illustrates matters)
8.59 Aircraft type parking restriction designator markings
(1) An aerodrome operator may provide an aircraft type parking restriction designation to indicate the type of aircraft that a parking position accommodates.
(2) As shown in Figure 8.59 (2), an aircraft type parking restriction designation must be as follows:
(a) 2 m high, coloured yellow, and located in the space made by a break in the lead-in line (the space);
(b) aligned with the lead-in line to be easily read by a pilot approaching on the line;
(c) from the perspective of an approaching pilot:
(i) 1 m beyond the relevant aircraft parking position designator that is in the space; and
(ii) 0.3 m from where the lead-in line recommences after the space.
(3) Aircraft type parking restriction designations must comply with the standards for aircraft type designator markings mentioned in section 8.49.
(4) Aircraft type parking restriction designations must be provided at the lead-in line for each position to which an aircraft type parking restriction applies.
(5) Where a diverging lead-in line leads to an apron parking position suitable for helicopters only, the designation “H ONLY” must be provided.
Shows Aircraft type designator markings with measurements.
Figure 8.59 (2) Aircraft type designator markings (shows matters)
8.60 Aircraft parking position limit designators
(1) An aerodrome operator may provide an aircraft parking position limit designator to inform pilots of any limitation applying to a parking position, for example, arising from an aircraft’s weight or wingspan.
(2) As illustrated in Figure 8.60 (2) for a weight limit, an aircraft parking position limit designator must be as follows:
(a) 2 m high, coloured yellow, and located in the space made by a break in the lead-in line (the space);
(b) aligned with the lead-in line to be easily read by a pilot approaching on the line;
(c) from the perspective of an approaching pilot:
(i) 1 m beyond the relevant aircraft parking position designation that is in the space; and
(ii) 0.3 m from where the lead-in line recommences after the space;
(d) if used to limit aircraft weight — expressed in kilograms;
(e) if used to limit wingspan — expressed in metres.
Shows Parking position limit designator (example for aircraft weight) with measurements.
Figure 8.60 (2) Parking position limit designator (example for aircraft weight) (shows matters)
8.61 Pilot turn line markings
(1) An aerodrome operator may provide a pilot turn line at the point of initiation of any turn.
(2) A pilot turn line must be as follows:
(a) placed at right angles to the relevant lead-in line;
(b) located on the left-hand side as viewed by the pilot;
(c) marked with a 6 m long and 0.3 m wide yellow line located abeam the pilot’s position when the aircraft nose wheel is at the point of initiation of the turn;
(d) supplemented by a 6 m long and 0.3 m wide parallel yellow line that is:
(i) located abeam the position of the aircraft nose wheel when the wheel is at the point of initiation of the turn; and
(ii) marked with a yellow, 45 degree, 2 m wide arrowhead, indicating the direction of turn.
Shows Pilot turn line markings with measurements.
Figure 8.61 (2) Pilot turn line markings (shows matters)
(3) If an aircraft type designation is provided with the pilot turn line, it must be marked in yellow letters, 1 m high and 0.15 m below the turn line, facing the direction of incoming aircraft.
(4) For subsection (3), for an aerodrome reference code letter mentioned in a row of column 1 of Table 8.61 (4) — the aircraft type designation must be offset from the lead-in line by the distance specified in the same row in column 2.
Table 8.61 (4) Pilot turn line and aircraft type designation offset
Aerodrome reference code letter
Offset
A, B or C
5 m
D, E or F
10 m
8.62 Primary aircraft parking position markings
(1) Primary aircraft parking position markings must be comprised of the following:
(a) a lead-in line to the aircraft stop position;
(b) a stop line or stop lines for the aircraft (the relevant aircraft) for which the primary aircraft parking position is provided;
(c) aircraft type designation markings for the relevant aircraft;
(d) a relevant aircraft parking position designation.
Note The position of the stop line depends on whether the aircraft is under the control of the apron marshaller, a VDGS, or the pilot. A VDGS is sometimes called a “Nose in Guidance System” or NIGS. Where a VDGS is not provided for a primary aircraft parking position, an alignment line must be provided beyond the stop line — see section 8.65.
(2) Where an aircraft is required to power out of the parking position, a lead-out line must be provided.
8.63 Marshaller stop lines
(1) A marshaller stop line must be provided for any aircraft parking position where a marshaller is required to accurately determine the stopping position of the aircraft.
(2) As shown in Figure 8.63 (2), a marshaller stop line must:
(a) be a yellow line that is 6 m long and 0.3 m wide; and
(b) commence where the aircraft nose wheel is to stop; and
(c) as seen by the marshaller facing the incoming aircraft — run at right angles to, and on the right-hand side of, the lead-in line.
(3) Despite paragraph (2) (c), the marshaller stop line may be placed on the left-hand side of, or equally across, the lead-in line if it is not physically possible to mark the line on the right‑hand side.
(4) The aircraft type designation for a marshaller stop line must be in yellow numbers and letters that are:
(a) 0.3 m high; and
(b) 0.15 m below the midpoint of the marshaller stop line; and
(c) legible to the marshaller facing the incoming aircraft.
Shows Marshaller stop line with measurements.
Figure 8.63 (2) Marshaller stop line (shows matters)
8.64 Pilot stop line markings
(1) A pilot stop line must be provided if there is no marshaller, VDGS, or A-VDGS available.
(2) A pilot stop bar may be provided if a marshaller, VDGS or A-VDGS is available.
(3) As shown in Figure 8.64 (3), the pilot stop line must be such that when the aircraft is stopped at the nose wheel position, the line is:
(a) to the left of the pilot; and
(b) 6 m long, 0.3 m wide and coloured yellow; and
(c) offset from the alignment line by the distance mentioned in a row of column 2 of Table 8.64 (3) that corresponds to the aerodrome reference code letter mentioned in the same row in column 1 that is the reference code letter for the aircraft.
