USAF Aircraft Marshalling

BY ORDER OF THE AIR FORCE INSTRUCTION 11-218
SECRETARY OF THE AIR FORCE 11 MAY 2005
Flying Operations
AIRCRAFT OPERATIONS AND

MOVEMENT ON THE GROUND
COMPLIANCE WITH THIS PUBLICATION IS MANDATORY
ACCESSIBILITY: Publications and forms are available on the e-Publishing website at

www.e-publishing.af.mil for downloading or ordering.
RELEASABILITY: There are no releasability restrictions on this publication.
OPR: HQ AFFSA/XOF Certified by: HQ USAF/XOO

(Lt Gen Charles F. Wald)
Supersedes AFI 11-218, 19 May 2004 Pages: 92
This instruction implements AFPD 11-2, Flight Rules and Procedures. It prescribes rules for the opera-
tion, movement, and control of aircraft on the ground. This instruction applies to ground operations of all
USAF aircraft operating in an aircraft apron/ramp and movement area at any airfield, whether military,
civilian, or foreign. This instruction does not apply to specialized maintenance procedures normally con-
ducted away from aircraft apron/ramp and movement areas, such as engine runs conducted in approved
sound suppressors. This instruction applies to all personnel operating USAF aircraft on the ground,
whether military, civilian, or contractor. Major commands (MAJCOM) must send supplements to the Air
Force Flight Standards Agency (HQ AFFSA/XOF), 1535 Command Drive, Suite D305, Andrews AFB
MD 20762, for approval.
SUMMARY OF CHANGES
This revision incorporates Interim Change IC 2005-1. 1.22.2. and 1.22.3. Text changed to clarify taxi
distances. Figure 3.2. Figure replaced; original was incorrect. 3.21.2. Note added clarifying sources for
low visibility taxi diagrams in the CONUS. 3.22.1.3. Note added clarifying sources for low visibility taxi
diagrams OCONUS. Attachment 1, Abbreviations and Acronyms. Added terms “AGE” and “AIP” to
list. Attachment 1, Terms. Added terms “judgmental over-steering”, “obstruction (permanent)” and “taxi
lane”. A bar ( | ) indicates a revision from the previous edition.
Chapter 1— RULES FOR AIRCRAFT OPERATION AND MOVEMENT

ON THE GROUND 6
Section 1A—General Rules 6

1.1. Procedures and Checklists. ........................................................................................ 6
1.2. Use of Protective Equipment. .................................................................................... 6
1.3. Crew Rest and Duty Time Limitations. ..................................................................... 6
2 AFI11-218 11 MAY 2005
1.4. Use of Aircraft Lights. ............................................................................................... 6

1.5. Use of Radios. ............................................................................................................ 6
Section 1B—Records Disposal. 7

1.6. Records Disposal. ...................................................................................................... 7
Section 1C—Training Procedures and Documentation 7

1.7. General Training Requirements. ................................................................................ 7
1.8. Evaluation Requirements. .......................................................................................... 7
1.9. Use of Simulators. ...................................................................................................... 8
1.10. Start, Run-up and Test of Engines. ............................................................................ 8
1.11. Taxi. ........................................................................................................................... 8
1.12. Towing. ...................................................................................................................... 9
1.13. Aircraft Marshalling, Airport Markings, Lights, and Signs. ..................................... 9
Section 1D—Start, Run-up and Test of Engines. 9

1.14. Authorized Personnel. ................................................................................................ 9
1.15. Engine Run-up ........................................................................................................... 10
1.16. Engine Run-up of Rotary Wing Aircraft. .................................................................. 10
Section 1E—Taxi 10
1.17. Authorized Personnel. ................................................................................................ 10
1.18. Taxiing of Rotary-Winged Aircraft. .......................................................................... 10
1.19. Manning Requirements. ............................................................................................. 11
1.20. Right-of-Way Rules. .................................................................................................. 11
1.21. Traffic Control Light Signals. .................................................................................... 11
Table 1.1. Air Traffic Control Tower Light Gun Signals (Ground Only). ................................ 12
1.22. Taxi and Towing Distances. ...................................................................................... 12
Table 1.2. Minimum Allowable Taxi Distances. ....................................................................... 14
Table 1.3. Minimum Allowable Towing Distances. .................................................................. 14
Chapter 2— AIRCRAFT MARSHALLING 15
Section 2A—Standard Marshalling Signals For The Air Force 15

2.1. Standard Marshalling Signals. ................................................................................... 15
2.2. AF Visual Aid (AFVA) 11-224, Aircraft Marshalling Signals. ................................ 15
AFI11-218 11 MAY 2005 3
Section 2B—Aircraft Marshallers. 15

2.3. Aircraft Marshallers. .................................................................................................. 15
Section 2C—Visual Marshalling Signals 15

2.4. USAF Visual Marshalling Signals (Pilot Initiated): .................................................. 15
2.5. International Aircraft Marshalling Signals. ............................................................... 16
Figure 2.1. Ground Movement Signals For All Aircraft (Signals 1 Through 54) .
Note: Day and night signals are the same except where noted. ............................... 18
Figure 2.2. Additional Signals For Hovering Aircraft (Signals 55 Through 90)
Note: Day and night signals are the same except where noted. ............................... 41
Chapter 3— AIRPORT MARKINGS, LIGHTS AND SIGNS 54
Section 3A—Standard Airport Markings, Lights, and Signs. 54

3.1. Standard Airport Markings, Lights, and Signs. ......................................................... 54
3.2. Visual Aid for Airport Markings, Lights, and Signs. ................................................ 54
3.3. Compliance With Airport Markings, Lights, and Signs. ........................................... 54
Section 3B—Airport Markings 55

3.4. General. ...................................................................................................................... 55
3.5. Runway Markings. ..................................................................................................... 55
Figure 3.1. Runway Shoulder Markings. .................................................................................... 56
Figure 3.2. FAA Demarcation Bars and Threshold Markings. ................................................... 58
Figure 3.3. USAF Threshold Markings. ...................................................................................... 59
3.6. Taxiway Markings. ................................................................................................... 59
Figure 3.4. Taxiway Holding Position Markings. ....................................................................... 59
Figure 3.5. Taxiway Edge Markings. .......................................................................................... 60
Figure 3.6. Taxiway Shoulder Markings. .................................................................................... 61
Figure 3.7. Surface Painted Location and Direction Signs. ........................................................ 62
Figure 3.8. Geographic Position Markings. ................................................................................ 63
3.7. Holding Position Markings. ...................................................................................... 63
Figure 3.9. Runway Holding Position Markings. ........................................................................ 64
Figure 3.10. Holding Position Markings for ILS Critical Area. ................................................... 65
Figure 3.11. Holding Position Markings for Taxiway/Taxiway Intersections. ............................. 66
4 AFI11-218 11 MAY 2005
Figure 3.12. Surface Painted Holding Position Sign. .................................................................... 66

3.8. Other Markings. ........................................................................................................ 67
Figure 3.13. Vehicle Roadway Markings. ..................................................................................... 67
Figure 3.14. Non-movement Area Boundary Markings. .............................................................. 68
Figure 3.15. Closed Runway or Taxiway Markings. .................................................................... 68
Figure 3.16. Helicopter Landing Areas. ........................................................................................ 69
Section 3C—Airport Lighting Systems 69

3.9. Runway Lights ........................................................................................................... 69
3.10. Control of Lighting Systems. ..................................................................................... 70
3.11. Taxiway Lights .......................................................................................................... 70
Figure 3.17. Clearance Bar Lights. ............................................................................................... 71
Figure 3.18. Runway Guard Lights. .............................................................................................. 71
Figure 3.19. Stop Bar Lights. ........................................................................................................ 72
Figure 3.20. Runway Guard Lights. .............................................................................................. 73
Figure 3.21. Stop Bar Lights. ........................................................................................................ 73
Section 3D—Airport Signs 73

3.12. General. ...................................................................................................................... 73
3.13. Mandatory Instruction Signs. ..................................................................................... 73
Figure 3.22. Runway Holding Position Sign. ................................................................................ 74
Figure 3.23. Runway Holding Position Sign at Beginning of Takeoff Runway. .......................... 74
Figure 3.24. Runway Holding Position Sign at Intersection of Two Runways. ........................... 74
Figure 3.25. Runway Approach Area Holding Position Sign. ...................................................... 75
Figure 3.26. ILS Critical Area Holding Position Sign. ................................................................. 75
Figure 3.27. No Entry Sign. .......................................................................................................... 75
3.14. Location Signs. ......................................................................................................... 75
Figure 3.28. Taxiway Location Sign. ............................................................................................ 76
Figure 3.29. Taxiway Location Sign Collocated With Runway Holding Position Sign. .............. 76
Figure 3.30. Runway Location Sign. ............................................................................................. 76
Figure 3.31. Runway Boundary Sign. ........................................................................................... 77
Figure 3.32. ILS Critical Area Boundary Sign. ............................................................................. 77
AFI11-218 11 MAY 2005 5
3.15. Direction Signs. ........................................................................................................ 77

Figure 3.33. Direction Sign to Indicate Runway Exit. .................................................................. 78
3.16. Destination Signs ....................................................................................................... 78
Figure 3.34. Destination Sign for Military Area. .......................................................................... 79
Figure 3.35. Destination Sign for Common Taxi Route to Two Runways. .................................. 79
Figure 3.36. Destination Sign for Different Taxi Route to Two Runways. .................................. 79
3.17. Information Signs. .................................................................................................... 79
3.18. Runway Distance Remaining Signs. .......................................................................... 79
Figure 3.37. Runway Distance Remaining Sign Indicating 3,000 feet of Runway Remaining .... 79
Section 3E—Surface Movement Guidance and Control System (SMGCS) 80

3.19. General Information ................................................................................................... 80
3.20. SMGCS Training. ...................................................................................................... 80
3.21. SMGCS Procedures (FAA). ...................................................................................... 81
3.22. SMGCS Procedures (ICAO). ..................................................................................... 82
Section 3F—Aircraft Arresting Devices 82

3.23. Emergency Arresting Gear. ....................................................................................... 82
Attachment 1— GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION 84
Attachment 2— IC 2004-1 TO AFI 11-218, AIRCRAFT OPERATIONS

AND MOVEMENT ON THE GROUND 88
Attachment 3— IC 2005-1 TO AFI 11-218, AIRCRAFT OPERATIONS

AND MOVEMENT ON THE GROUND 89
6 AFI11-218 11 MAY 2005
Chapter 1
RULES FOR AIRCRAFT OPERATION AND MOVEMENT ON THE GROUND
Section 1A—General Rules
1.1. Procedures and Checklists. Personnel authorized to start, test, taxi, or operate US Air Force
(USAF) fixed or rotary wing aircraft will adhere to procedures as described in aircraft flight and mainte-
nance manuals. Appropriate technical order (TO) checklists will be used.
1.2. Use of Protective Equipment.

1.2.1. Personnel must wear protective goggles or an appropriate helmet with visor, when in rotor
wash areas or in front of an aircraft that is being backed using the aircraft's engines.
1.2.2. Personnel must wear earplugs, muff-type ear defenders, or headsets in the immediate area of
aircraft that have engines, Auxiliary Power Unit (APU), or Gas Turbine Compressor (GTC) running.
"Immediate area" is the area where hearing loss may occur if ear protectors are not worn.
1.3. Crew Rest and Duty Time Limitations.

1.3.1. Crew rest is required for all personnel prior to operating an aircraft on the ground. This includes
engine start and taxi of aircraft.
1.3.1.1. Aircrew personnel shall comply with AFI 11-202 Volume 3, General Flight Rules, for
crew rest and maximum duty periods when operating aircraft on the ground.
1.3.1.2. Maintenance personnel shall comply with AFI 21-201, Aerospace Equipment Mainte-
nance Management, for crew rest and maximum duty periods when operating aircraft on the
ground.
1.4. Use of Aircraft Lights.

1.4.1. For aircraft equipped with anti-collision lights, the lights must be on from just prior to engine
start until engine shutdown.
1.4.1.1. Aircraft that do not have power available before engine start shall turn anti-collision
lights on as soon as power is available.
1.4.2. From sunset to sunrise all moving aircraft shall display position lights and lights to clearly illu-
minate the extremities of the aircraft.
1.4.2.1. From sunset to sunrise, moving aircraft with no power available to operate lighting sys-
tems, such as aircraft being towed, shall use wing-walkers with lighted wands, or another means
to illuminate the extremities of the aircraft in motion.
1.4.3. Flashing lights may be switched off or reduced in intensity if they will adversely affect the per-
formance of duties, or subject an outside observer to harmful glare.
1.5. Use of Radios. Operators shall obtain approval from ground control, ramp control, or tower, in
accordance with local procedures, prior to engine start. Emergency situations or authorized flights are
AFI11-218 11 MAY 2005 7
exempted. If approval is required and the aircraft radios are inoperative, obtain the approval through alter-
nate means.
1.5.1. Monitor ground control, ramp control, or tower frequency, if available, during ground opera-
tions with engines running to insure prompt emergency response if needed. If the aircraft radios are
inoperative, a person who does have contact with the controlling agency, or crash, fire, rescue person-
nel, must monitor ground operations with engines running.
1.5.2. At airfields where ground control, ramp control, or tower does not operate continuously, estab-
lish radio contact with base operations, base command post, maintenance job control, or other respon-
sible agency, in accordance with local procedures, prior to engine start. The contacted agency must
have immediate access to the base fire department and, when possible, the secondary crash net.
Section 1B—Records Disposal.
1.6. Records Disposal. Dispose of records IAW AFMAN 37-139.
Section 1C—Training Procedures and Documentation
1.7. General Training Requirements. Personnel involved in engine runs or moving aircraft on the
ground will receive instruction in their required duties.
1.7.1. Conduct training in accordance with AFI 21-101, Aerospace Equipment Maintenance
Manangement, and MAJCOM directives or supplements (as applicable). MAJCOMs will specify in
directives or supplements the minimum areas required in training lesson plans.
1.7.1.1. Non-pilot aircrew members authorized to start engines and taxi aircraft are not required to
meet the minimum skill level, rank, and experience prerequisites specified in AFI 21-101, Aero-
space Equipment Maintenance Management, prior to entry into training. MAJCOM’s will estab-
lish minimum skill level, rank, and experience requirements for training entry for non-pilot
aircrew members.
1.7.1.2. Maintenance personnel authorized to start, run-up and test engines and taxi aircraft shall
comply with this instruction, AFI 21-101, Aerospace Equipment Maintenance Management, and
MAJCOM supplements or directives for training requirements.
1.8. Evaluation Requirements. Where periodic evaluation or certification is required, comply with the
following evaluation/certification intervals:
1.8.1. For pilot and non-pilot aircrew members, such evaluations/certifications will expire on the last
day of the 17th month following the month in which the previous evaluation/certification was success-
fully completed. Evaluation/re-certification eligibility period begins 6 months prior to the expiration
date. The evaluation/re-certification may be administered any time in the eligibility period. For exam-
ple, an evaluation/certification completed on 9 Oct 96 expires on 31 Mar 98. The eligibility period
begins on 1 Oct 97. MAJCOM’s may prescribe a more frequent evaluation/re-certification schedule.
1.8.2. IAW AFI 21-101, Aerospace Equipment Maintenance Management, for maintenance person-
nel such evaluations/certifications will expire on the last day of the 12th month following the month in
which the previous evaluation/certification was successfully completed. Evaluation/re-certification
eligibility period begins 6 months prior to the expiration date. For example, an evaluation/certification
8 AFI11-218 11 MAY 2005
completed 9 Oct 96 expires on 31 Oct 97. The eligibility period begins on 1 Apr 97. MAJCOM’s may
prescribe a more frequent evaluation/re-certification schedule.
1.9. Use of Simulators. Units with flight simulators (aircrew training devices), will schedule mainte-
nance personnel and non-pilot aircrew personnel certified to run engines or taxi aircraft to use the simula-
tor during periods that will not interfere with pilot aircrew training. Each maintenance person and
non-pilot aircrew certified to run engines or taxi aircraft will receive emergency procedures evaluation/
certification simulator in accordance with (IAW) paragraph 1.8. MAJCOM’s will establish alternate eval-
uation/certification procedures for units without flight simulators (aircrew training devices).
1.10. Start, Run-up and Test of Engines.