Table 8.64 (3) Pilot stop line offset
Aerodrome reference code letter
Offset from the alignment line
A, B or C
5 m
D, E or F
10 m
Shows Pilot stop line (no marshaller) with measurements.
Figure 8.64 (3) Pilot stop line (no marshaller) (shows matters)
(4) Despite paragraphs (3) (b) and (c), if aircraft of all reference code letters are to be accommodated at the 1 parking position then:
(a) the offset value for code letter C must be used; and
(b) the length of the pilot stop line marking must be 11 m.
(5) As shown in Figure 8.64 (3), the aircraft type designation for the pilot stop line must be written in yellow numbers and letters that are:
(a) 1 m high; and
(b) 0.15 m below the pilot stop line; and
(c) aligned to end where the pilot stop line ends on the side closest to the pilot; and
(d) legible to the pilot of an approaching aircraft.
8.65 Alignment lines
(1) If no VDGS is provided, an aerodrome operator must provide an alignment line beyond the stop line.
(2) As shown in Figure 8.65 (2), the alignment line must:
(b) have a line width of 0.15 m; and
(c) extend from the location of an aircraft nose wheel in the parked position, backwards under the body of the aircraft for a distance “X”; and
(d) extend forward from the location of the aircraft nose wheel in the parked position, commencing at a point 3 m past the most forward nose wheel position, for a distance “Y”; and
(e) be such that there is a 1 m long section of the alignment line placed in the centre of the 3 m gap.
Shows nose wheel position Alignment line with measurements.
Figure 8.65 (2) Alignment line (shows matters)
(3) For subsection (2), for an aircraft with a reference code letter mentioned in a row of column 1 in Table 8.65 (3):
(a) X = the distance mentioned in the same row in column 2; and
(b) Y = the distance mentioned in the same row in column 3.
Table 8.65 (3) Alignment line distances for X and Y
Aerodrome reference code letter
Distance X
Distance Y
A or B
5 m
9 m
C, D, E or F
10 m
18 m
(4) Despite paragraph (2) (d), the alignment line may be truncated if the provision of the full length is not possible due to a physical obstruction, provided that the truncation does not create a hazard to aircraft operations.
(5) Subsection (1) does not apply if:
(a) the aerodrome manual records that a marshaller must be present for an arriving aircraft that is to use the parking position; and
(b) a marshaller is present accordingly.
8.66 Secondary aircraft parking position markings
(1) If provided under subsection 8.55 (4), secondary aircraft parking position markings must comprise:
(a) a lead-in line or dots to the aircraft stop position; and
(b) a stop line for each aircraft (the relevant aircraft) for which the secondary aircraft parking position is provided; and
(c) aircraft type designation markings for the relevant aircraft; and
(d) an aircraft parking position designation.
(2) Secondary aircraft parking position markings must be coloured yellow.
(3) Where a secondary aircraft parking position marking and a primary aircraft parking position marking would otherwise overlap:
(a) the primary aircraft parking position marking must be marked in preference to the secondary aircraft parking position marking; and
(b) the secondary aircraft parking position marking must be omitted by 0.9 m either side of the primary aircraft parking position marking.
8.67 Keyhole markings
(1) Despite paragraph 8.66 (1) (b), if the secondary parking position is designed for aircraft with a wingspan of up to 24 m, the stop position may be identified with a keyhole marking as shown in Figure 8.67 (1).
(2) The marking must be located so that the centre of the ring is at the final nose wheel position.
(3) If required, any aircraft type or weight limit designation must be located at the commencement of the associated lead-in line or dotted line.
(4) If neither a VDGS nor a marshaller is provided for the parking position, the keyhole marking must also be marked with both a pilot stop line and an alignment line.
Shows Keyhole marking for secondary parking position with measurements.
Figure 8.67 (1) Keyhole marking (shows matters)
8.68 Lead-out lines
(1) A lead-out line must be provided on a parking position where an aircraft is to depart from a parking position under its own power and without the assistance of a push-back vehicle or unit.
(2) A lead-out line must take the form of a line of dashes, with each dash being 1 m long, 0.15 m wide, coloured yellow, and with 1 m intervals between each dash.
(3) The lead-out line must commence from the alignment line at least 3 m from the nose wheel position, as shown in Figure 8.68 (3).
(4) The lead-out line must extend to a point from where the pilot can clearly see the taxi guideline.
(5) As shown in Figure 8.68 (3), if direction arrow indicators are inserted, the first arrow must be at least 15 m along the lead-out line from the alignment line, with subsequent arrows at 30 m spacing.
Shows Lead-out line with measurements.
Figure 8.68 (3) Lead-out line (shows matters)
8.69 Designation characters for taxi and apron markings
(1) Subject to this section, all letters and numbers used in designations for taxi and apron markings must conform in style and proportion as shown in Figures 8.69 (1)-1 to 8.69 (1)-5.
(2) Actual dimensions must be determined in proportion to the overall height standard for each specific designator using the values attributed to the size of the cells of the grid in the relevant figure.
(3) For designators that are 0.3 m in height, the cell size to be used in the figures and letters is 0.015 m2.
(4) For designators that are 0.5 m in height, the cell size to be used in the figures and letters is 0.025 m2.
(5) For designators that are 1 m in height, the cell size to be used in the figures and letters is 0.05 m2.
(6) For designators that are 2 m in height, the cell size to be used in the figures and letters is 0.10 m2.
(7) Unless otherwise stated in the associated standard, the spacing between letters must be at least 1 cell space based on the cell size used for the letters.
(8) Unless otherwise stated in the associated standard, the spacing between letters, and numbers or other symbols (characters), must be at least 3 cell spaces.
(9) Unless otherwise stated in the associated standard, the spacing between words or data groups must be at least 6 cell spaces.
Shows Letters and numbers used in designations for taxiway and apron markings.
Figure 8.69 (1)-1 Letters and numbers used in designations for taxiway and apron markings (shows matters)
Shows Letters and numbers used in designations for taxiway and apron markings.
Figure 8.69 (1)-2 Letters and numbers used in designations for taxiway and apron markings (shows matters)
Shows Letters and numbers used in designations for taxiway and apron markings.
Figure 8.69 (1)-3 Letters and numbers used in designations for taxiway and apron markings (shows matters)
Shows Letters and numbers used in designations for taxiway and apron markings.
Figure 8.69 (1)-4 Letters and numbers used in designations for taxiway and apron markings (shows matters)
Shows Letters and numbers used in designations for taxiway and apron markings.
Figure 8.69 (1)-5 Letters and numbers used in designations for taxiway and apron markings (shows matters)
8.70 Push-back operator guidance markings
(1) Push-back vehicle operator guidance markings may be provided on aprons where aircraft are being pushed back by push-back vehicles (which includes push-back units).
(2) Push-back vehicle operator guidance markings must include, as a minimum:
(a) aircraft push-back lines; and
(b) towbar disconnect points.
(3) Push-back vehicle operator guidance markings must be based on the nose wheel of the aircraft for which the markings are provided regardless of the contact point with the push‑back vehicle.
Note Where multiple aircraft types use push-back vehicle operator guidance markings, CASA recommends that the aerodrome operator provide 1 set of guidance markings designed around the most critical aircraft type in terms of size, turn radius and the typical under- or over-steer.
(4) Despite subsection (3), push-back vehicle operator guidance markings may be based solely on the main wheel tracks, instead of the nose wheel, if:
(a) aircraft clearance to object requirements in Chapter 6 are maintained; and
(b) there is no hazard presented to aircraft operations; and
(c) relevant aircraft operators are consulted, and agree in writing, with the writing retained by the aerodrome operator and the agreement recorded in the aerodrome manual; and
(d) the push-back design methodology, and associated push-back safety procedures, are:
(i) communicated to the relevant aircraft operators and associated ground handling organisations; and
(ii) documented in the aerodrome manual.
8.71 Aircraft push-back lines
(1) The aircraft push-back line:
(a) subject to subsection 8.70 (4), must be based on the required path of the nose wheel of the aircraft with the reference code which the parking position is intended to serve; and
(b) must take the form of a line of dashes, with each dash being 1 m long, 0.15 m wide, coloured white, and with 1 m intervals between each dash.
(2) If the push-back line is used for push-back operations with aircraft of reference code letter C, D or E, the 10 m section of line before the towbar disconnect marking must be straight.
(3) If the entire length or a subsection of the push-back line is aligned with a lead-in line, the push-back line is to be omitted in favour of the primary lead-in line marking.
8.72 Tug push-back vehicle parking position line markings
(1) An aerodrome operator may provide a push-back vehicle parking position line marking.
(2) The push-back vehicle parking position line marking must be such that a parked push-back vehicle is clear of incoming aircraft.
(3) As shown in Figure 8.72 (3), the marking must consist of a continuous red line 0.10 m wide, marked in the shape of a half rectangle outline.
(4) The long side of the rectangle must be 3.5 m and other sides 1 m long.
(5) The push-back vehicle parking position line marking must commence a minimum of 3 m from the nose of the aircraft with the reference code which the parking position is intended to serve.
(6) If the push-back vehicle parking position line marking needs to be marked with an alignment line marking, the push-back vehicle parking position line is the primary marking.
Shows Push-back vehicle parking position line with measurements.
Figure 8.72 (3) Push-back vehicle parking position line (shows matters)
8.73 Towbar disconnect markings
(1) As shown in Figure 8.73 (1), the towbar disconnect marking must be located at the point of disconnection and must consist of a white line, 1.5 m long and 0.15 m wide.
(2) The towbar disconnect marking must be located on the left-hand side of the taxi guideline or push-back line, as viewed from the push-back vehicle, touching the line and at right angles to it.
(3) Towbar disconnect markings may be designated by the aerodrome operator.
(4) If designations are provided, each designation must have a minimum height of 0.3 m and be clearly readable to the operator of the push-back vehicle.
Note CASA recommends that towbar disconnect markings are designated with an alphabetical suffix the same as the corresponding taxiway or taxilane and then annotated with a sequential number starting at 1.
Shows Towbar disconnect marking with measurements.
(1) Push-back limit markings must be provided if, due to the presence of a hazard (for example, an obstacle, a vehicle or another aircraft operation), push-back operators must limit their push-back manoeuvres.
(2) As shown in Figure 8.74 (2), push-back limit markings must comprise 2 parallel white lines at right angles to and symmetrical about the push-back line. The lines must be 1 m long, 0.15 m wide and 0.15 m apart.
(1) An aerodrome operator may provide push-back alignment bar markings to assist push-back operators to align an aircraft correctly towards the completion of the push-back manoeuvre.
(2) The push-back alignment bar marking must be a broken white line, comprising stripes 1 m long and 0.15 m wide, spaced at 1 m intervals, for a maximum length of 30 m, aligned in the desired direction. The marking must commence 3 m past the tow disconnect marking, as shown in Figure 8.75 (2).
Shows Push-back alignment bar marking with measurements.