1.10.1. Conduct training for maintenance personnel and non-pilot aircrew personnel authorized to
start, run-up and test engines in accordance with AFI 21-101, Aerospace Equipment Maintenance
Management, and MAJCOM directives or supplements. MAJCOM’s shall specify in directives or
supplements the minimum areas required in training lesson plans. As a minimum, training lesson
plans will include proper use of normal and emergency braking systems, throttles, aircraft controls,
checklists, radios, egress systems, and fire extinguishing systems.
1.10.2. The proficiency of maintenance personnel authorized to conduct engine start, run-up and test
of engines will be documented on AF Form 623, On-The-Job Training Record, or IAW AFI
21-101, Aerospace Equipment Maintenance Management, or another suitable product. This record
must stipulate the maximum power at which the individual is qualified to operate the engines. MAJ-
COM directives or a supplement to this instruction must specify qualification requirements and proce-
dures for certification. Re-certification intervals are IAW paragraph 1.8.
1.10.3. The proficiency of non-pilot aircrew personnel authorized to conduct engine start, run-up and
test of engines will be documented on AF Form 8, Certificate of Aircrew Qualification. This record
must stipulate the maximum power at which the individual is qualified to operate the engines. MAJ-
dures for evaluation. Evaluation intervals are IAW paragraph 1.8.
1.11. Taxi.
1.11.1. Conduct training for maintenance personnel and non-pilot aircrew personnel authorized to
taxi aircraft in accordance with AFI 21-101, Aerospace Equipment Maintenance Management, and
MAJCOM supplements or directives. MAJCOM’s shall specify in directives or supplements the min-
imum areas required in training lesson plans. As a minimum, training lesson plans will include proper
use of normal and emergency braking systems, throttles, aircraft controls, checklists, radios, egress
systems, fire extinguishing systems, control tower light signals, marshalling signals, airport markings,
lights, and signs.
1.11.2. The proficiency of maintenance personnel authorized to taxi aircraft will be documented on
AF Form 623, On-The-Job Training Record, or IAW AFI 21-101, Aerospace Equipment Mainte-
nance Management, or another suitable product. MAJCOM directives or a supplement to this instruc-
tion must specify qualification requirements and procedures for certification. Re-certification
intervals are IAW paragraph 1.8. A pilot Flight Examiner must administer taxi certification.
AFI11-218 11 MAY 2005 9
1.11.3. The proficiency of non-pilot aircrew personnel authorized to taxi aircraft will be documented
on AF Form 8, Certificate of Aircrew Qualification. MAJCOM directives or a supplement to this
instruction must specify qualification requirements and procedures for evaluation. Evaluation inter-
vals are IAW paragraph 1.8. A pilot Flight Examiner must administer taxi evaluation.
1.12. Towing.
1.12.1. Conduct training for maintenance personnel authorized to tow aircraft in accordance with AFI
21-101, Aerospace Equipment Maintenance Management, and MAJCOM supplements or directives.
MAJCOM’s shall specify in directives or supplements the minimum areas required in training lesson
plans. As a minimum, training lesson plans will include proper use of normal and emergency braking
systems, aircraft controls, checklists, radios, egress systems, fire extinguishing systems, control tower
light signals, marshalling signals, airport markings, lights, and signs.
1.12.2. The proficiency of maintenance personnel authorized to tow aircraft will be documented on
AF Form 623, On-The-Job Training Record, or IAW AFI 21-101, Aerospace Equipment Mainte-
nance Management, or another suitable product. A qualified maintenance tow team supervisor will
administer tow certification. AFI 21-101, Aerospace Equipment Maintenance Management, MAJ-
dures for certification. Re-certification intervals are IAW paragraph 1.8.
1.13. Aircraft Marshalling, Airport Markings, Lights, and Signs.

1.13.1. MAJCOM's will ensure that all ground and all aircrew personnel who are or could be directly
involved with aircraft movement are tested on their knowledge of marshalling signals, airport mark-
ings, lights, and signs. Test personnel within 30 days after:
1.13.1.1. Reporting for duty following permanent change of station (N/A if tested at a formal
school within the previous 6 months), or
1.13.1.2. After their first assignment to duties requiring knowledge of marshalling signals and/or
airport markings, lights, and signs.
1.13.2. For ground personnel, document successful test completion on AF Form 623, On-The-Job
Training Record or another suitable product. For aircrew personnel, document successful test com-
pletion in Aviation Resource Management System (ARMS), MAJCOM specified training folder, or
other suitable product.
1.13.3. Test personnel only in those areas applicable to their qualifications. For example, do not test
personnel on airport markings, lights, and signs if the individuals’ qualifications do not permit towing
and taxi operations.
Section 1D—Start, Run-up and Test of Engines.
1.14. Authorized Personnel. Personnel authorized to start, operate, warm-up, or test engines installed in
aircraft are:
1.14.1. Rated pilots.
1.14.2. Student pilots approved for solo operations IAW MAJCOM directives, supplements, or train-
ing syllabus, or being supervised by a qualified instructor.
10 AFI11-218 11 MAY 2005
1.14.3. Non-pilot aircrew members qualified IAW this instruction, and MAJCOM directives or sup-
plements, or being supervised by a qualified instructor.
1.14.4. Maintenance personnel certified IAW this instruction, and MAJCOM directives or supple-
ments, or being supervised by a qualified instructor.
1.14.5. Flight engineers may carry out the functions stated at paragraph 1.14. from the engineer's
position provided a person listed in that paragraph is seated in the pilot's seat.
1.15. Engine Run-up

1.15.1. Run engines at approved sites.
1.15.2. Use technical order procedures for seat belt and shoulder harness use. Exceptions to this para-
graph are:
1.15.2.1. Emergencies.
1.15.2.2. Helicopters being operated in unimproved areas.
1.15.3. Do not leave controls unattended when engines are running.
1.15.4. Run-up aircraft engines so the propeller wash or jet blast does not pose a safety hazard to per-
sonnel, buildings, pavement, stands, vehicles, and other aircraft, particularly those taxiing, taking off,
or landing.
1.16. Engine Run-up of Rotary Wing Aircraft.

1.16.1. A qualified rotary wing pilot must be in the seat with a functioning set of flight controls for
engine start and/or run-up on helicopters that require rotor rotation.
1.16.2. Certified personnel may operate helicopter engines on a helicopter with a rotor brake, or other
system that does not allow the rotors to turn, without a qualified pilot in the seat.
Section 1E—Taxi
1.17. Authorized Personnel. Personnel authorized to taxi aircraft are:

1.17.1. Rated pilots.
1.17.2. Student pilots approved for solo operations IAW MAJCOM directives, supplements, or train-
ing syllabus, or being supervised by a qualified instructor.
1.17.3. Non-pilot aircrew personnel qualified IAW this instruction, and MAJCOM directives or sup-
plements for both day and night operations, and have received a taxi evaluation from a pilot Flight
Examiner.
1.17.4. Maintenance personnel certified IAW this instruction, and MAJCOM directives or supple-
ments for both day and night operations, and have received a taxi evaluation from a pilot Flight Exam-
iner.
1.18. Taxiing of Rotary-Winged Aircraft. Only a qualified helicopter pilot, or student helicopter pilot
under supervision of a qualified helicopter instructor pilot, may taxi a rotary-wing aircraft.
AFI11-218 11 MAY 2005 11
1.19. Manning Requirements. Aircraft requiring two pilots for flight must have both seats occupied by
authorized personnel during taxi.
1.19.1. MAJCOM's may establish incentive, indoctrination, and orientation programs to allow
unqualified personnel to occupy a pilot seat during taxi. Comply with AFI 11-401, Flight Manage-
ment, regarding orientation programs.
1.19.1.1. MAJCOM's will establish specific supervision and training requirements in supplements
or directives.
1.19.1.1.1. MAJCOM supplements or directives will specify briefing requirements for taxi,
emergency, and egress procedures.
1.19.1.1.2. When an unqualified individual occupies a pilot seat during taxi, an instructor pilot
must be seated at the other set of controls.
1.19.1.1.3. Passengers may not be carried when an unqualified person is occupying a pilot
seat during taxi.
1.20. Right-of-Way Rules.

1.20.1. Usually, right-of-way is given to the aircraft least able to maneuver, which normally permits
that aircraft to maintain course and speed. However, each person operating an aircraft on the ground
must take whatever action is necessary to avoid collision, regardless of who has the right-of-way.
1.20.1.1. When two aircraft are approaching head on, or approximately so, each shall stop or
where practicable alter its course to the right so as to keep well clear.
1.20.1.2. When two aircraft are on a converging course, the one that has the other on its right shall
give way.
1.20.1.3. An aircraft that is being overtaken by another aircraft shall have the right-of-way and the
overtaking aircraft shall keep well clear of the other aircraft.
1.21. Traffic Control Light Signals.

1.21.1. The following procedures are used by air traffic control towers in the control of aircraft,
ground vehicles, equipment, and personnel not equipped with a radio. These same procedures will be
used to control aircraft, ground vehicles, equipment, and personnel equipped with radio if radio con-
tact cannot be established.
1.21.1.1. Air Traffic Control (ATC) personnel use a directive traffic control signal that emits an
intense narrow light beam of a selected color (red, white, or green) when controlling traffic by
light signals.
1.21.1.2. Between sunset and sunrise, a person operating an aircraft on the ground wishing to
attract the attention of the control tower should turn on a landing light and taxi the aircraft into a
position, clear of the active runway, so that light is visible to the tower. The landing light should
remain on until appropriate signals are received from the tower.
1.21.1.3. During daylight hours, acknowledge tower transmissions or lights signals by moving the
flight controls. At night, acknowledge by blinking the landing or navigation lights. If radio mal-
12 AFI11-218 11 MAY 2005
function occurs after departing the parking area, watch the tower for light signals or monitor tower
frequency.
Table 1.1. Air Traffic Control Tower Light Gun Signals (Ground Only).
Meaning
Color and Type of Signal Movement of Vehicles, Aircraft on the Ground
Equipment, and Personnel
Steady green Cleared to cross, proceed or go Cleared for takeoff
Flashing green Not applicable Cleared for taxi
Steady red STOP STOP
Flashing red Clear the taxiway/runway Taxi clear of the runway in use
Flashing white Return to starting point on the Return to starting point on the
airport airport
Alternating red and green Exercise extreme caution Exercise extreme caution
1.22. Taxi and Towing Distances.

1.22.1. Do not taxi or tow beyond taxiway hold lines, or within 100 feet of an active runway if there
are no hold lines, unless previously cleared by air traffic control.
1.22.2. Do not taxi or tow an aircraft within 25 feet of obstructions without wing walkers monitoring
the clearance between the aircraft and the obstruction.
1.22.2.1. Locally based aircraft are exempt when fixed taxi routes are marked and the obstruction
is permanent. See paragraph 1.22.2.1.3. for the definition of a permanent obstruction. This exemp-
tion only applies to locations where aircraft are taxiing into or out of a parking spot. These criteria
shall not be applied on taxiways or taxi lanes where aircraft do not normally park. Taxi routes
must be used by the same model aircraft for which they were designed.
1.22.2.1.1. The exemption and waiver authorities specified in this instruction apply only to
existing facilities. Do not apply these criteria in the design of new facilities. UFC 3-260-1 Air-
field and Heliport Planning and Design, establishes design criteria for new facility construc-
tion, including waivers to design criteria.
1.22.2.1.2. NOTE: MAJCOM/DO (may be delegated no lower than WG/CC) may waive the
requirement for 25 feet clearance in taxi lanes only, but in no case can this be waived to less
than 10 feet between wingtips and any portion of adjacent aircraft (also see paragraph
1.22.3.1.3.). When the waivered taxi lines require the aircraft to turn, the waiver can only be
applied to aircraft with good visibility of the wingtips from the cockpit that do not require the
use of judgmental oversteering for turns (ex. C-21 or most fighters).
1.22.2.1.3. NOTE: Aerospace Ground Equipment (AGE) and vehicles are considered a per-
manent obstruction for purposes of paragraphs 1.22.2. through 1.22.3., provided it is parked
entirely within a designated area. Areas will be designated by permanent markings such as
painted boxes or lines on the ramp or another suitable means. AGE or vehicles parked in these
areas must have a parking brake set, chocks, or another suitable means to prevent inadvertent
AFI11-218 11 MAY 2005 13
movement of the equipment. Adjacent aircraft are also considered a permanent obstruction,
provided the aircraft is parked properly in it’s designated spot and is not moving.
1.22.2.1.4. CAUTION: When designing and marking parking areas as described in para-
graphs 1.22.2. and 1.22.3., MAJCOMs and units must take into account the effects of wing
and tail growth, landing gear geometry, and use of judgmental over-steering during turns, as
applicable, to insure clearances are maintained during all phases of a turn into or out of a park-
ing spot.
1.22.2.1.5. NOTE: For the purposes of paragraphs 1.22.2. and 1.22.3., locally based aircraft
include aircraft of the same type operating at another base with the same type aircraft, in park-
ing areas specifically designed for that type aircraft. For example, a KC-135 from Grand Forks
AFB ND operating in the KC-135 parking area at McConnell AFB KS or an F-15 from RAF
Lakenheath operating in the F-15 parking area at Seymour-Johnson AFB NC.
1.22.3. Do not taxi aircraft closer than 10 feet to any obstruction.
1.22.3.1. This restriction can be waived by the MAJCOM/DO (may be delegated no lower than
WG/CC) under any of the following circumstances:
1.22.3.1.1. During contingency operations when compliance would restrict the mission. A
marshaller must be used.
1.22.3.1.2. When operating from alert, readiness, or protective shelters. A plainly visible cen-
terline must be painted along the exit path. A marshaller must be used.
1.22.3.1.3. Locally based aircraft when operating into and out of parking spots specifically
designed for those aircraft and the obstruction is permanent. These criteria shall not be applied
on taxiways or taxi lanes where aircraft do not normally park, or when environmental or oper-
ational conditions (ice, snow, inoperative systems, etc.) may impact the normal turn perfor-
mance of the aircraft. Taxi routes shall be clearly marked. Taxi routes must be used by the
same model aircraft for which they were designed. See paragraph 1.22.2.1.3. for the definition
of a permanent obstruction. Parking spots shall be spaced to allow a minimum of 10 feet clear-
ance between any portion of adjacent aircraft. A marshaller must be used.
1.22.3.1.3.1. WARNING: Paragraph 1.22.3. sets out minimum clearances for aircraft taxi-
ing into and out of parking spots. These minimums may not be appropriate for all types of
aircraft, especially large swept wing aircraft with limited visibility from the cockpit and/or
when judgmental over-steering may be required for turning (i.e. C-5, KC-10, KC-135,
etc.). When turns are required, MAJCOMs will establish appropriate clearance standards
for aircraft where visibility is limited from the cockpit, judgmental over-steering is
required for turning, or there is wing or tail growth during turns.
14 AFI11-218 11 MAY 2005
Table 1.2. Minimum Allowable Taxi Distances.
TAXI DISTANCE MARSHALLER WING WALKER

REQUIRED REQUIRED
> 25 FEET No No
10-24 FEET NOT IN PARKING AREA Yes Yes
10-24 FEET IN PARKING AREA IAW 1.22.2.1. No No
10-24 FEET IN TAXI LANE W/O MAJCOM/DO Yes Yes
WAIVER
10-24 FEET IN TAXI LANE WITH MAJCOM/ No No
DO WAIVER IAW 1.22.2.1.2.
<10 FEET W/O MAJCOM/DO WAIVER No Taxiing Allowed No Taxiing Allowed
<10 FEET WITH MAJCOM/DO WAIVER IAW Yes No
1.22.3.1.
Table 1.3. Minimum Allowable Towing Distances.