Figure 8.75 (2) Push-back alignment bar marking (shows matters)
8.76 Passenger path markings
(1) Passenger path markings may be provided between a terminal building and an aircraft to assist the safe, secure and orderly movement of passengers embarking or disembarking.
(2) Passenger path markings must be:
(a) marked as a series of white transverse lines, 0.5 m wide, at least 2 m long and 0.5 m apart, as shown in Figure 8.76 (2); or
(b) in accordance with the standards for patterns, colours and dimensions set by the relevant State or Territory roads authority for pedestrian crossing markings, as in force or existing from time to time, provided that the relevant State or Territory standard is referenced in the aerodrome manual.
Note Standards for patterns, colours and dimensions are available free online from the relevant State or Territory roads authority.
(3) Pedestrians on the passenger path marking must be considered to be crossing the apron, and all vehicles, including those servicing aircraft, must give way to such pedestrian traffic.
(a) a marking is used on an area of a sealed, concrete or asphalt apron to define the area for a miscellaneous purpose; and
(b) a corresponding marking standard is not available in this MOS for that purpose;
then the marking must consist of a continuous 0.15 m wide solid green line (a miscellaneous area line marking).
(2) The purpose and location of a miscellaneous area line marking must be explained in the aerodrome manual.
Note Miscellaneous area line markings are typically used to delineate leased areas on the apron.
8.78 Hazardous area markings
(1) A hazardous area marking may be used to denote a hazardous area on the apron surface, for example, an aerobridge drive zone, a pit cover or a fuel hydrant point.
(2) The hazardous area marking boundary must be marked on the apron surface with a continuous red line that is 0.15 m wide.
(3) The surface within the hazardous area marking boundary must be marked with red hatched lines that are:
(a) 0.15 m wide; and
(b) at a 45 degree angle to the line of a boundary; and
(c) equidistant from each other.
Division 6 Movement area guidance signs (MAGS)
8.79 Introduction
(1) Movement area guidance signs (MAGS) may be:
(a) mandatory instruction signs; or
(b) information only signs.
Note In this Division, a general reference to a MAGS is a reference to any MAGS.
(2) In this Division, unless the contrary intention appears:
(a) a reference to a “sign” is a reference to a MAGS; and
(b) a reference to “legend”, “face” and “installed” has the meaning given in paragraphs 8.82 (1) (a), (b) and (c), respectively.
(3) Mandatory instruction MAGS must contain instructions that are:
(a) in white lettering on a red background; and
(b) to be obeyed by pilots.
(4) MAGS with instructions must be provided:
(a) at international aerodromes with scheduled air transport operations; and
(b) at any aerodrome with ATC.
(5) Information only MAGS convey information and must be:
(a) in black lettering on a yellow background; or
(b) in yellow lettering on a black background.
(6) MAGS with information only must be provided at aerodromes where taxiway intersection departures are promulgated in the AIP.
(7) Aerodrome operators must consult with airlines, and with ATC, on the need for MAGS with information.
8.80 Naming of taxiway location signs
The following convention must be used in the naming of taxiway location signs:
(a) a single letter must be used, without numbers, to designate each main taxiway;
(b) the same letter must be used throughout the length of the taxiway, except where a turn of 90 degrees or more is made to join a runway, from whence a different letter may be assigned to the portion of the taxiway after the turn;
(c) for each intersecting taxiway, a different single letter must be used;
(d) to avoid confusion, the letters I, O and X must not be used;
(e) the letter Q may be used — but only where other letters are not available;
(f) at aerodromes with a large number of taxiways:
(i) alpha-numeric designators may be used for short intersecting taxiways; and
(ii) successive intersecting taxiways must use the same letter, with sequential numbers; and
(iii) if sequential numbers are not suitable (for example, due to the geometry of the taxiway system), the aerodrome operator must advise the AIS provider of the missing designators; and
(iv) if it is necessary to use double-digit alpha-numeric designators, these must not use numbers associated with the runway designations at the aerodrome.
8.81 Dimensions and location
(1) MAGS must be located to provide adequate clearance to passing aircraft.
(2) If MAGS are provided on 1 side of the taxiway only, they must be located on the pilot’s left-hand side.
(3) Despite subsection (2), MAGS may be located on the pilot’s right-hand side where it is not possible to locate the MAGS on the pilot’s left-hand side due to 1 or more of the following:
(4) If MAGS are to be read from opposite directions, they must be oriented so as to be at right angles to the taxi guideline.
(5) If MAGS are to be read in 1 direction only, they must be oriented so as to be at 75 degrees to the taxi guideline.
8.82 Sign size and location distances, including runway exit signs
(1) Sign size and location distances must be in accordance with Table 8.82 (1) where:
(a) legend means the height of the lettering within the sign, as measured in millimetres (mm); and
(b) face means the height of the sign face itself, as measured in mm; and
(c) installed means the height from ground level to the top of the installed sign, as measured in mm.
(2) Despite subsection (1), the location distances may be exceeded if:
(a) excessive jet blast or propeller wash is experienced at the preferred or mandated location; and
(b) the alternate location is located outside all other runway and taxiway strips; and
(c) the alternate location can be clearly seen from the runway; and
(d) the alternate location does not create a hazard to aircraft operations.
(3) For an information sign (I) or a mandatory instruction sign (M), as indicated in a row of column 2 of Table 8.82 (1), that is for an aerodrome with a code letter mentioned in the same row of column 1, the sign height, by type, legend, face, and installed, and the ranges of the perpendicular distance of the sign from the defined taxiway pavement edge to the near side of sign, and from the defined runway pavement edge to the near side of the sign, respectively, is the height or range mentioned in the same row in columns 3, 4, 5, 6, and 7, respectively.