TOWING DISTANCE MARSHALLER WING WALKER
REQUIRED REQUIRED
> 25 FEET No No*
10-24 FEET NOT IN PARKING No Yes
AREA
10-24 FEET IN PARKING No No*
AREA IAW 1.22.2.1.
<10 FEET No Yes
*Comply with aircraft and maintenance technical order procedures and MAJCOM
directives regarding the use of wing walkers if it is more restrictive than Table 1.3.
1.22.3.2. Operating from alert, readiness, or protective shelters. A plainly visible centerline must
be painted along the exit path. A marshaller must be used.
1.22.3.3. Operating locally based aircraft from parking spots specifically designed for those air-
craft. Parking spots shall be spaced to allow a minimum 10' clearance between any portion of adja-
cent aircraft and will have clearly marked taxi routes. Support equipment required for each spot
shall be placed in appropriately designated and marked areas. A marshaller must be used.
1.22.3.4. These clearance criteria can only be assured at US Air Force installations.
AFI11-218 11 MAY 2005 15
Chapter 2
AIRCRAFT MARSHALLING
Section 2A—Standard Marshalling Signals For The Air Force
2.1. Standard Marshalling Signals. For standard marshalling signals for the Air Force, see Figure 2.1.
and Figure 2.2. All ground and aircrew personnel must use these signals to direct and control movement
and operation of aircraft on the ground. Refer to Chapter 1 for testing requirements.
2.2. AF Visual Aid (AFVA) 11-224, Aircraft Marshalling Signals. AFVA 11-224 shows marshalling
signals identical to those in Figure 2.1. and Figure 2.2. Display this visual aid where maintenance and
flight related operations take place. Suitable locations are aircraft maintenance work areas and flight line
buildings frequented by ground and aircrew personnel.
Section 2B—Aircraft Marshallers.
2.3. Aircraft Marshallers. Aircraft marshallers provide hand signals to personnel taxiing or operating
aircraft on the ground.
2.3.1. Transient alert aircraft marshallers will wear the uniform described in paragraph 2.3.1.1. Uni-
form consistency is necessary to ensure flying personnel of one nation can readily identify aircraft
marshallers of other nations. Individuals directly involved in fueling, defueling, and servicing liquid
oxygen systems shall not wear the marshaller's uniform. Concurrent Servicing Supervisors are
exempted.
2.3.1.1. The uniform is a sleeveless garment of fluorescent international orange. It covers the
shoulders and extends to the waist in the front and back. Wear this garment over the basic uniform
prescribed for transient alert personnel.
2.3.1.2. The orange garment may be marked with numbers on the front and back, at the discretion
of the installation commander,
2.3.1.3. During daylight hours, marshallers may use high visibility paddles. Self-illuminating
wands are required at night or during restricted visibility.
Section 2C—Visual Marshalling Signals
2.4. USAF Visual Marshalling Signals (Pilot Initiated):

2.4.1. Pilots will initiate all signals regarding the operation of aircraft systems, for example, speed
brakes, flaps, etc. The marshaller (crew chief) will repeat the given signal when it is safe to operate the
aircraft system.
2.4.2. When marshallers must stay with a moving aircraft, pilots must make sure taxi speeds allow the
ground marshaller or signal person to keep their proper position.
2.4.3. When giving visual signals, the pilot's hands must be in clear view of the marshaller. Specific
signals are:
2.4.3.1. "OK." Thumbs up.
16 AFI11-218 11 MAY 2005
2.4.3.2. Trim Set for Take Off. Pilot forms "T" with hands.
2.4.3.3. Safety Pin check. Comply with technical order procedures. If the technical order does not
specify safety pin check procedures, then the pilot must display seat pin before requesting removal
of chocks. Marshallers must display ground safety pins before stowage.
2.4.3.4. Armament Switches Off, Safe, or Normal Position. This signal is used during arming and
de-arming aircraft. The pilot must verify that all armament switches are turned off and then place
hands in clear view of the ground crew.
2.4.3.5. Pitot Heat Check. The pilot grasps extended forefinger of left hand with right hand. The
marshaller will give "OK" signal if the system is operating properly.
2.4.3.6. Nose Gear Steering Check. The pilot, with hands at head level, palms toward marshaller,
moves hands back and forth simulating movement of rudder pedals. After positive acknowledg-
ment from marshaller, the pilot performs the steering check. The marshaller will give the "OK"
signal if nose gear moves properly.
2.4.3.7. Probe Check. The pilot raises arm upward and in a position resembling a probe. The mar-
shaller will give the "OK" signal if no malfunction is observed.
2.4.3.8. Clearance to Release Drag Chute. The pilot extends arm outward and down; alternately
clenches and opens hand. The marshaller will:
2.4.3.8.1. Respond with an affirmative nod if all is clear to release chute, and
2.4.3.8.2. Give the "OK" signal when drag chute separates from aircraft.
2.4.3.9. Clear to Lower Canopy. The pilot pats top of helmet; the marshaller pats top of head.
2.4.3.10. Flight Refueling Door Check. The pilot places hand on top of helmet with palm down
and fingers forward, then raises and lowers forward portion of hand to simulate door opening and
closing. The marshaller repeats the signal to indicate clear for safe opening or closing; then gives
an "OK" signal if operation is proper.
2.4.3.11. Pilots may use other signals, similar to marshaller's signals in Figure 2.1. and Figure
2.2., as necessary.
2.4.3.11.1. CAUTION: Do not extend arms or hands outside the cockpit on aircraft config-
ured with clamshell-type canopies unless an uplock device has been inserted.
2.5. International Aircraft Marshalling Signals.

2.5.1. Where possible, signals in this instruction comply with North Atlantic Treaty Organization
(NATO) Standardization Agreement 3117, Air Standardization Coordinating Committee Air Stan-
dard 44/42A, the International Civil Aviation Organization (ICAO), and Federal Aviation Adminis-
tration (FAA) signals. Where there is a conflict in guidance between USAF, FAA, ICAO, and NATO
documents, the USAF generally follows ICAO guidance wherever feasible. Significant differences in
signals are annotated wherever possible.
2.5.2. The marshaller will signal facing the aircraft while standing in one of the following positions:
2.5.2.1. Fixed Wing Aircraft. The marshaller will stand forward of the left wingtip of the aircraft
and remain in full view of the pilot.
AFI11-218 11 MAY 2005 17
2.5.2.2. Helicopters. The marshaller will stand in full view of the pilot (the pilot is usually on the
right side of the helicopter).
2.5.3. During night operations or restricted visibility, the marshaller will use a pair of same color light
wands. During surface taxiing or parking, the pilot must stop immediately if one or both of the mar-
shaller's wands fail.
Figure 2.1. Ground Movement Signals For All Aircraft (Signals 1 Through 54) .
18
Note: Day and night signals are the same except where noted.
USAF DAY USAF NIGHT FAA NATO ICAO

1. PROCEED TO NEXT NONE SAME SAME
MARSHALLER
Right or left arm down,
other arm moved across the
body and extended to
indicate direction of next
marshaller.
2. THIS MARSHALLER SAME SAME SAME

Arms above head in vertical
position with palms facing
inward
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AFI11-218 11 MAY 2005
3. PROCEED UNDER NONE NONE NONE NONE
FURTHER GUIDANCE
BY SIGNALPERSON
Right hand raised vertically
overhead and moved left
and right. Left hand at side.
4. MOVE AHEAD SAME SAME SAME

Arms a little aside, palms
facing backwards and
repeatedly moved upward
backward from shoulder
height.
5. TURN TO THE LEFT SAME Signals 5 and 6 are SAME

the same as a spot
Point right arm downward,
turn for hovering
left arm repeatedly moved
aircraft.
upward backward. Speed of
arm movement indicating
rate of turn.
19
20
6. TURN TO THE RIGHT SAME Signals 5 and 6 are SAME
the same as a spot
Point left arm downward,
turn for hovering
right arm repeatedly moved
aircraft.
upward backward. Speed of
arm movement indicating
rate of turn.
7. SLOW DOWN SAME SAME SAME

Arms down with palms
toward ground then moved
up and down several times.
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AFI11-218 11 MAY 2005
8. BRAKES ON NONE NONE NONE
Day: Arms above head,
open palms and fingers
raised with palms towards
aircraft, then fist closed.
Night: Arms above head
then wands crossed.
ICAO: Raise arm and hand

with fingers extended,
horizontally in front of body
then clench fist.
9. BRAKES OFF NONE NONE NONE
Day: Arms above head, fist
close facing aircraft. Then
fist open.
Night: Arms above head
with wands crossed then
uncrossed.
ICAO: Raise arm, with fist

clenched, horizontally in
front of body, then extend
fingers.
21
22
10. SLOW DOWN NONE SAME SAME
ENGINES (S) ON
INDICATED SIDE
Arms down with palms
toward ground, then either
right or left arm waved up
and down indicating that
left or right side engines
respectively should be
slowed down.
11. MOVE BACK For rotary wing SAME SAME
aircraft only.
Arms by sides, palms facing
forward, arms swept
forward and upward
repeatedly to shoulder
height. Do not bend arms at
the elbow.
12. TURN WHILE NONE SAME AS FAA

BACKING - TAIL TO
THE RIGHT
Point left arm down. The
AFI11-218 11 MAY 2005

right arm is by the side,
palm facing forward. The
right arm is swept forward
and upward repeatedly to
shoulder height. Do not
bend arm at the elbow.
AFI11-218 11 MAY 2005
13. TURN WHILE NONE SAME AS FAA
BACKING - TAIL TO
THE LEFT
Point right arm down. The
left arm is by the side, palm
facing forward. The left arm
is swept forward and
upward repeatedly to
shoulder height. Do not
bend arm at the elbow.
14. REQUEST/ SAME NONE SAME NONE
CLEARANCE FOR
PERSONNEL TO
APPROACH AIRCRAFT
A beckoning motion with
right hand at eye level.
15. PERSONNEL NONE SAME NONE

APPROACH THE
AIRCRAFT
Left hand raised vertically
overhead, palm towards
aircraft. The other hand
indicates to personnel
concerned and gestures
towards aircraft.
23
24
16. STOP SAME AS USAF
USAF. Arms crossed above
the head, palms facing
forward.
ICAO Note: The rapidity of

the arm movement should
be related to the urgency of
the stop, i.e. the faster the
movement the quicker the
stop.
17. EMERGENCY STOP NONE NONE NONE NONE

Arms crossed above the
head, palms facing forward.
Arms repeatedly crossed
above head (the rapidity of
the arm movement should
be related to the urgency of
the stop, i.e. the faster the
movement the quicker the
stop).
AFI11-218 11 MAY 2005

AFI11-218 11 MAY 2005
18. START ENGINE (S) SAME EXCEPT SAME EXCEPT SAME EXCEPT
Circular motion is in Number of fingers Number of fingers
Circular motion of right
front of body extended on left hand extended on left hand
hand at head level with left
perpendicular to the indicates engine to be indicates engine to be
arm pointing to engine.
ground. started. started.
19. CUT ENGINE (S)/ SAME SAME SAME

ROTOR
Either arm and hand level
with shoulder, hand moving
across throat, palm
downward.
20. ABANDON NONE SAME NONE

AIRCRAFT
Marshaller first gives signal
to cut engines, followed be
signal simulating
unfastening seat belt and
shoulder straps and
throwing them up and off.
25
26
21. AUXILIARY POWER SAME NONE SAME NONE
UNIT - CONNECTED
Hands above head, left fist
partially clenched, right
hand moved in direction of
left hand with first two
fingers extended and
inserted into circle made by
fingers of the left hand.
22. AUXILIARY POWER SAME NONE SAME NONE

UNIT - DISCONNECTED
Hands above head, left fist
partially clenched, right
hand moved away from left
hand, withdrawing first two
fingers from circle made by
fingers of the left hand.
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AFI11-218 11 MAY 2005
23. EXTERNAL SAME NONE SAME NONE
STARTING
AIR-CONNECTED
Hands above head, left hand
cupped, right first fully
clenched, right fist moved
in direction of left hand and
inserted into cup made by
left hand.
24. EXTERNAL SAME NONE SAME NONE

STARTING
AIR-DISCONNECTED
Hands above head, left hand
cupped, right first moved
away from left hand
withdrawing fist from cup
made by left hand.
27
28
25. CHOCKS-INSERTED SAME SAME SAME
Arms down, fists closed,
thumbs extended inwards,
swing arms from extended
position inwards.
26. CHOCKS-REMOVED SAME SAME SAME

Arms down, fists closed,
thumbs extended outwards,
swing arms outwards.
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AFI11-218 11 MAY 2005
27. LOWER WING FLAPS NONE SAME NONE
OR FLAPS ARE
EXTENDED
Hands in front, palms
together horizontally then
opened from the wrist.
28. RAISE WING FLAPS NONE SAME NONE

OR FLAPS ARE UP
Hands in front, horizontally,
with palms open from the
wrists, then suddenly
closed.
29
30
29. TAIL WHEEL/NOSE NONE SAME NONE
WHEEL-LOCK
Hands together overhead,
palms open from the wrists
in a vertical V, then
suddenly closed.
30. TAIL WHEEL/NOSE NONE SAME NONE

WHEEL-UNLOCK
Hands overhead, palms
together then opened from
the wrists to form a vertical
V.
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AFI11-218 11 MAY 2005
31. AFFIRMATIVE (ALL SAME SAME SAME
CLEAR OR "OK")
Hand raised, thumb up.
32. NEGATIVE (NOT NONE SAME NONE

CLEAR)
Hand raised, thumb down.
31
32
33. WEAPON BAY - NONE SAME NONE
OPEN
Body bent forward at the
waist, hands held with
fingertips touching in front
of body and elbow bent at
approximately 45 degrees,
then arms swing
downwards and outwards.
34. WEAPON NONE SAME NONE
BAY-CLOSE
Body bent forward at the
waist and arms extended
horizontally, then arms
swing downward and in
until finger tips touch in
front of the body with
elbows bent at
approximately 45 degrees.
35. FOLD WINGS/ SAME NONE SAME NONE
HELICOPTER BLADES/
SWEEP WINGS AFT
Arms straight out at sides,
AFI11-218 11 MAY 2005

then swept forward and
hugged around shoulders.
AFI11-218 11 MAY 2005
36. SPREAD WINGS/ NONE SAME NONE
HELICOPTER BLADES/
SWEEP WINGS
FORWARD
Arms hugged around
shoulders, then swept
straight out to the sides.
37. LOCK WINGS/ NONE NONE NONE

HELICOPTER BLADES
Hit right elbow with palm
of left hand.
38. UP TAIL HOOK NONE SAME NONE

Right fist, thumb extended
upward, raised suddenly to
meet horizontal palm of left
hand.
33
34
39. DOWN TAIL HOOK NONE SAME NONE
downward, forward
suddenly to meet horizontal
palm of left hand
40. OPEN AIR/SPEED NONE SAME NONE

BRAKES OR AIR/SPEED
BRAKES ARE OPEN
Hands in front, palms
together vertically, then
opened from the wrists.
AFI11-218 11 MAY 2005

AFI11-218 11 MAY 2005
41. CLOSE AIR/SPEED NONE SAME NONE
BRAKES OR AIR/SPEED
BRAKES ARE CLOSE
Hands in front, vertically
with palms open from the
wrists, then suddenly
closed.
42. DOWN LOCKS/ NONE NONE

LANDING GEAR PINS
INSTALLED
With arms above head, the
right-hand clasps left
forearm.
NATO: Left arm bent

vertically in front with fist
clenched, right arm bent
horizontally in front with
fist clenched and held
motionless at left elbow.
35
36
43. DOWN LOCKS/ NONE NONE
LANDING GEAR PINS
REMOVED
With arms and hands
clasped as in
“INSTALLED" position,
the right hand unclasps the
left forearm.
NATO: Left arm bent

vertically in front with fist
clenched, right arm bent
horizontally in front with
fist clenched and held
motionless at left elbow.
Right fist moves
horizontally away from left
elbow.
44. ENGAGE NOSE NONE SAME NONE
GEAR STEERING
Point to nose with index
finger while indicating
direction of turn with other
index finger.
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AFI11-218 11 MAY 2005
45. DISENGAGE NONE SAME NONE
NOSEGEAR STEERING
Point to nose with index
finger, lateral wave with
open palm of other hand at
shoulder height.
46. FIRE IN THE ENGINE NONE SAME NONE

OR APU
Make rapid horizontal
figure-of-eight motion at
waist level with either arm,
pointing at source of fire
with the other.
47. HOT BRAKES NONE SAME NONE

Arms extended with
forearm perpendicular to
ground. Palms facing body.
37
38
48. HOT BRAKES - LEFT NONE NONE NONE
SIDE
Arms extended with
ground. Gesture indicates
left side.
49. HOT BRAKES- NONE NONE NONE

RIGHT SIDE
Arms extended with
ground. Gesture indicates
right side.
AFI11-218 11 MAY 2005

AFI11-218 11 MAY 2005
50. FEATHER/FUEL NONE NONE NONE
SHUT OFF (PROPELLER
AIRCRAFT ONLY)
Make a chopping motion
with one hand slicing into
the flat and open palm of
the other hand. Number of
fingers extended on right
hand indicates affected
engine.
51. TAKE OFF THIS WAY NONE NONE NONE NONE

(at pilot's discretion)
Marshaller conceals left NOTE: For USAF, NOTE: For USAF,
hand and makes circular this is a rotary wing this is a rotary wing
motion of right hand over signal only. signal only.
head in horizontal plane
ending in a throwing motion
of arm towards direction of
takeoff.
NOTE: For NATO

this is a fixed wing
signal only.
39
40
52. VENTILATION NONE NONE NONE NONE
Circular motions or right
hand in horizontal plane,
fist clenched, index finger
stretched down, right arm
extended, with forearm
perpendicular to the ground.
53. TELEBRIEF NONE NONE NONE NONE

Make a “T” signal with
hands at head level.
54. LASHINGS ON/OFF NONE NONE NONE NONE

With arms horizontal, hands
make a circular motion in
front of body.
AFI11-218 11 MAY 2005

Figure 2.2. Additional Signals For Hovering Aircraft (Signals 55 Through 90)
AFI11-218 11 MAY 2005

Note: Day and night signals are the same except where noted.

55. TAKEOFF NONE NONE NONE NONE
Arms extended horizontally
sideways beckoning
upwards.
56. CLEAR TAKEOFF NONE NONE NONE NONE

DIRECTION
Both arms extended on same
side above shoulder level in
direction clear to fly off.
41
42
57. LANDING DIRECTION SAME SAME NONE
Marshaller turns and faces
toward point where aircraft is
to land; the arms are lowered
repeatedly from a vertical
position to a horizontal
position, stopping finally in
the horizontal position.
58. STOP ROTOR NONE NONE NONE NONE

sideways, palms facing
forward, and then crossed
across the chest so hands
touch shoulders.
AFI11-218 11 MAY 2005

AFI11-218 11 MAY 2005
59. STOP NONE NONE NONE NONE
Arms extended vertically
overhead, palms facing
outwards.
60. VERTICAL SAME SAME SAME

MOVEMENT-MOVE
UPWARD
sideways beckoning
upwards, with palms turned
up. Speed of movement
indicates rate of ascent.
61. VERTICAL SAME SAME SAME

MOVEMENT-MOVE
DOWNWARD
sideways beckoning
downwards with palms
turned down. Speed of
movement indicates rate of
descent.
43
44
62. HORIZONTAL SAME EXCEPT SAME SAME EXCEPT
MOVEMENT-MOVE TO Signal shows arm Signal shows arm
THE RIGHT movement in front
movement in front
of chest parallel to
Left arm extended of chest parallel to
ground.
horizontally sideways in ground.
direction of movement and
other arm swung over the
head in same direction, in a
repeating movement.
63. HORIZONTAL SAME EXCEPT SAME SAME EXCEPT

MOVEMENT-MOVE TO Signal shows arm Signal shows arm
THE LEFT movement in front movement in front
of chest parallel to of chest parallel to
Right arm extended
ground. ground.
horizontally sideways in
direction of movement and
other arm swung over the
head in the same direction, in
repeating movement.
64. SWING TAIL TO NONE NONE NONE NONE
RIGHT
Right arm swings over chest
perpendicular to ground. At
AFI11-218 11 MAY 2005

the same time the left arm
swings behind the back
Elbows remain locked.
AFI11-218 11 MAY 2005
65. SWING TAIL TO LEFT NONE NONE NONE NONE
Left arm swings over chest
perpendicular to ground. At
the same time the right arm
swings behind the back
Elbows remain locked.
66. MOVE BACK NONE NONE NONE NONE

Arms by sides, palms facing
forward, arms swept
downward repeatedly from
shoulder height.
67. MOVE FORWARD NONE NONE NONE NONE

Arms a little aside, palms
facing backwards and
repeatedly moved upward
backward to shoulder height.
45
46
68. LOWER WHEELS NONE SAME NONE
When aircraft approaches
with landing gear retracted,
Marshaller gives signal by
side view of a cranking
circular motion of the hands.
69. WAVE OFF NONE SAME NONE

Waving of arms over the
head.
70. RELEASE LOAD NONE SAME NONE

Left arm extended forward
horizontally, fist clenched,
right hand making horizontal
slicing movement below the
AFI11-218 11 MAY 2005

left fist, palm facing body.
AFI11-218 11 MAY 2005
71. LOAD HAS NOT BEEN NONE NONE NONE
RELEASED
Bend left arm horizontally
across chest, with fist
clenched, palm downward;
open right hand pointing up
vertically to center of left
fist.
72. DOWN CARGO HOOK NONE NONE NONE

downward, repeatedly raised
and lowered to meet palm of
left hand.
73. UP CARGO HOOK NONE NONE NONE

upward, repeatedly raised
and lowered to meet palm of
left hand.
47
48
74. HOVER NONE SAME SAME
Arms extended horizontally,

palms downward.
75. SPOT TURN NONE SAME NONE

Left or right hand moving
upward and backward, from NOTE: These are
a horizontal position, to the same as signals 5
indicate direction of tail and 6 for fixed wing
movement. Other hand aircraft.
pointing to center of spot
turns. Marshaller must
remain in full eye-view with
pilot.
76. LAND NONE SAME SAME

Arms crossed and extended
downwards in front of the
AFI11-218 11 MAY 2005

body.
AFI11-218 11 MAY 2005
77. WINCH-UP NONE SAME NONE
Left arm horizontal in front
of body, fist clenched,
right-hand with palm turned
upwards making upward
motion.
78. WINCH-DOWN NONE SAME NONE

Left arm horizontal in front
of body, fist clenched, right
hand with palm turned
downwards making
downward motion.
79. DROOP STOPS OUT NONE SAME NONE

Hand above head level,
thumbs pointing out.
49
50
80. DROOP STOPS IN NONE SAME NONE
Hand above head level,
thumbs pointing in.
81. REMOVE BLADE NONE SAME NONE

TIE-DOWNS
Left hand above head, right
hand pointing to individual
boots for removal.
82. WHEELS OR SLING NONE NONE NONE

LOAD THIS HIGH
Hands extended before body
AFI11-218 11 MAY 2005

and palms facing each other.
The bottom hand indicates
the ground and the top hand
the wheels or bottom of sling
load. The distance between
the hands will indicate the
height of the wheel or bottom
of sling load above the
ground.
AFI11-218 11 MAY 2005
83. CARGO LOAD NONE NONE NONE
SECURE
Arms extended forward,
elbows flexed, right hand
grasping left fist.
84. TROUBLE WITH NONE NONE NONE NONE

LOAD
Bend left arm horizontally
across chest with fist
clenched, palm downwards;
open right hand pointed up
vertically to center of left
fist.
85. TAKE OFF THIS WAY SAME NOTE: Used for NONE
(at pilot's discretion) fixed wing aircraft
only.
Marshaller conceals left hand
and makes circular motion of
right hand over head in
horizontal plane ending in a
throwing motion of arm
towards direction of takeoff.
NATO: For fixed wing
aircraft only.
51
52
86. ENGAGE ROTOR (S) SAME SAME NONE
Circular motion in horizontal
plane with right hand above
head.
87. HOOK UP LOAD NONE SAME NONE

Hands make a rope climbing
motion.
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AFI11-218 11 MAY 2005
88. SPREAD PYLON NONE SAME NONE
Bend elbow across chest,
palm downward. Extend arm
outward to horizontal
position, keeping palm open
and facing down.
89. FOLD PYLON NONE SAME NONE

Extend right arm
horizontally, palm
downward. Bend arm across
chest, keeping palm down.
90. CUT CABLE NONE SAME NONE

A signal similar to "Release
Load" except that the right
hand has the palm facing
downwards. Rapid repetition
of right hand movement
indicates urgency.
53
54 AFI11-218 11 MAY 2005
Chapter 3
AIRPORT MARKINGS, LIGHTS AND SIGNS
Section 3A—Standard Airport Markings, Lights, and Signs.
3.1. Standard Airport Markings, Lights, and Signs. All ground and aircrew personnel involved with
moving aircraft on the ground must be familiar with airport markings, lights and signs. This is to direct
and control movement and operation of aircraft on the ground and reduce runway incursions. Refer to
Chapter 1 for testing requirements.
3.2. Visual Aid for Airport Markings, Lights, and Signs.

3.2.1. FAA Form 5280-7 shows selected FAA airport markings and signs identical to those in Section
3C, Section 3D, and Section 3E. For units based at civilian or joint use airports, display this visual aid
where maintenance and flight related operations take place. Suitable locations are aircraft mainte-
nance work areas and flight line buildings frequented by ground and aircrew personnel. This visual
aid is available free from the FAA via http://www.faa.gov/runwaysafety/. Select the button “Run-
way Safety Awareness Materials”. Select “Ground Vehicle Guide Placard”.
3.2.2. AFVA 11-240 shows selected USAF airport markings and signs identical to those in Section
3C, Section 3D, and Section 3E. For units based at USAF installations, display this visual aid where
maintenance and flight related operations take place. Suitable locations are aircraft maintenance work
areas and flight line buildings frequented by ground and aircrew personnel. This includes vehicles
operated on USAF airfields. Reference AFI 13-213, Airfield Management, for further flight line driv-
ing information.
3.2.3. Units located at contingency or foreign airfields use the visual aid (FAA or USAF) that most
clearly depicts the actual markings at the airfield.
3.3. Compliance With Airport Markings, Lights, and Signs. Where possible, airport markings, lights,
and signs shown in this instruction are taken from applicable ICAO NATO, and FAA airport markings,
lights, and signs documents. Not all airfields will have all forms of markings, lights, and signs described
in this chapter. Certain older airfields may be “grand fathered” under obsolete standards. Additional vari-
ations may be required due to unique terrain, or obstacles. Foreign airfields may not comply with ICAO
Standards and Recommended Practices (SARPS). Installation of a particular system is dependent on air-
field design, airfield jurisdiction, age of the airfield, predominant use, geographic location, and other
operational factors. Flight Information Publications (FLIP) and local directives detail configurations for
each particular airfield. Personnel must be familiar with the specific airport markings, lights, and signs at
a particular airfield prior to operating an aircraft on that airfield. In case of conflict between ICAO,
NATO, FAA, and USAF documents, USAF requirements take precedence at USAF airfields. Significant
differences are annotated to the maximum extent feasible.
AFI11-218 11 MAY 2005 55
Section 3B—Airport Markings
3.4. General.
3.4.1. For the purpose of this regulation the Airport Pavement Markings have been grouped into four
areas:
3.4.1.1. Runway Markings.
3.4.1.2. Taxiway Markings.
3.4.1.3. Holding Position Markings.
3.4.1.4. Other Markings.
3.4.2. Marking Colors. Most runway markings are white. Arresting System Warning Markings are
yellow. USAF and some ICAO arrowheads and chevrons in displaced threshold areas are yellow.
Markings defining the landing area on a heliport are also white, except for hospital heliports that use
a red "H" on a white cross. Markings for taxiways, areas not intended for use by aircraft (closed and
hazardous areas), and holding positions (even if they are on a runway) are usually yellow.
3.5. Runway Markings.