Table 8.82 (1) Sign size and location distances
(4) In Table 8.82 (1), for an aerodrome code number with the superscript annotation “a”, runway exit information signs must be the same size as mandatory signs.
(5) Where information is also provided on a mandatory instruction sign, the information sign must comply with the same size, location, and distance from the pavement edge as the mandatory instruction sign, in accordance with Table 8.82 (1).
(6) For MAGS, the stroke width of letters and arrows must be such that for a letter or arrow height mentioned in a row of column 1 of Table 8.82 (6), the stroke width of the letter or arrow is the value mentioned in the same row in column 2.
Table 8.82 (6) Stroke width of letters and arrows
Height
Stroke width
200 mm
32 mm
300 mm
48 mm
400 mm
64 mm
(7) Subject to this section, the letters, numbers and symbols used on MAGS must conform in style and proportion as shown in Figures 8.82 (7)-1 to 8.82 (7)-7.
Shows Form and proportion of letters, numbers and symbols used on movement area guidance signs.
Figure 8.82 (7)-1 Form and proportion of letters, numbers and symbols used on movement area guidance signs (shows matters)
Shows Form and proportion of letters, numbers and symbols used on movement area guidance signs.
Figure 8.82 (7)-2 Form and proportion of letters, numbers and symbols used on movement area guidance signs (shows matters)
Shows Form and proportion of letters, numbers and symbols used on movement area guidance signs.
Figure 8.82 (7)-3 Form and proportion of letters, numbers and symbols used on movement area guidance signs (shows matters)
Shows Form and proportion of letters, numbers and symbols used on movement area guidance signs.
Figure 8.82 (7)-4 Form and proportion of letters, numbers and symbols used on movement area guidance signs (shows matters)
Shows Form and proportion of letters, numbers and symbols used on movement area guidance signs.
Figure 8.82 (7)-5 Form and proportion of letters, numbers and symbols used on movement area guidance signs (shows matters)
Shows notes that define proportion, dimensions and direction of Arrow strokes on Movement Area Guidance Signs.Shows Form and proportion of letters, numbers and symbols used on movement area guidance signs.
Figure 8.82 (7)-6 Form and proportion of letters, numbers and symbols used on movement area guidance signs (shows matters)
Shows Form and proportion of letters, numbers and symbols used on movement area guidance signs.
Figure 8.82 (7)-7 Form and proportion of letters, numbers and symbols used on movement area guidance signs (shows matters)
8.83 The face width of a sign
(1) The face width of a sign must provide on either side of the legend a minimum width equal to half the height of the legend.
(2) In the case of a single-letter standalone sign, the face width must be increased to the height of the legend.
(3) The face width of a mandatory instruction sign provided on 1 side of a taxiway only must not be less than:
(a) for a code 3 or 4 runway — 1.94 m; and
(b) for a code 1 or 2 runway — 1.46 m.
8.84 Structural
MAGS must be frangible in accordance with section 8.113.
8.85 Illumination
(1) MAGS must be illuminated for the following:
(a) runways and associated taxiways at aerodromes with scheduled international air transport operations;
(b) runways and associated taxiways with:
(i) visual range conditions less than 800 m; or
(ii) RVR conditions less than 800 m.
(2) MAGS may be illuminated for runways and associated taxiways at aerodromes that:
(a) do not have scheduled international air transport operations; and
(b) do have visual range conditions or RVR conditions equal to, or greater than, 800 m.
(3) For runways and taxiways mentioned in subsection (2), a retroreflective sign may be used as an alternative to illumination, but not if the location of the sign would make a retroreflective sign ineffective.
(4) Illumination:
(a) may be external or internal to the sign; and
(b) must not cause any visual hazard to aircraft and vehicles, for example, from glare or dazzle.
(5) The average sign luminance must be as follows:
(a) for operations conducted in runway visibility, or RVR, of less than 800 m — the average sign luminance for the sign colour mentioned in a row of column 1 of Table 8.85 (5) (a) must be at least that mentioned in the same row in column 2;
Table 8.85 (5) (a) Luminance for RVR of less than 800 m
Sign Colour
Average sign luminance
Red
30 cd/m2
Yellow
150 cd/m2
White
300 cd/m2
(b) for operations conducted at night, in RVR of 800 m or more — average sign luminance for the sign colour mentioned in a row of column 1 of Table 8.85 (5) (b) must be at least that mentioned in the same row in column 2.
Table 8.85 (5) (b) Luminance for night operations with RVR of 800 m or more
Sign Colour
Average sign luminance
Red
10 cd/m2
Yellow
50 cd/m2
White
100 cd/m2
(6) The luminous ratio between the red and white elements of a mandatory instruction sign must not be less than 1:5 and not greater than 1:10.
Note CASA recommends that the average luminance of the MAGS be calculated in accordance with ICAO Annex 14, Aerodromes, Volume 1, Aerodrome Design and Operations, Appendix 4, Figure A4-1, as in force or existing from time to time. For ICAO documents, see section 1.07.
(7) The comparative luminance values of adjacent grid cells within a sign must not exceed:
(a) a ratio of 1.5:1 for grid cells that are 15 cm2; and
(b) a ratio of 1.25:1 for grid cells that are 7.5 cm2.
Note “Grid cells” within a sign is a variable construct which depends upon the technique being applied and the number of grid squares used.
(8) The ratio between the maximum and minimum luminance value over the whole of a sign face must not exceed 5:1.
(9) The sign specifically provided at an aerodrome for LAHSO must be illuminated when the lighting of the runway on which LAHSO are conducted is switched on.
Note MAGS specifically provided for LAHSO include, for example, runway/runway intersection signs and distance-to-go signs.
(10) Runway exit signs that are required for LAHSO must be illuminated when LAHSO are conducted at night.