3.5.1. Runway Designators. Runway numbers and letters are determined from the approach direction.
The runway number is the whole number nearest one-tenth the magnetic azimuth of the centerline of
the runway, measured clockwise from the magnetic north. The letters, differentiate between left (L),
right (R), or center (C), parallel runways, as applicable:
3.5.1.1. For two parallel runways "L" "R."
3.5.1.2. For three parallel runways "L" "C" "R."
3.5.2. Runway Centerline Marking. The runway centerline identifies the center of the runway and
consists of a line of uniformly spaced stripes and gaps.
3.5.3. Runway Side Stripe Marking. Runway side stripes delineate the edges of the runway to
enhance visual acquisition of the runway environment during transition from instrument to visual
flight. Side stripes consist of continuous white stripes located on each side of the runway.
3.5.4. Runway Shoulder Markings. Runway shoulder stripes may be used to supplement runway side
stripes to identify pavement areas contiguous to the runway sides that are not intended for use by air-
craft. Runway Shoulder stripes are yellow.
56 AFI11-218 11 MAY 2005
Figure 3.1. Runway Shoulder Markings.
3.5.5. Threshold Bar. FAA Only. A threshold bar delineates the beginning of the runway that is avail-
able for landing when there is pavement aligned with the runway on the approach side of the thresh-
old. The threshold bar is 10 feet wide and is white since it is part of the useable runway surface.
3.5.6. Demarcation Bar. A demarcation bar delineates a runway with a displaced threshold from a
blast pad, under run, stopway (overrun) or taxiway that precedes the runway.
3.5.6.1. FAA Only. The demarcation bar is three feet wide and is located on the blast pad, stop-
way or taxiway at the point of intersection with the runway. It is yellow to indicate it is not part of
the useable runway, except when the area preceding the threshold can be used for takeoff, then the
demarcation bar will be white.
3.5.6.2. USAF/ICAO Only. Neither USAF nor ICAO require a demarcation bar for contiguous
blast pads or overruns. The demarcation bar is only required where operational pavement is
located on the approach side of the threshold marking, such as with a displaced threshold or con-
tiguous taxiway. In those cases, the bar is four feet wide and is white because it is located on the
runway surface.
3.5.7. Threshold Markings. These markings are used to show pavement areas aligned with the runway
that are unusable for landing, takeoff, and/or taxiing.
3.5.7.1. General Information.
3.5.7.1.1. Arrowheads highlight the beginning of the useable landing surface.
3.5.7.1.2. Taxiway markings in a displaced threshold area indicate an area suitable for taxi
only.
3.5.7.1.3. Arrows in a displaced threshold area indicate an area suitable for taxi and takeoff
only.
3.5.7.1.4. Chevrons in a displaced threshold area indicate an area unsuitable for taxi, takeoff,
or landing.
3.5.7.2. Arrows and Arrowheads.
AFI11-218 11 MAY 2005 57
3.5.7.2.1. FAA Only. Arrows and arrowheads used in a displaced threshold area are white
since the area is useable for takeoff. Arrowheads used on a taxiway prior to a runway threshold
are yellow since the area is not useable for takeoff or landing.
3.5.7.2.2. USAF Only. In permanently displaced thresholds all arrows and arrowheads are
yellow. The shaft of the arrow will be white. In temporarily displaced thresholds the arrow-
heads could be white or yellow.
3.5.7.2.3. ICAO Only. Arrows and arrowheads used in a displaced threshold area may be
white or yellow regardless of whether the displaced threshold area is suitable for takeoff.
3.5.7.3. Chevrons
3.5.7.3.1. Chevrons are yellow since the area is unusable for taxi, takeoff, or landing.
58 AFI11-218 11 MAY 2005
Figure 3.2. FAA Demarcation Bars and Threshold Markings.

AFI11-218 11 MAY 2005 59
Figure 3.3. USAF Threshold Markings.
3.6. Taxiway Markings.

3.6.1. All taxiways should have centerline markings and runway holding position markings whenever
they intersect a runway. Taxiway edge markings are present whenever there is a need to separate the
taxiway from a pavement that is not intended for aircraft use or to delineate the edge of the taxiway.
Taxiways may also have shoulder markings and holding position markings for Instrument Landing
System/Microwave Landing System (ILS/MLS) critical areas, and taxiway/taxiway intersection
markings.
NOTE: The USAF has no requirement to mark taxiway/taxiway intersections at USAF installations.
Figure 3.4. Taxiway Holding Position Markings.

60 AFI11-218 11 MAY 2005
3.6.2. Taxiway Centerline. The taxiway centerline is a single continuous yellow line. This provides a
visual cue to permit taxiing along a designated path. Ideally the aircraft should be kept centered over
this line during taxi to ensure adequate clearance.
3.6.3. Taxiway Edge Markings. Taxiway edge markings are used to define the edge of the taxiway.
They are primarily used when the taxiway edge does not correspond with the edge of the pavement.
There are two types of markings depending upon whether the aircraft is supposed to cross the taxiway
edge:
3.6.3.1. Continuous Markings. These consist of a continuous double yellow line. They are used to
define the taxiway edge from the shoulder or some other abutting paved surface not intended for
use by aircraft.
3.6.3.2. Dashed Markings. These markings are used when there is an operational need to define
the edge of a taxiway or taxi lane on a paved surface where the adjoining pavement to the taxiway
edge is intended for use by aircraft. e.g., an apron. Dashed taxiway edge markings consist of a bro-
ken double yellow line.
Figure 3.5. Taxiway Edge Markings.
3.6.3.3. Taxiway Shoulder Markings. Taxiways, holding bays, and aprons are sometimes pro-
vided with paved shoulders to prevent blast and water erosion. Although shoulders may have the
appearance of full strength pavement they are not intended for use by aircraft, and may be unable
to support an aircraft. Usually the taxiway edge marking will define this area. Where conditions
exist such as islands or taxiway curves that may cause confusion as to which side of the edge stripe
is for use by aircraft, taxiway shoulder markings may be used to indicate the pavement is unus-
able. Taxiway shoulder markings are yellow.
AFI11-218 11 MAY 2005 61
Figure 3.6. Taxiway Shoulder Markings.
3.6.4. Surface Painted Taxiway Direction Signs. Surface painted taxiway direction signs have a yel-
low background with a black inscription, and are provided when it is not possible to provide taxiway
direction signs at intersections, or when necessary to supplement such signs. These markings are
located adjacent to the centerline with signs indicating turns to the left being on the left side of the
taxiway centerline and signs indicating turns to the right being on the right side of the centerline.
NOTE: At USAF installations, surface painted taxiway direction signs are yellow block letters with no
background.
3.6.5. Surface Painted Location Signs. Surface painted location signs have a black background with a
yellow inscription. When necessary, these markings are used to supplement location signs located
along side the taxiway and assist the pilot in confirming the designation of the taxiway on which the
aircraft is located. These markings are located on the right side of the centerline.
NOTE: At USAF installations, surface painted location signs are yellow block letters with no back-
ground.
62 AFI11-218 11 MAY 2005
Figure 3.7. Surface Painted Location and Direction Signs.
NOTE: At USAF installations, surface painted taxiway direction and location signs are yellow block let-
ters with no background.
3.6.6. Geographic Position Markings. These markings are located at points along low visibility taxi
routes designated in the airport's Surface Movement Guidance Control System (SMGCS) plan. They
are used to identify the location of taxiing aircraft during low visibility operations. Low visibility
operations are those that occur when the runway visual range (RVR) is below 1200 feet. They are
positioned to the left of the taxiway centerline in the direction of taxiing. The geographic position
marking is a circle comprised of an outer black ring contiguous to a white ring with a pink circle in the
middle. When installed on asphalt or other dark-colored pavements, the white ring and the black ring
are reversed, i.e., the white ring becomes the outer ring and the black ring becomes the inner ring. It is
designated with either a number or a number and letter. The number corresponds to the consecutive
position of the marking on the route.
AFI11-218 11 MAY 2005 63
Figure 3.8. Geographic Position Markings.
3.7. Holding Position Markings.

3.7.1. Runway Holding Position Markings. For runways these markings indicate where an aircraft is
supposed to stop. For the FAA, they consist of four yellow lines, two solid and two dashed, extending
across the width of the taxiway or runway. For the USAF, they may only consist of two yellow lines,
one solid and one dashed, extending across the width of the runway or taxiway. The solid lines are
always on the side where the aircraft is to hold. There are three locations where runway holding posi-
tion markings are encountered.
CAUTION: The USAF Runway Holding Position Marking shown below is the same as the FAA mark-
ing for a Non-movement Area Boundary. Personnel must be cognizant of this difference to avoid a run-
way incursion.
64 AFI11-218 11 MAY 2005
Figure 3.9. Runway Holding Position Markings.

FAA Holding Position Markings USAF Holding Position Markings
3.7.1.1. Taxiways. These markings identify the locations on a taxiway where an aircraft is sup-
posed to stop when it does not have clearance to proceed onto the runway. The runway holding
position markings are shown. When instructed by ATC "Hold short of (runway "xx")" the aircrew
or ground crew should stop so no part of the aircraft extends beyond the holding position marking.
When approaching the holding position marking, an aircrew or ground crew person should not
cross the marking without ATC clearance at a controlled airport or without making sure of ade-
quate separation from other aircraft at uncontrolled airports. An aircraft exiting a runway is not
clear of the runway until all parts of the aircraft have crossed the applicable holding position mark-
ing.
3.7.1.2. Runways. These markings are installed on runways only if the runway is normally used
by air traffic control for "land, hold short" operations or taxiing operations and have operational
significance only for those two types of operations. A sign with a white inscription on a red back-
ground is installed adjacent to these holding position markings. The holding position markings are
placed on runways prior to the intersection with another runway, or some designated point.
3.7.1.3. Runway Approach Areas. These markings are used at some airports where it is necessary
to hold an aircraft on a taxiway located in the approach or departure area of a runway so that the
aircraft does not interfere with the operations on that runway. This marking is collocated with the
runway approach area holding position sign.
3.7.2. Holding Position Markings for ILS. Holding position markings for ILS/MLS critical areas con-
sist of two yellow solid lines spaced two feet apart connected by pairs of solid lines extending across
the width of the taxiway as shown. A sign with an inscription in white on a red background is installed
adjacent to these hold position markings. When the ILS critical area is being protected, the aircrew or
ground crew should stop so no part of the aircraft extends beyond the holding position marking. When
approaching the holding position marking, an aircrew or ground crew person should not cross the
AFI11-218 11 MAY 2005 65
marking without ATC clearance. ILS critical area is not clear until all parts of the aircraft have crossed
the applicable holding position marking.
NOTE: At USAF bases, additional markings will be present at the holding position. The letters “INST”
are painted symmetrically about the centerline of the taxiway just beyond the instrument hold line so they
can be read by an aircraft operator facing the runway.
Figure 3.10. Holding Position Markings for ILS Critical Area.
3.7.3. Holding Position Markings for Taxiway/Taxiway Intersections. Holding position markings for
taxiway/taxiway intersections consist of a single dashed line extending across the width of the taxi-
way. They are installed on taxiways where air traffic control normally holds aircraft short of a taxiway
intersection. When instructed by ATC "hold short of (taxiway)" the aircrew or ground crew should
stop so no part of the aircraft extends beyond the holding position marking. When the marking is not
present the aircrew or ground crew should stop the aircraft at a point that provides adequate clearance
from an aircraft on the intersecting taxiway.
NOTE: The USAF has no requirement to mark taxiway/taxiway intersections at USAF installations.
66 AFI11-218 11 MAY 2005
Figure 3.11. Holding Position Markings for Taxiway/Taxiway Intersections.
3.7.4. Surface Painted Holding Position Signs. Surface painted holding position signs have a red
background with a white inscription and supplement the signs located at the holding position. This
type of marking is normally used where the width of the holding position on the taxiway is greater
than 200 feet. It is located to the left side of the taxiway centerline on the holding side and prior to the
holding position marking.
Figure 3.12. Surface Painted Holding Position Sign.

AFI11-218 11 MAY 2005 67
3.8. Other Markings.

3.8.1. Vehicle Roadway Markings. The vehicle roadway markings are used when necessary to define
a pathway for vehicle operations on or crossing areas that are also intended for aircraft. These mark-
ings consist of a single or double white solid line to delineate each edge of the roadway and dashed or
solid yellow or white lines to separate lanes within the edges of the roadway. In lieu of the solid lines,
zipper markings may be used to delineate the edges of the vehicle roadway.
Figure 3.13. Vehicle Roadway Markings.
3.8.2. Non-movement Area Boundary Markings. These markings delineate the movement area, i.e.,
area under air traffic control. These markings are yellow and located on the boundary between the
movement and non-movement area. The non-movement area boundary markings consist of two yel-
low lines, one solid and one dashed. The solid line is located on the non-movement area side while the
dashed yellow line is located on the movement area side.
NOTE: There is no requirement for non-movement area boundary markings at USAF installations.
CAUTION: The USAF Runway Holding Position Marking is the same as the FAA marking for a
Non-movement Area Boundary shown below. Personnel must be cognizant of this difference to avoid a
runway incursion.
68 AFI11-218 11 MAY 2005
Figure 3.14. Non-movement Area Boundary Markings.
3.8.3. Marking and Lighting of Permanently Closed Runways and Taxiways. For runways and taxi-
ways that are permanently closed, the lighting circuits will be disconnected. The runway threshold,
runway designation, and touchdown markings are obliterated and yellow X’s are placed at each end of
the runway and at 1,000-foot intervals.
Figure 3.15. Closed Runway or Taxiway Markings.
3.8.4. Temporarily Closed Runways and Taxiways. To provide a visual indication to pilots that a run-
way is temporarily closed; X’s are placed on the runway only at each end of the runway. The X’s are
yellow in color.
3.8.4.1. A raised lighted yellow X may be placed on each runway end in lieu of the markings
described to indicate the runway is closed.
3.8.4.2. A visual indication may not be present depending on the reason for the closure, duration
of the closure, airfield configuration and the existence and the hours of operation of an airport traf-
fic control tower. Pilots should check NOTAM's and the Automated Terminal Information System
(ATIS) for local runway and taxiway closure information.
3.8.4.3. Temporarily closed taxiways are usually treated as hazardous areas, in which no part of
an aircraft may enter, and are blocked with barricades. However, as an alternative a yellow X may
be installed at each entrance to the taxiway.
3.8.5. Helicopter Landing Areas. Helicopter landing areas can be depicted in one of three ways, as
shown below. The letter "H" in the markings is oriented to align with the intended direction of
approach.
AFI11-218 11 MAY 2005 69
Figure 3.16. Helicopter Landing Areas.
Section 3C—Airport Lighting Systems
3.9. Runway Lights

3.9.1. Runway Edge Lights. Runway edge lights are used to outline the edges of runways during peri-
ods of darkness or restricted visibility. The runway edge lights are white, except on instrument run-
ways yellow (or amber) replaces white on the last 2,000 feet or half the runway length, whichever is
less, to form a caution zone for landings.
3.9.2. Runway End Lights. Runway end lights define the end of the operational runway surface for
aircraft for landing, roll out, or takeoff. They consist of red lights located symmetrically about, and
perpendicular to, the runway centerline. They are located within 10 feet of the end of the usable land-
ing surface.
3.9.3. Runway Threshold Lights. Runway threshold lights define the beginning of the operational
runway surface for aircraft for landing. The lights emit red light toward the runway to indicate the run-
way end to a departing aircraft and may emit green outward from the runway end to indicate the
threshold to landing aircraft.
3.9.4. Runway Centerline Lighting System. Runway centerline lights are installed on some precision
instrument runways. They are located along the runway centerline and are spaced at 50-foot intervals.
When viewed from the landing threshold, the runway centerline lights are white until the last 3,000
feet of the runway. The white lights begin to alternate with red for the next 2,000 feet, and for the last
1,000 feet of the runway, all centerline lights are red.
3.9.5. Touchdown Zone Lights. Touchdown zone lights are installed on some precision approach run-
ways. They consist of two rows of transverse light bars disposed symmetrically about the runway cen-
terline. The system consists of steady-burning white lights that start 100 feet beyond the landing
threshold and extend to 3,000 feet beyond the landing threshold or to the midpoint of the runway,
whichever is less.
70 AFI11-218 11 MAY 2005
3.9.6. Stopway Lights (ICAO ONLY). Stopway lights are installed in stopways intended for use at
night. They are placed in rows as an extension of the line of runway edge lights, with an additional
line perpendicular to the runway centerline at the end of the stopway. Stopway lights are red.
3.9.7. Taxiway Lead-Off Lights. (FAA and ICAO ONLY). Taxiway lead-off lights extend from the
runway centerline to a point on an exit taxiway to expedite movement of aircraft from the runway.
These lights alternate green and yellow (or amber) from the runway centerline to the runway holding
position or the ILS/MLS critical area, as appropriate.
3.9.8. Runway Exit Lights. (USAF ONLY). Runway exit lights serve the same function as taxiway
lead-off lights. At USAF airfields these lights are green.
3.9.9. Land and Hold Short Lights. Land and hold short lights are used to indicate the hold short point
on certain runways that are approved for Land and Hold Short Operations (LAHSO). Land and hold
short lights consist of a row of pulsing white lights installed across the runway at the hold short point.
Where installed, the lights will be on anytime LAHSO is in effect. These lights will be off when
LAHSO is not in effect.
3.10. Control of Lighting Systems.