Note CASA recommends that signs use red, white, yellow and black colours that comply with the relevant recommendations in ICAO Annex 14, Aerodromes, Volume 1, Aerodrome Design and Operations, Appendix 1, for externally illuminated signs, retroreflective signs and transilluminated signs, as applicable. For ICAO documents, see section 1.07.
8.86 MAGS with mandatory instructions
Mandatory instruction MAGS include the following:
(a) runway designation signs;
(b) CAT I, II or III holding position signs;
(c) runway holding position signs;
(d) aircraft NO ENTRY signs;
(e) vehicular STOP signs;
(f) runway/runway intersection signs.
8.87 Runway designation signs
(1) At the intersection of a runway with a taxiway with a pattern “A” runway holding position marking, a runway designation sign must be provided as illustrated in Figure 8.87 (1).
(2) If the taxiway intersection is located at or near the end of the runway, only the designation for 1 end of the runway must be shown.
(3) If the taxiway intersection is not located at or near the end of the runway, designations for both ends of the runway must be shown, properly orientated for each sign to be relevantly viewed.
(4) A taxiway location sign must be provided alongside the runway designation sign, in the outboard (that is, farthest from the taxiway) position.
(5) A runway designation sign must be provided on each side of the taxiway.
(6) Despite subsection (5), a runway designation sign may be provided on only 1 side, preferably the left-hand side, if placement on both sides is prevented by any of the following:
Shows Runway designation sign with taxiway location sign
(1) For a CAT I, II or III runway, if a pattern “B” runway holding position marking is provided on a taxiway, a CAT I, II or III runway destination sign must be provided on each side of the taxiway, as illustrated in Figure 8.88 (1).
(2) Despite subsection (1), a CAT I, II or III runway destination sign may be provided on only 1 side, preferably the left-hand side, if placement on both sides is prevented by any of the following:
Shows CAT I runway designation sign
Figure 8.88 (1) CAT I runway designation sign (illustrates matters)
8.89 Runway holding position signs
(1) A runway holding position sign must be provided at a taxiway location other than an intersection where ATC has a requirement for aircraft to stop.
Note For example, ATC may require aircraft to stop at an intersection where there is entry to an ILS sensitive area.
(2) A runway holding position sign may be provided in other locations as a mitigation measure against the risk of a runway incursion event.
(3) Where a runway holding position sign is provided under subsection (2), the location of the runway holding position sign must ensure the vehicle will hold clear of the runway in accordance with Chapter 6, Division 3 and Chapter 7 of this MOS.
(4) A runway holding position sign is a taxiway designation sign, but with white lettering on a red background, as illustrated in Figure 8.89 (4).
Shows Mandatory runway holding position sign
Figure 8.89 (4) Mandatory runway holding position sign (illustrates matters)
8.90 Aircraft NO ENTRY signs
(1) As illustrated in Figure 8.90 (1), an aircraft NO ENTRY sign, consisting of a white circle with a horizontal bar in the middle, on a red background, must be provided at the entrance to a prohibited area.
(2) The NO ENTRY sign must be located on each side of the taxiway.
(3) Despite subsection (2), a NO ENTRY sign may be provided on only 1 side, preferably the left-hand side, if placement on both sides is prevented by any of the following:
(c) visual obstruction.
Shows Aircraft NO ENTRY sign.
Figure 8.90 (1) Aircraft NO ENTRY sign (illustrates matters)
8.91 Vehicle STOP signs
(1) Vehicle STOP signs may be provided to prevent an inadvertent vehicle incursion into the movement area.
(2) A vehicle STOP sign:
(a) must not be located within a runway or taxiway strip; and
(b) must not infringe the obstacle limitation surface.
Note 1 See also sections 6.54 and 6.55 for the provision and location of a road-holding position.
Note 2 CASA recommends that vehicle STOP signs comply with the standards, in force or existing from time to time, set by the roads authority of the State or Territory where the aerodrome is located.
8.92 Runway/runway intersection signs
(1) Signs must be used to identify that a runway X intersects a runway Y ahead of an aircraft already on runway Y (runway/runway intersection signs).
(2) Runway/runway intersection signs are runway designation signs provided on each side of a runway used in LAHSO.
(3) Runway/runway intersection signs must:
(a) show the designation of the intersecting runway; and
(b) using a dash, indicate the respective intersecting runway thresholds, for example, “15‑33”, indicates that runway threshold “15” is to the left, and runway threshold “33” is to the right; and
(c) be properly orientated for the sign to be relevantly viewed; and
(d) be located at the hold short line, which must be at least 75 m from the centreline of the intersecting runway.
(4) The overall height of a runway/runway intersection sign above the ground, and offset from the edge of the runway pavement, must be such as to provide at least 300 mm clearance between the top of the sign and any part of any aircraft using the runway when the outer edge of the wheel of the aircraft is at the runway pavement edge.
8.93 MAGS with information
Information MAGS include the following:
(a) taxiway location signs;
(b) direction signs;
(c) destination signs;
(d) take-off run available signs;
(e) runway exit signs;
(f) distance-to-go signs;
(g) LAHSO distance-to-go signs.
8.94 Taxiway location signs
(1) A taxiway location sign:
(a) is for the presentation of taxiway location information to an aircraft or vehicle on the taxiway; and
(b) is normally provided in conjunction with a direction sign or a runway designation sign.
(2) A taxiway location sign must consist of yellow letters, numbers or symbols on a black background, as illustrated in Figure 8.94 (2).
Note In Figure 8.94 (2), the background appears as grey but this is only for contrast clarity. At an aerodrome, a taxiway location sign must have a black background.
8.95 Taxiway direction signs
(1) A taxiway direction sign is to indicate the presence of an intersecting taxiway.
(2) The taxiway direction must be indicated on the direction sign by an arrow, as illustrated in Figure 8.95 (2).
(3) The direction sign must have black letters on a yellow background.
(4) The direction sign must be complemented by a location sign.
(5) Despite subsection (4), the location sign may be omitted if the taxiway designation is displayed on previous location signs along the taxiway.
(6) At the intersection of a taxiway with another taxiway (a taxiway/taxiway intersection), information MAGS must be located before the intersection and in line with the taxiway intersection marking.
8.96 Destination signs
(1) Destination signs may be provided at an aerodrome to advise pilots of facilities on, or near, the movement area.
(2) Destination signs must take the form of black letters on a yellow background, as illustrated in Figure 8.96 (2).
(3) A destination sign must not be co-located with a location or direction sign.
(4) The sign text used for destination signs may include the text set out in Table 8.96 (4) where the text in a row of column 1 has the meaning given in the same row in column 2.
Table 8.96 (4) Common sign texts and their meaning
Sign text
Meaning
RAMP or APRON
General parking, servicing and loading areas
PARK or PARKING
Aircraft parking area
CIVIL
Civilian areas of joint-use aerodromes
MIL
Military area of a joint-use aerodrome
CARGO
Freight or cargo handling area
INTL
International areas
DOM
Domestic areas
RUNUP
Run-up areas
AC
Altimeter check point
VOR
VOR check point
FUEL
Fuel or service area
HGR
Hangar or hangar area
8.97 Take-off run available signs
(1) A take-off run available sign is to indicate to pilots the length of take-off run available from a particular taxiway from which the AIP indicates that an intersection departure is available.
(2) A take-off run available sign must be provided as a final reassurance to the pilot of an aircraft that the pilot is at the correct take-off location.
(3) Take-off run available signs must be located abeam the runway holding position on the entry taxiway.
(4) If 1 take-off run available sign is provided, it must be located on the left-hand side of the taxiway.
(5) If take-off is available in both directions, 2 signs must be used, located 1 on each side of the taxiway, corresponding to the direction of take-off.
(6) A take-off run available sign must not obscure a pilot’s view of any mandatory instruction MAGS.
(7) If the start of a take-off run for an intersection departure is close to the start of a runway, the take-off run available sign must show:
(a) the designation of the take-off runway; and
(b) the take-off run available in metres, as illustrated in Figure 8.97 (7).
(8) If the take-off run for an intersection departure is not close to the start of the runway, the sign must show:
(a) the take-off run available in metres; and
(b) an arrow indicating the direction in which the take-off run is available, as illustrated in Figure 8.97 (8).
(9) If intersection departures are available in both directions from an intersection departure position reported by the aerodrome operator, a take-off run available sign must be provided for each direction of take-off.
Shows Take-off run available sign.
Figure 8.97 (7) Take-off run available sign (illustrates matters)
Figure 8.97 (8) Take-off run available sign (illustrates matters)
8.98 Runway exit signs
(1) Subject to subsection (4), an aerodrome operator may provide a runway exit sign to advise pilots of the designation and direction of a taxiway from which they can exit a runway.
(2) A runway exit sign must consist of black lettering on a yellow background, with a black arrow separated from the taxiway designator and pointing to the right of the designator for exits to the right, and to the left for exits to the left, as illustrated in Figure 8.98 (2).
(3) A runway exit sign must be located on the side of the exit taxiway as follows:
(a) for a code 3 or 4 runway — 60 m before the exit junction;
(b) for a code 1 or 2 runway — 30 m before the exit junction.
(4) Runway exit signs must be provided for a runway used in LAHSO, unless the runway is provided only for aircraft below 5 700 kg MTOW.
8.99 LAHSO distance-to-go signs
(1) LAHSO distance-to-go signs must be provided at a runway where runway geometry prevents a pilot engaged in LAHSO from readily and clearly seeing the hold short line.
(2) LAHSO distance-to-go signs must:
(a) be provided on the left-hand side of the runway as seen by the landing pilot; and
(b) display increments of 300 m from the hold short line.
(3) For LAHSO distance-to-go signs:
(a) there must be 3 signs, each appropriately marked with 1 of the following sets of numerals to show the metric distance-to-go:
(i) 300;
(ii) 600;
(iii) 900; and
(b) below each set of numerals, the designation of the intersecting runway must be displayed in smaller characters, as illustrated in Figure 8.99 (3); and
(c) the letters and numbers used in the sign must be in black on a yellow background; and
(d) the height of the distance numerals must be 600 mm and the height of the runway designation must be 200 mm.
(a) be provided at an aircraft parking position that is equipped with a VDGS; and
(b) be located so as to be clearly visible from the cockpit of an approaching aircraft before it turns into the parking position; and
(c) consist of a numeric, or alpha-numeric, inscription denoting the parking position that is either:
(i) in white on a black background; or
(ii) in black on a yellow background.
Note The illumination requirements for parking position identification signs are contained in subsections 9.126 (4) and (5).
Division 7 Wind direction indicators
8.101 Requirements
(1) An aerodrome operator:
(a) must install and maintain at least 1 wind direction indicator at the aerodrome, unless this MOS requires the installation of more than 1 wind direction indicator; and
(b) may install and maintain wind direction indicators additional to those required under paragraph (a) in accordance with the requirements of this subsection.
(2) A wind direction indicator must be visible from aircraft:
(a) in flight; or
(b) on the manoeuvring area.
(3) A wind direction indicator must be such that it is not affected by the effects of any air disturbance caused by buildings or other structures.
(4) A wind direction indicator must be provided at the threshold of an instrument runway.