3.10.1. Operation of approach light systems and runway lighting is controlled by the control tower
(ATCT). At some locations the Flight Service Station (FSS) may control the lights where there is no
control tower in operation.
3.10.2. Pilot’s radio control of lighting is available at selected airports to provide control of lights by
keying the aircraft's microphone. Control of lighting systems is often available at locations without
specified hours for lighting and where there is no control tower or FSS or when the tower or FSS is
closed (locations with a part-time tower or FSS) or specified hours. All lighting systems that are radio
controlled at an airport, whether on a single runway or multiple runways, operate on the same radio
frequency. USAF personnel should not adjust the intensity of lights, unless preparing to take off or
land, to preclude producing a setting undesirable for a pilot attempting to take off or land.
3.11. Taxiway Lights

3.11.1. FAA
3.11.1.1. Taxiway Edge Lights. Taxiway edge lights are used to outline the edges of taxiways
during periods of darkness or restricted visibility. These fixtures emit blue light.
3.11.1.2. Taxiway Centerline Lights. Taxiway centerline lights are located along the taxiway cen-
terline in a straight line on straight portions, on the centerline of curved portions, and along desig-
nated taxiing paths in portions of runways, ramp, and apron areas. Taxiway centerline lights are
steady burning and emit green light.
3.11.1.3. Clearance Bar Lights. Clearance bar lights are installed at holding positions on taxiways
in order to increase the conspicuity of the holding position in low visibility conditions. They may
also be installed to indicate the location of an intersecting taxiway during periods of darkness.
Clearance bars consist of three in-pavement steady-burning yellow (or amber) lights.
AFI11-218 11 MAY 2005 71
Figure 3.17. Clearance Bar Lights.
3.11.1.4. Runway Guard Lights. Runway guard lights are installed at taxiway/runway intersec-
tions. They are primarily used to enhance the conspicuity of taxiway/runway intersections during
low visibility conditions, but may be used in all weather conditions. Runway guard lights consist
of either a pair of elevated flashing yellow (or amber) lights installed on either side of the taxiway,
or a row of in-pavement yellow (or amber) lights installed across the entire taxiway, at the runway
Figure 3.18. Runway Guard Lights.
3.11.1.4.1. Some airports may have a row of three or five in-pavement yellow (or amber)
lights installed at taxiway/runway intersections. They should not be confused with clearance
bar lights described in paragraph 3.11.1.3. Clearance Bar Lights.
3.11.1.5. Stop Bar Lights. Stop bar lights, when installed, are used to confirm the ATC clearance
to enter or cross the active runway in low visibility conditions (below 1,200 ft RVR). A stop bar
consists of a row of red, unidirectional, steady-burning in-pavement lights installed across the
entire taxiway at the runway holding position, and elevated steady-burning red lights on each side.
A controlled stop bar is operated in conjunction with the taxiway centerline lead-on lights that
extend from the stop bar toward the runway. Following the ATC clearance to proceed, the stop bar
is turned off and the lead-on lights are turned on. The stop bar and lead-on lights are automatically
reset by a sensor or backup timer.
3.11.1.5.1. Aircrews and ground crews should never cross a red illuminated stop bar, even if
an ATC clearance has been given to proceed onto or across the runway.
3.11.1.5.2. If after crossing a stop bar, the taxiway centerline lead-on lights inadvertently
extinguish, aircrews and ground crews should hold their position and contact ATC for further
instructions.
72 AFI11-218 11 MAY 2005
Figure 3.19. Stop Bar Lights.
3.11.2. USAF
during periods of darkness or restricted visibility. These fixtures emit blue light.
steady burning and emit green light. Where there are intersecting taxiways, the lights will be yel-
low (or amber). When installed in conjunction with a holding position, they will be yellow (or
amber) facing the holding aircraft. Taxiway centerline lights may be installed in lieu of taxiway
edge lights.
3.11.2.3. Taxiway Hold Lights/Stop Bar. Taxiway hold lights are installed at hold positions where
there is a need to enhance identification. They consist of 3 yellow (or amber) lights perpendicular
to taxiway centerline (5 lights will be installed if the taxiway is unusually wide).
3.11.2.4. Hold Position Edge Lights (Wig-Wag or Runway Guard Lights). Hold position edge
lights are installed at taxiway/runway intersections and other areas where hold markings, signs,
and clearance markings have not been fully effective, or in areas where other lights might cause
distraction. They consist of a pair of elevated flashing yellow (or amber) lights installed on either
side of the taxiway.
3.11.3. ICAO
during periods of darkness or restricted visibility conditions. These fixtures emit blue light.
steady burning and emit green light.
3.11.3.3. Runway Guard Lights. Runway guard lights are installed at taxiway/runway intersec-
tions. They are primarily used to enhance the conspicuity of taxiway/runway intersections during
low visibility conditions, but may be used in all weather conditions. Runway guard lights consist
of either a pair of elevated flashing yellow (or amber) lights installed on either side of the taxiway,
or a row of in-pavement yellow (or amber) lights installed across the entire taxiway, at the runway
AFI11-218 11 MAY 2005 73
Figure 3.20. Runway Guard Lights.
3.11.3.4. Stop Bar Lights. Stop bar lights, when installed, are used to confirm the ATC clearance
to enter or cross the active runway in low visibility conditions (below 1,200 ft RVR). A stop bar
consists of a row of red, unidirectional, steady-burning in-pavement lights installed across the
entire taxiway at the runway holding position, and elevated steady-burning red lights on each side.
A controlled stop bar is operated in conjunction with the taxiway centerline lead-on lights that
extend from the stop bar toward the runway. Following the ATC clearance to proceed, the stop bar
is turned off and the lead-on lights are turned on. The stop bar and lead-on lights are automatically
reset by a sensor or backup timer.
3.11.3.4.1. Aircrews and ground crews should never cross a red illuminated stop bar, even if
an ATC clearance has been given to proceed onto or across the runway.
3.11.3.4.2. If after crossing a stop bar, the taxiway centerline lead-on lights inadvertently
extinguish, aircrews and ground crews should hold their position and contact ATC for further
instructions.
Figure 3.21. Stop Bar Lights.
Section 3D—Airport Signs
3.12. General. There are six types of signs installed on airfields: mandatory instruction signs, location
signs, direction signs, destination signs, information signs, and runway distance remaining signs.
3.13. Mandatory Instruction Signs.

3.13.1. These signs have a red background with a white inscription and are used to denote:
3.13.1.1. An entrance to a runway or critical area and;
3.13.1.2. Areas where an aircraft is prohibited from entering.
3.13.2. Typical mandatory signs and applications are:
3.13.2.1. Runway Holding Position Sign. This sign is located at the holding position on taxiways
that intersect a runway or on runways that intersect other runways. The inscription on the sign
contains the designation of the intersecting runway. The runway numbers on the sign are arranged
to correspond to the respective runway threshold. For example, "15-33" indicates that the thresh-
old for Runway 15 is to the left and the threshold for Runway 33 is to the right.
74 AFI11-218 11 MAY 2005
Figure 3.22. Runway Holding Position Sign.
3.13.2.2. Runway Holding Position Sign at Beginning of Takeoff Runway. On taxiways that
intersect the beginning of the takeoff runway, only the designation of the takeoff runway may
appear on the sign, while all other signs will have the designation of both runway directions.
Figure 3.23. Runway Holding Position Sign at Beginning of Takeoff Runway.
3.13.2.3. Runway Holding Position Sign at Intersection of Two Runways. If the sign is located on
a taxiway that intersects the intersection of two runways, the designations for both runways will be
shown on the sign along with arrows showing the approximate alignment of each runway. In addi-
tion to showing the approximate runway alignment, the arrow indicates the direction to the thresh-
old of the runway whose designation is immediately next to the arrow.
Figure 3.24. Runway Holding Position Sign at Intersection of Two Runways.
3.13.2.4. Position of Runway Holding Position Signs. A runway holding position sign on a taxi-
way will be installed adjacent to holding position markings on the taxiway pavement. On run-
ways, holding position markings will be located only on the runway pavement adjacent to the sign,
if the runway is normally used by air traffic control for LAHSO operations or as a taxiway.
3.13.2.5. Runway Approach Area Holding Position Sign. At some airports, it is necessary to hold
an aircraft on a taxiway located in the approach or departure area for a runway so that the aircraft
does not interfere with operations on that runway. In these situations, a sign with the designation
of the approach end of the runway followed by a "dash" (-) and letters "APCH" will be located at
the holding position on the taxiway. Holding position markings will be located on the taxiway
pavement. An example of this sign is shown in below. In this example, the sign may protect the
approach to Runway 15 and/or the departure for Runway 33.
AFI11-218 11 MAY 2005 75
Figure 3.25. Runway Approach Area Holding Position Sign.
3.13.2.6. ILS Critical Area Holding Position Sign. At some airports, when the instrument landing
system is being used, it is necessary to hold an aircraft on a taxiway at a location other than the
holding position described above in Holding Position Markings. This prevents vehicles and air-
craft on the ground from interfering with the ILS signal transmitted to an aircraft on final
approach. In these situations the holding position sign for these operations will have the inscrip-
tion "ILS" and be located adjacent to the holding position marking on the taxiway. At USAF air-
fields this sign will say “INST”.
Figure 3.26. ILS Critical Area Holding Position Sign.
3.13.2.7. No Entry Sign. This sign prohibits an aircraft from entering an area. Typically, this sign
would be located on a taxiway intended to be used in only one direction or at the intersection of
vehicle roadways with runways, taxiways or aprons where the roadway may be mistaken as a taxi-
way or other aircraft movement surface.
Figure 3.27. No Entry Sign.
3.14. Location Signs.

3.14.1. Location signs are used to identify either a taxiway or runway on which the aircraft is located.
Other location signs provide a visual cue to aircrews and ground crews to assist them in determining
when they have exited an area.
3.14.1.1. Taxiway Location Sign. This sign has a black background with a yellow inscription and
yellow border. The inscription is the designation of the taxiway on which the aircraft is located.
These signs are installed along taxiways either by themselves or in conjunction with direction
76 AFI11-218 11 MAY 2005
signs or runway holding position signs. Taxiways are designated using all letters of the alphabet,
normally starting with “A”.
Figure 3.28. Taxiway Location Sign.
Figure 3.29. Taxiway Location Sign Collocated With Runway Holding Position Sign.
3.14.1.2. Runway Location Sign. This sign has a black background with a yellow inscription and
yellow border. The inscription is the designation of the runway on which the aircraft is located.
These signs are intended to complement the information available to aircrews and ground crews
through their magnetic compass and typically are installed where the proximity of two or more
runways to one another could cause pilots to be confused as to which runway they are on.
Figure 3.30. Runway Location Sign.
3.14.1.3. Runway Boundary Sign. This sign has a yellow background with a black inscription
with a graphic depicting the pavement holding position marking. This sign, which faces the run-
way and is visible to the aircrew or ground crew exiting the runway, is located adjacent to the
holding position marking on the pavement. The sign is intended to provide aircrews and ground
crews with another visual cue which they can use as a guide in deciding when they are "clear of
the runway."
AFI11-218 11 MAY 2005 77
Figure 3.31. Runway Boundary Sign.
3.14.1.4. ILS Critical Area Boundary Sign. This sign has a yellow background with a black
inscription with a graphic depicting the ILS pavement holding position marking. This sign is
located adjacent to the ILS holding position marking on the pavement and can be seen by aircrews
and ground crews leaving the critical area. The sign is intended to provide aircrews and ground
crews with another visual cue they can use as a guide in deciding when they are "clear of the ILS
critical area." Note at USAF airfields this is referred to as the “Instrument Critical Area”.
Figure 3.32. ILS Critical Area Boundary Sign.
3.15. Direction Signs.

3.15.1. Direction signs have a yellow background with a black inscription. The inscription identifies
the designation(s) of the intersecting taxiway(s) leading out of the intersection that an aircrew or
ground crew would normally be expected to turn onto or hold short of. An arrow indicating the direc-
tion of the turn accompanies each designation.
3.15.1.1. Except as noted in 3.14.1.1., each taxiway designation shown on the sign is accompa-
nied by only one arrow. When more than one taxiway designation is shown on the sign each des-
ignation and its associated arrow is separated from the other taxiway designations by either a
vertical message divider or a taxiway location sign.
3.15.1.1.1. Direction signs are normally located on the left prior to the intersection. When
used on a runway to indicate an exit, the sign is located on the same side of the runway as the
exit.
78 AFI11-218 11 MAY 2005
Figure 3.33. Direction Sign to Indicate Runway Exit.
3.15.1.2. The taxiway designations and their associated arrows on the sign are arranged clockwise
starting from the first taxiway on the pilot's left.
3.15.1.3. If a location sign is located with the direction signs, it is placed so that the designations
for all turns to the left will be to the left of the location sign; the designations for continuing
straight ahead or for all turns to the right would be located to the right of the location sign.
3.15.1.4. When the intersection is comprised of only one crossing taxiway, it is permissible to
have two arrows associated with the crossing taxiway. In this case, the location sign is located to
the left of the direction sign.
3.16. Destination Signs

3.16.1. Destination signs also have a yellow background with a black inscription indicating a destina-
tion on the airport. These signs always have an arrow showing the direction of the taxiing route to that
destination. When the arrow on the destination sign indicates a turn, the sign is located prior to the
intersection.
3.16.2. Destinations commonly shown on these types of signs include runways, aprons, terminals,
military areas, civil aviation areas, cargo areas, international areas, and fixed base operators. An
abbreviation may be used as the inscription on the sign for some of these destinations.
3.16.2.1. When the inscription for two or more destinations having a common taxiing route are
placed on a sign, the destinations are separated by a "dot" (•) and one arrow. When the inscription
on a sign contains two or more destinations having different taxiing routes, each destination will
be accompanied by an arrow and will be separated from the other destinations on the sign with a
vertical black message divider.
AFI11-218 11 MAY 2005 79
Figure 3.34. Destination Sign for Military Area.
Figure 3.35. Destination Sign for Common Taxi Route to Two Runways.
Figure 3.36. Destination Sign for Different Taxi Route to Two Runways.
3.17. Information Signs.