(5) Despite subsections (2) and (4), for a runway that is not more than 1 200 m in length, the wind direction indicator may be centrally located provided it is visible from:
(a) both approaches; and
(b) the aircraft parking area.
(6) The location required by subsection (4) does not apply to an instrument runway if surface wind information is communicated to pilots of aircraft approaching the runway by:
(a) ATC; or
(b) an aerodrome weather observing system that:
(i) is a Bureau of Meteorology-approved weather observing system; and
(ii) provides surface wind information through an aerodrome weather information broadcast; or
(c) an approved observer with a communication link to pilots through which timely information about surface wind may be passed; or
(d) any other means approved in writing by CASA.
Note Despite subsection (6), locating a wind direction indicator at the threshold is recommended as such a visual aid provides immediate indication of wind direction and speed to pilots at the critical phase of the landing.
(7) A wind direction indicator provided at the threshold of an instrument runway must be located as follows:
(a) on the left-hand side of the threshold as seen from a landing aircraft;
(b) outside the runway strip;
(c) clear of the transitional obstacle limitation surface;
(d) 100 m upwind of the threshold.
(8) Despite paragraphs (7) (a) and (d), a wind direction indicator may be located on the right‑hand side of the threshold, and up to 200 m upwind, if the left-hand side location 100 m upwind of the threshold is obstructed by:
(a) a taxiway, a navigational aid or a similar obstruction; or
(b) a structure or obstacle which is assessed, by CASA or a person approved in writing by CASA, as interfering with natural wind effects.
(9) Despite subsections (7) and (8), a wind direction indicator provided at the threshold of an instrument runway may be located as approved in writing by CASA.
8.102 Standards for wind direction indicators
(1) A wind direction indicator must consist of a tapering fabric sleeve with the widest end attached to a pole at an attachment point which ensures that the centroid of the sleeve is as close as possible to being 6.5 m above the ground.
(2) The sleeve must be 3.65 m long and taper uniformly from 900 mm in diameter to 250 mm in diameter, as illustrated in Figure 8.102 (2).
(3) The widest end of the sleeve must be mounted on a rigid frame that:
(a) keeps the end of the sleeve open; and
(b) keeps the sleeve attached to the pole; and
(c) allows the sleeve to move freely through 360 degrees around the pole.
(4) The fabric of the sleeve must be of a conspicuous colour, preferably white, except that white fabric must not be used if its visibility is affected by snow or other contaminant on the movement area.
Note Natural or synthetic fibres within the weight range of 270 to 275 g/m2 have been used effectively as wind direction indicator sleeve material.
Shows Wind direction indicator including measurements.
Figure 8.102 (2) Wind direction indicator (illustrates matters)
(5) At a non-controlled aerodrome, or an aerodrome without a 24 hour ATC service, the pole of at least 1 wind direction indicator must be located in the centre of a circle (the background circle) on the ground which provides a background contrast for the colour of the sleeve.
(6) The background circle must be:
(a) 15 m in diameter; and
(b) coloured black; and
(c) bordered by:
(i) a white perimeter 1.2 m wide; or
(ii) a ring of at least 8 equally-spaced white markers, each with a base not less than 0.75 m in diameter.
Note For the illumination of wind direction indicators, see section 9.38.
(7) At aerodromes with more than one wind direction indicator, any additional wind direction indicators mentioned in paragraph 8.101 (1) (b) must comply with subsections (1), (2), (3) and (4) (of this section) except that the sleeve colour may be:
(a) if not illuminated at night — a conspicuous colour other than white, preferably yellow or orange; and
(b) if illuminated at night — white (subject to subsection (4)), or another contrasting colour which is clearly visible when illuminated.
Division 8 Ground signals
8.103 Signal areas
(1) A signal area may be provided in conjunction with 1 wind direction indicator.
Note Provision of a signal area is optional. It is neither compulsory nor necessary because of the requirements for radio carriage and use at certified aerodromes under regulation 166E of CAR, and the requirement for NOTAMs to be issued for the aerodrome in the event of changes to conditions. A signal area would be unnecessary if a 24-hour ATC service is provided at the aerodrome.
(2) A signal area must be:
(a) 9 m in diameter; and
(b) black in colour; and
(c) bordered by:
(i) a white border 1 metre wide; or
(ii) a minimum of 5 equally-spaced white markers, each with a base not less than 0.75 m in diameter; and
Note See the illustration in Figure 8.103 (2).
(d) not more than 15 m from:
(i) the wind direction indicator; or
(ii) the additional wind direction indicator located closest to the apron of the aerodrome.
Shows Signal area including measurements.
Figure 8.103 (2) Signal area (illustrates matters)
8.104 Ground signals in signal areas
(1) This section applies only if a signal area is provided.
(2) A “total unserviceability” signal must be displayed in a signal area when an aerodrome is closed to landing aircraft.
(3) As shown in Figure 8.104 (3), a “total unserviceability” signal must consist of 2 white stripes, 0.9 m wide and 6 m long, bisecting each other at right angles.
(4) A “restricted operations” signal must be displayed in a signal area at an aerodrome with more than 1 type of surface on its movement area, to indicate whether aircraft are only to use:
(a) the sealed runways, taxiways and aprons; or
(b) if there are no sealed runways — the gravel runways.
(5) As shown in Figure 8.104 (5), a “restricted operations” signal must consist of 2 white circles, each 1.5 m in diameter, connected by a white crossbar 1.5 m long and 0.4 m wide.
Shows Total unserviceability signal including measurements.
Figure 8.104 (3) Total unserviceability signal (shows matters)
Shows Restricted operations signal including measurements.
Figure 8.104 (5) Restricted operations signal (shows matters)