3.17.1. Information signs have a yellow background with a black inscription. They are used to pro-
vide the pilot with information on such things as areas that cannot be seen from the control tower,
applicable radio frequencies, and noise abatement procedures. The airport operator determines the
need, size, and location for these signs.
3.18. Runway Distance Remaining Signs.

3.18.1. Runway distance remaining signs have a black background with a white numeral inscription
and may be installed along one or both side(s) of the runway. The number on the signs indicates the
distance (in thousands of feet) of landing runway remaining. The last sign, i.e., the sign with the
numeral "1," will be located at least 950 feet from the runway end.
Figure 3.37. Runway Distance Remaining Sign Indicating 3,000 feet of Runway Remaining
80 AFI11-218 11 MAY 2005
Section 3E—Surface Movement Guidance and Control System (SMGCS)
3.19. General Information

3.19.1. FAA Only. SMGCS is implemented at selected US airports where scheduled air carriers are
authorized to conduct operations when the visibility is less than 1,200 RVR. A SMGCS plan facili-
tates the safe movement of aircraft and vehicles on the airport by establishing more rigorous control
procedures and requiring enhanced visual aids. This plan helps insure aircraft and vehicles remain in
the areas intended for their use.
3.19.2. ICAO Only. SMGCS is defined as a system that provides guidance to, and control or regula-
tion of aircraft in the movement area. The system also provides guidance to, and control or regulation
of all ground vehicles in the movement area. The term SMGCS is applied to the system of aids, facil-
ities, procedures, and regulations and applies during all weather conditions.
NOTE: Several aerospace companies market surface movement radar and surveillance systems (hard-
ware) also called SMGCS that may be part of an overall SMGCS plan but should not be confused with the
plan itself.
3.19.2.1. For ICAO airports, SMGCS is implemented in three stages:
3.19.2.1.1. Visibility Condition 1. Visibility is sufficient for the pilot to taxi and avoid colli-
sion with other traffic by visual reference, and for ATC to exercise control over all traffic by
visual reference.
3.19.2.1.2. Visibility Condition 2. Visibility is sufficient for the pilot to taxi and avoid colli-
sion with other traffic by visual reference, but insufficient for ATC to exercise control of all
traffic by visual reference.
3.19.2.1.3. Visibility Condition 3. Visibility is less than 400 meters RVR (1200 feet). Visibil-
ity is insufficient for the pilot to taxi and avoid collision with other traffic by visual reference,
and also insufficient for ATC to exercise control over traffic by visual reference. This is called
“low visibility conditions”.
3.19.3. SMGCS procedures do not supersede established policies, procedures, rules or guidelines for
airports, aircraft or vehicle operators, or air traffic control. Compliance with SMGCS procedures and
restrictions is not mandatory for USAF personnel. However, to enhance the safety of low visibility
ground operations, USAF personnel shall follow the guidance in the SMGCS plan to the maximum
extent possible when conducting low visibility operations at an airport with such a plan.
3.20. SMGCS Training.

3.20.1. When complying with 3.19.3. above, personnel involved in moving aircraft on the ground at
airports with a SMGCS plan shall receive training prior to conducting low visibility operations at that
airport. SMGCS training is airport specific.
3.20.1.1. Training lesson plans will include as a minimum ramp operations, ILS critical areas,
runway safety areas, obstacle free zones, stop bar lights, runway guard lights, taxiway centerline
lights, clearance bar lights, runway lead-on and lead-off lights, geographic position markings,
taxiway and runway hold position markings, movement/non-movement area boundary marking,
other pavement markings, use of low visibility taxi route(s) chart(s), review of local taxi routes
and procedures, and taxi procedures at turns requiring judgmental over steering.
AFI11-218 11 MAY 2005 81
3.20.1.1.1. For aircrew personnel, document training completion in ARMS, MAJCOM speci-
fied training folder or other suitable product. Annotate the airport for which training applies.
3.20.1.1.2. For maintenance personnel, document training completion in AF Form 623, On
The Job Training Record, or other suitable product. Annotate the airport for which training
applies.
3.21. SMGCS Procedures (FAA).

3.21.1. SMGCS procedures will be implemented when the RVR is below 1,200 feet. Additional pro-
cedures will be implemented for RVR below 600 feet.
3.21.1.1. ATC is responsible to initiate and terminate each phase of SMGCS procedures IAW the
SMGCS plan for that airport. Implementation and termination will be based on meteorological
trends of increasing/decreasing RVR values and weather phenomena such as patchy fog and pilot
reports.
3.21.1.2. SMGCS procedures initiation/termination will be broadcast on the ATIS.
3.21.1.3. Specific aircrew SMGCS procedures are in the SMGCS plan for that particular airport.
3.21.2. When complying with the SMGCS plan, USAF personnel shall use the low visibility taxi
route(s) chart(s) for that airport.
3.21.2.1. NOTE: Low visibility taxi route charts for CONUS airports are available only from
Jeppesen. Comply with AFI 11-202 Volume 3 General Flight Rules for use of commercially pro-
duced publications.
3.21.3. The following visual aids are required for operations when the RVR is below 1,200 feet down
to and including 600 feet RVR, except where others are specified in the SMGCS plan for that airport.
3.21.3.1. Movement Area.
3.21.3.1.1. Runway guard lights
3.21.3.1.2. Taxiway edge or centerline lights
3.21.3.1.3. Taxiway signs
3.21.3.1.4. Taxiway hold markings
3.21.3.1.5. Surface painted direction or location signs
3.21.3.2. Non-movement Area.
3.21.3.2.1. No additional visual aids required
3.21.4. The following visual aids are required for operations when the RVR is below 600 feet, except
where others are specified in the SMGCS plan for that airport.
3.21.4.1. Movement Area.
3.21.4.1.1. Stop bar lights
3.21.4.1.2. Runway guard lights
3.21.4.1.3. Taxiway centerline lights
3.21.4.1.4. Clearance bar lights
82 AFI11-218 11 MAY 2005
3.21.4.1.5. Taxiway hold markings

3.21.4.1.6. Surface painted direction or location signs
3.21.4.1.7. Geographic position markings
3.21.4.2. Non-movement Area.
3.21.4.2.1. Taxiway centerline lights or taxiing assistance (ex. Follow-me vehicle)
3.22. SMGCS Procedures (ICAO). ICAO SMGCS procedures are not as standardized as FAA. In gen-
eral, ICAO SMGCS procedures for Visibility Condition 3 will be implemented when the RVR is
approaching or less than 400 meters (1200 feet). For many airports, this may also be coincident with, and
announced as, category II or III ILS usage.
3.22.1. Compliance with ICAO SMGCS procedures and restrictions during Visibility Condition 3, or
any time category II or III ILS are in use, are not mandatory for USAF personnel. However, to
enhance the safety of low visibility ground operations, USAF personnel shall follow the guidance in
the appropriate FLIP AP volume during Visibility Condition 3, or any time category II or III ILS are
in use, to the maximum extent possible when conducting low visibility operations at these airports.
3.22.1.1. Implementation and termination will be based on meteorological trends of increasing/
decreasing RVR values and weather phenomena.
3.22.1.2. Specific aircrew SMGCS procedures for Visibility Condition 3 (if any) are in the appro-
priate FLIP AP volume.
3.22.1.3. When complying with the SMGCS plan during Visibility Condition 3, USAF personnel
shall use the low visibility taxi route(s) chart(s) for that airport (if available).
3.22.1.3.1. NOTE: Low visibility taxi route charts for OCONUS locations are not published
in DoD FLIP or by Jeppesen. When planning to operate from an OCONUS airport with a
SMGCS plan where Visibility Condition 3 or ILS Category II or III operations are anticipated,
USAF crews must use any available means to obtain low visibility taxi route charts. This could
include consulting the host nation Aeronautical Information Publication (AIP), host nation
FLIP, or calling the airport directly. Comply with AFI 11-202 Volume 3 General Flight Rules
for use of host nation publications.
Section 3F—Aircraft Arresting Devices
3.23. Emergency Arresting Gear. Certain airports are equipped with a means of rapidly stopping mili-
tary aircraft on a runway. This equipment, normally referred to as “Emergency Arresting Gear”, generally
consists of pendant cables supported over the runway surface by rubber "donuts." Although most devices
are located in the overrun areas, a few of these arresting systems have cables stretched over the opera-
tional areas near the ends of a runway.
3.23.1. Arresting cables that cross over a runway require special markings on the runway to identify
the cable location. These markings consist of 10 feet diameter solid circles painted "identification yel-
low", perpendicular to the runway centerline across the entire runway width. Additional details are
contained in USAF Engineering Technical Letter (ETL) 94-01, Standard Airfield Pavement Marking
Schemes and AC 150/5220-9, Aircraft Arresting Systems for Joint Civil/Military Airports,.
AFI11-218 11 MAY 2005 83
3.23.2. Aircraft operations on the runway are not restricted by the installation of aircraft arresting
devices. However, aircraft T.O.’s may restrict operations of a particular mission design series (MDS)
for taxi, takeoff, and/or landing over a particular type(s) of arresting cables.
RONALD E. KEYS, Lt General, USAF

DCS/Air & Space Operations
84 AFI11-218 11 MAY 2005
Attachment 1
GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION
References
Aeronautical Information Manual
AFI 11-202, Volume 2, Aircrew Standardization/Evaluation Program
AFI 11-202, Volume 3, General Flying Rules
AFI 11-217, Volume 1, Instrument Flight Procedures
AFI 11-401, Flight Management
AFI 13-203, Air Traffic Control
AFI 13-213, Airfield Management
AFI 21-101, Aerospace Equipment Maintenance Management
AFI 32-1042, Standards for Marking Airfields
AFI 32-1043, Managing Aircraft Arresting Systems
AFI 32-1044, Visual Air Navigation Systems
AFI 33-360, Volume 1, Publications Management Program
AFMAN 11-230, Instrument Procedures
AFMAN 32-1076, Design Standards for Visual Air Navigation Facilities (To be published as AFMAN
32-1187)
AFPD 11-2, Flight Rules and Procedures
DoD Flight Information Publication, General Planning
ETL 94-01, Standards for Airfield Marking Painting Schemes
FAA 7110.65L, Air Traffic Control
FAA Advisory Circular 00-34A, Aircraft Ground Handling and Servicing
FAA Advisory Circular 120-57, Surface Movement Guidance and Control Systems (SMGCS)
FAA Advisory Circular 150/5220-9, Aircraft Arresting Systems for Joint Civil/Military Airports
FAA Advisory Circular 150/5340-18C, Standards for Airport Sign Systems
FAA Advisory Circular 150/5340-1H, Standards for Airport Markings
FAA Advisory Circular 150/5340-24, Runway and Taxiway Edge Lighting System
FAA Advisory Circular 150/5340-28, Low Visibility Taxiway
FAA Advisory Circular 150/5340-29, Installation Details for Land and Hold Short Lighting Systems
FAA Advisory Circular 90-42F Traffic Advisory Practices at Airports Without Operating Control Towers
Federal Aviation Administration Regulations Part 91
AFI11-218 11 MAY 2005 85
International Civil Aviation Organization Document 9476-AN/927, Surface Movement Guidance Control
System Manual
International Civil Aviation Organization, Annex 14 – Aerodromes
International Civil Aviation Organization, Annex 2 – Rules of the Air
North Atlantic Treaty Organization (NATO) Standardization Agreement 3117 – Air Standardization
Coordinating Committee Air Standard 44/42A
Unified Facilities Criteria (UFC) 3-260-01, Airfield and Heliport Planning and Design
Abbreviations and Acronyms

AFFSA—Air Force Flight Standards Agency
AGE—Aerospace Ground Equipment
ARMS—Aviation Resource Management System
AIM—Aeronautical Information Manual
AIP—Aeronautical Information Publication
AP—Area Planning
APU—Auxiliary Power Unit
ATC –—Air Traffic Control
ATCT—Air Traffic Control Tower
ATIS—Automated Terminal Information System
DoD—Department of Defense
ETL –—Engineering Technical Letter
FAA—Federal Aviation Administration
FCF –—Functional Check Flight
FLIP—Flight Information Publications
FSS—Flight Service Station
GTC—Gas Turbine Compressor
IAW—In Accordance With
ICAO—International Civil Aviation Organization
ILS—Instrument Landing System
LAHSO –—Land and Hold Short Operations
MAJCOM—Major Command
MDS—Mission Design Series
MLS—Microwave Landing System
NATO—North Atlantic Treaty Organization
86 AFI11-218 11 MAY 2005
NOTAM—Notices to Airmen
RVR—Runway Visual Range
SARP—Standards and Recommended Practices (ICAO Term)
SMGCS—Surface Movement Guidance Control System
STANAG—Standardization Agreement (NATO Term)
TO—Technical Orders
USAF—United States Air Force
Terms
Apron (ICAO)—A defined area, on a land aerodrome, intended to accommodate aircraft for purposes of
loading or unloading passengers or cargo, refueling, parking, or maintenance.
Apron/Ramp (USAF/FAA)—A defined area on an airport or heliport intended to accommodate aircraft
for purposes of loading or unloading passengers or cargo, refueling, parking, or maintenance.
Blast Pad (FAA/ICAO)—An area prior to the beginning of the landing runway designated by the airport
authorities as being unable to support an airplane during a landing. This area may be able to support an
aircraft during taxi and/or take-off.
ILS Critical Area—A designated area on the airfield in the vicinity of the ILS antennas where the
presence of vehicles and/or aircraft on the ground will interfere with airborne reception of ILS signals.
Aircraft and vehicle access to the Critical Area will be strictly controlled by Air Traffic Control to ensure
integrity of ILS signals whenever the conditions are less than report ceiling 800 feet and /or visibility less
than 2 miles.
Judgmental Over-Steering— When the taxiway centerline does not provide an adequate turn radius, the
pilot may intentionally over-steer the aircraft nose wheel to keep the aircraft’s main gear within the
defined edges of the taxiway.
Land and Hold Short Operations (LAHSO)—Operations which include simultaneous takeoffs and
landings and/or simultaneous landings when a landing aircraft is able and is instructed by the controller to
hold-short of the intersecting runway/taxiway or designated hold-short point. Pilots are expected to
promptly inform the controller if the hold short clearance cannot be accepted.
Low Visibility Operations—Operations conducted at airports when the visibility (RVR) is below 1200
feet (400 meters). Refers to SMGCS operations.
May—Indicates an acceptable or suggested means of accomplishment.
Movement Area (USAF/FAA)—The runways, taxiways, and other areas of an airport/heliport which are
utilized for taxiing/hover taxiing, air taxiing, take-off, and landing of aircraft, exclusive of loading ramps
and parking areas. At those airport/heliports with a tower, specific approval for entry onto the movement
area must be obtained from Air Traffic Control.
Movement Area (ICAO)—That part of an airport to be used for the take-off, landing and taxiing of
aircraft, consisting of the maneuvering area and the apron(s).
Night Operations—Operations conducted at airports during periods of darkness as defined by FAR Part
1 and AFI 11-202 Volume 3, General Flight Rules. The time between the end of evening civil twilight
AFI11-218 11 MAY 2005 87
and the beginning of morning civil twilight, as published in the American Air Almanac, converted to local
time.
Obstruction (permanent)— Aerospace Ground Equipment (AGE) and vehicles parked entirely within a
designated area. Areas will be designated by permanent markings such as painted boxes or lines on the
ramp or another suitable means. AGE or vehicles parked in these areas must have a parking brake set,
chocks, or another suitable means to prevent inadvertent movement of the equipment. Adjacent aircraft
are also considered a permanent obstruction, provided the aircraft is parked properly in it’s designated
spot and is not moving.
Overrun (USAF)—An area beyond the take-off runway designated by the airport authorities as able to
support an airplane during an aborted take-off. The FAA/ICAO term for this is “stopway”.
Runway Visual Range (RVR) (ICAO)—The maximum distance in the direction of take-off or landing
at which the runway or the specified lights or markers delineating it can be seen from a position above a
specified point on its centering at a height corresponding to the average eye-level of pilots at touchdown.
Runway Visual Range (RVR) (USAF/ FAA)—An instrumentally derived value, based on standard
calibrations, that represents the horizontal distance a pilot will see down the runway from the approach
end; it is based on the sighting of either high intensity runway lights or on the visual contrast of other
targets whichever yields the greater visual range. RVR is based on what a pilot in a moving aircraft should
see looking down the runway. RVR is horizontal visual range not slant visual range. It is based on the
measurement of a transmissometer made near the touchdown point of the instrument runway and is
reported in hundreds of feet.
Shall or Will—Instructions or procedures prefaced by “shall” or “will” are mandatory.
Should—Indicates a preferred but non-mandatory method of accomplishment.
Stopway (FAA/ICAO)—An area beyond the take-off runway designated by the airport authorities as
able to support an airplane during an aborted take-off. The USAF term for this is “overrun”.
Surface Movement Guidance Control System (SMGCS)—Operations implemented at selected US
and foreign airports where scheduled air carriers are authorized to conduct operations when the visibility
is less than 1,200 RVR. A SMGCS plan facilitates the safe movement of aircraft and vehicles on the
airport by establishing more rigorous control procedures and requiring enhanced visual aids. This plan
helps insure aircraft and vehicles remain in the areas intended for their use.
Taxi Lane— A designated path marked through parking, maintenance or hangar aprons, or on the
perimeter of such aprons to permit the safe ground movement of aircraft operating under their own power.
88 AFI11-218 11 MAY 2005
Attachment 2
IC 2004-1 TO AFI 11-218,

AIRCRAFT OPERATIONS AND MOVEMENT ON THE GROUND
19 MAY 2004
SUMMARY OF REVISIONS
This change reflects the addition of AFVA 11-240, Airport Signs and Markings (paragraph 3.2.2., 3.2.3.).
Changed or revised material is indicated by a star.
3.2.2. AFVA 11-240 shows selected USAF airport markings and signs identical to those in Section 3C,
3D, and 3E. For units based at USAF installations, display this visual aid where maintenance and flight
related operations take place. Suitable locations are aircraft maintenance work areas and flight line build-
ings frequented by ground and aircrew personnel. This includes vehicles operated on USAF airfields. Ref-
erence AFI 13-213, Airfield Management, for further flight line driving information.
3.2.3. Units located at contingency or foreign airfields use the visual aid (FAA or USAF) that most clearly
depicts the actual markings at the airfield.
AFI11-218 11 MAY 2005 89
Attachment 3
IC 2005-1 TO AFI 11-218,

AIRCRAFT OPERATIONS AND MOVEMENT ON THE GROUND
11 May 2005
SUMMARY OF REVISIONS
This revision incorporates Interim Change IC 2005-1. 1.22.2. and 1.22.3. Text changed to clarify taxi dis-
tances. Figure 3.2. Figure replaced; original was incorrect. 3.21.2. Note added clarifying sources for low
visibility taxi diagrams in the CONUS. 3.22.1.3. Note added clarifying sources for low visibility taxi dia-
grams OCONUS. Attachment 1, Abbreviations and Acronyms. Added terms “AGE” and “AIP” to list.
Attachment 1, Terms. Added terms “judgmental over-steering”, “obstruction (permanent)” and “taxi
lane”. A bar ( | ) indicates a revision from the previous edition.
1.22.2. Do not taxi or tow an aircraft within 25 feet of obstructions without wing walkers monitoring the
clearance between the aircraft and the obstruction.
1.22.2.1. Locally based aircraft are exempt when fixed taxi routes are marked and the obstruction is per-
manent. See paragraph 1.22.2.1.3. for the definition of a permanent obstruction. This exemption only
applies to locations where aircraft are taxiing into or out of a parking spot. These criteria shall not be
applied on taxiways or taxi lanes where aircraft do not normally park. Taxi routes must be used by the
same model aircraft for which they were designed.
1.22.2.1.1. The exemption and waiver authorities specified in this instruction apply only to existing facil-
ities. Do not apply these criteria in the design of new facilities. UFC 3-260-1 Airfield and Heliport Plan-
ning and Design, establishes design criteria for new facility construction, including waivers to design
criteria.
1.22.2.1.2. NOTE: MAJCOM/DO (may be delegated no lower than WG/CC) may waive the requirement
for 25 feet clearance in taxi lanes only, but in no case can this be waived to less than 10 feet between
wingtips and any portion of adjacent aircraft (also see paragraph 1.22.3.1.3.). When the waivered taxi
lines require the aircraft to turn, the waiver can only be applied to aircraft with good visibility of the
wingtips from the cockpit that do not require the use of judgmental oversteering for turns (ex. C-21 or
most fighters).
1.22.2.1.3. NOTE: Aerospace Ground Equipment (AGE) and vehicles are considered a permanent
obstruction for purposes of paragraphs 1.22.2. through 1.22.3., provided it is parked entirely within a des-
ignated area. Areas will be designated by permanent markings such as painted boxes or lines on the ramp
or another suitable means. AGE or vehicles parked in these areas must have a parking brake set, chocks,
or another suitable means to prevent inadvertent movement of the equipment. Adjacent aircraft are also
considered a permanent obstruction, provided the aircraft is parked properly in it’s designated spot and is
not moving.
1.22.2.1.4. CAUTION: When designing and marking parking areas as described in paragraphs 1.22.2.
and 1.22.3., MAJCOMs and units must take into account the effects of wing and tail growth, landing gear
geometry, and use of judgmental over-steering during turns, as applicable, to insure clearances are main-
tained during all phases of a turn into or out of a parking spot.
90 AFI11-218 11 MAY 2005
1.22.2.1.5. NOTE: For the purposes of paragraphs 1.22.2. and 1.22.3., locally based aircraft include air-
craft of the same type operating at another base with the same type aircraft, in parking areas specifically
designed for that type aircraft. For example, a KC-135 from Grand Forks AFB ND operating in the
KC-135 parking area at McConnell AFB KS or an F-15 from RAF Lakenheath operating in the F-15 park-
ing area at Seymour-Johnson AFB NC.
1.22.3. Do not taxi aircraft closer than 10 feet to any obstruction.
1.22.3.1. This restriction can be waived by the MAJCOM/DO (may be delegated no lower than WG/CC)
under any of the following circumstances:
1.22.3.1.1. During contingency operations when compliance would restrict the mission. A marshaller
must be used.
1.22.3.1.2. When operating from alert, readiness, or protective shelters. A plainly visible centerline must
be painted along the exit path. A marshaller must be used.
1.22.3.1.3. Locally based aircraft when operating into and out of parking spots specifically designed for
those aircraft and the obstruction is permanent. These criteria shall not be applied on taxiways or taxi
lanes where aircraft do not normally park, or when environmental or operational conditions (ice, snow,
inoperative systems, etc.) may impact the normal turn performance of the aircraft. Taxi routes shall be
clearly marked. Taxi routes must be used by the same model aircraft for which they were designed. See
paragraph 1.22.2.1.3. for the definition of a permanent obstruction. Parking spots shall be spaced to allow
a minimum of 10 feet clearance between any portion of adjacent aircraft. A marshaller must be used.
1.22.3.1.3.1. WARNING: Paragraph 1.22.3. sets out minimum clearances for aircraft taxiing into and out
of parking spots. These minimums may not be appropriate for all types of aircraft, especially large swept
wing aircraft with limited visibility from the cockpit and/or when judgmental over-steering may be
required for turning (i.e. C-5, KC-10, KC-135, etc.). When turns are required, MAJCOMs will establish
appropriate clearance standards for aircraft where visibility is limited from the cockpit, judgmental
over-steering is required for turning, or there is wing or tail growth during turns.
Table 1.2. Minimum Allowable Taxi Distances.
TAXI DISTANCE MARSHALLER WING WALKER

REQUIRED REQUIRED
> 25 FEET No No
10-24 FEET NOT IN PARKING AREA Yes Yes
10-24 FEET IN PARKING AREA IAW 1.22.2.1. No No
10-24 FEET IN TAXI LANE W/O MAJCOM/DO Yes Yes
WAIVER
10-24 FEET IN TAXI LANE WITH MAJCOM/ No No
DO WAIVER IAW 1.22.2.1.2.
<10 FEET W/O MAJCOM/DO WAIVER No Taxiing Allowed No Taxiing Allowed
<10 FEET WITH MAJCOM/DO WAIVER IAW Yes No
1.22.3.1.
AFI11-218 11 MAY 2005 91
Table 1.3. Minimum Allowable Towing Distances.
TOWING DISTANCE MARSHALLER REQUIRED WING WALKER REQUIRED

> 25 FEET No No*
10-24 FEET NOT IN PARKING No Yes
AREA
10-24 FEET IN PARKING AREA No No*
IAW 1.22.2.1.
<10 FEET No Yes
*Comply with aircraft and maintenance technical order procedures and MAJCOM directives
regarding the use of wing walkers if it is more restrictive than Table 1.3.
Figure 3.2. FAA Demarcation Bars and Threshold Markings.

92 AFI11-218 11 MAY 2005
3.21.2.1. NOTE: Low visibility taxi route charts for CONUS airports are available only from Jeppesen.
Comply with AFI 11-202 Volume 3 General Flight Rules for use of commercially produced publications.
3.22.1.3.1. NOTE: Low visibility taxi route charts for OCONUS locations are not published in DoD FLIP
or by Jeppesen. When planning to operate from an OCONUS airport with a SMGCS plan where Visibility
Condition 3 or ILS Category II or III operations are anticipated, USAF crews must use any available
means to obtain low visibility taxi route charts. This could include consulting the host nation Aeronautical
Information Publication (AIP), host nation FLIP, or calling the airport directly. Comply with AFI 11-202
Volume 3 General Flight Rules for use of host nation publications.
Abbreviations and Acronyms
AGE -- Aerospace Ground Equipment

AIP -- Aeronautical Information Publication
Terms
Judgmental Over-Steering – When the taxiway centerline does not provide an adequate turn radius, the
pilot may intentionally over-steer the aircraft nose wheel to keep the aircraft’s main gear within the
defined edges of the taxiway.
Obstruction (permanent) – Aerospace Ground Equipment (AGE) and vehicles parked entirely within a
designated area. Areas will be designated by permanent markings such as painted boxes or lines on the
ramp or another suitable means. AGE or vehicles parked in these areas must have a parking brake set,
chocks, or another suitable means to prevent inadvertent movement of the equipment. Adjacent aircraft
are also considered a permanent obstruction, provided the aircraft is parked properly in it’s designated
spot and is not moving.
Taxi Lane – A designated path marked through parking, maintenance or hangar aprons, or on the perim-
eter of such aprons to permit the safe ground movement of aircraft operating under their own power.

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What are the general rules for aircraft operation and movement on the ground?

What are the general rules for aircraft operation and movement on the ground?

What training requirements are outlined for ground operations?

What training requirements are outlined for ground operations?

BY ORDER OF THE AIR FORCE INSTRUCTION 11-218

SECRETARY OF THE AIR FORCE 11 MAY 2005

AIRCRAFT OPERATIONS AND

COMPLIANCE WITH THIS PUBLICATION IS MANDATORY

ACCESSIBILITY: Publications and forms are available on the e-Publishing website at

OPR: HQ AFFSA/XOF Certified by: HQ USAF/XOO

Chapter 1— RULES FOR AIRCRAFT OPERATION AND MOVEMENT

Section 1A—General Rules 6

1.4. Use of Aircraft Lights. ............................................................................................... 6

Section 1B—Records Disposal. 7

Section 1C—Training Procedures and Documentation 7

Section 1D—Start, Run-up and Test of Engines. 9

Chapter 2— AIRCRAFT MARSHALLING 15

Section 2A—Standard Marshalling Signals For The Air Force 15

Section 2B—Aircraft Marshallers. 15

Section 2C—Visual Marshalling Signals 15

Chapter 3— AIRPORT MARKINGS, LIGHTS AND SIGNS 54

Section 3A—Standard Airport Markings, Lights, and Signs. 54

Section 3B—Airport Markings 55

Figure 3.12. Surface Painted Holding Position Sign. .................................................................... 66

Section 3C—Airport Lighting Systems 69

Section 3D—Airport Signs 73

3.15. Direction Signs. ........................................................................................................ 77

Section 3E—Surface Movement Guidance and Control System (SMGCS) 80

Section 3F—Aircraft Arresting Devices 82

Attachment 1— GLOSSARY OF REFERENCES AND SUPPORTING INFORMATION 84

Attachment 2— IC 2004-1 TO AFI 11-218, AIRCRAFT OPERATIONS

Attachment 3— IC 2005-1 TO AFI 11-218, AIRCRAFT OPERATIONS

RULES FOR AIRCRAFT OPERATION AND MOVEMENT ON THE GROUND

Section 1A—General Rules

1.2. Use of Protective Equipment.

1.3. Crew Rest and Duty Time Limitations.

1.4. Use of Aircraft Lights.

Section 1B—Records Disposal.

1.6. Records Disposal. Dispose of records IAW AFMAN 37-139.

Section 1C—Training Procedures and Documentation

1.10. Start, Run-up and Test of Engines.

1.13. Aircraft Marshalling, Airport Markings, Lights, and Signs.

Section 1D—Start, Run-up and Test of Engines.

1.15. Engine Run-up

1.16. Engine Run-up of Rotary Wing Aircraft.

1.17. Authorized Personnel. Personnel authorized to taxi aircraft are:

1.20. Right-of-Way Rules.

1.21. Traffic Control Light Signals.

1.22. Taxi and Towing Distances.

Table 1.2. Minimum Allowable Taxi Distances.

TAXI DISTANCE MARSHALLER WING WALKER

Table 1.3. Minimum Allowable Towing Distances.

Section 2A—Standard Marshalling Signals For The Air Force

Section 2B—Aircraft Marshallers.

Section 2C—Visual Marshalling Signals

2.4. USAF Visual Marshalling Signals (Pilot Initiated):

2.5. International Aircraft Marshalling Signals.

USAF DAY USAF NIGHT FAA NATO ICAO

2. THIS MARSHALLER SAME SAME SAME