U.S.

Department
Advisory
of Transportation
Federal Aviation
Administration
Circular
Subject: Standards for Airport Markings Date: 11/17/2010 AC No: 150/5340-1K
Initiated by: AAS-100 Change: 1

1. PURPOSE. This advisory circular (AC) contains the Federal Aviation Administration (FAA)
standards for markings used on airport runways, taxiways, and aprons. Change 1 corrects text and
formatting errors, clarifies instructions and marking characteristics, and incorporates the corrections noted
in the errata sheet for AC 150/5340-1K.

2. APPLICATION. The FAA recommends the guidelines and standards contained herein for the
marking of airport runways, taxiways, and aprons. The use of these standards is the only method of
compliance with the marking of runways, taxiways, and aprons for airports certificated under Title 14
Code of Federal Regulations Part 139, Certification of Airports (Part 139). These standards are to be used
on all new airport projects that are under development and are to be implemented at all Part 139
certificated airports. Further, use of this AC is mandatory for all projects funded with federal grant
monies through the Airport Improvement Program (AIP) and with revenue from the Passenger Facility
Charge (PFC) Program. (See Grant Assurance No. 34, “Policies, Standards, and Specifications” and PFC
Assurance No. 9, “Standards and Specifications.”)

3. PRINCIPAL CHANGES. In addition to minor editorial and formatting changes, this Change —

a. Revises figures 1, 8, A-4, C-4, C-5, C-8, C-15, and C-16. Text remains unchanged.

b. Revises the distance between the threshold and aiming point markings at which a note is
placed in the Airport/Facility Directory in paragraph 2.2(d).

c. Clarifies the separation between the Threshold Bar Marking and the Runway Threshold
Marking in paragraph 2.5(b).

d. Clarifies the use of the proportioning method for runway widths less than 150 feet. For
certain runway widths, revises the width of the rectangular markings and the lateral spacing between the
inner sides of runway Aiming Point Markings in paragraph 2.6(d).

e. Clarifies the use of the proportioning method for runway widths less than 150 feet. For
certain runway widths, revises the lateral spacing between the inner sides of the rectangular bars centered
on the runway centerlines for the Runway Touchdown Zone Marking in paragraph 2.7(d).

f. Clarifies the width of Runway Side Stripe Markings on runways of at least 100 feet (30.5 m).

g. Deletes the option that allowed airport operators to paint a Pattern A holding position
marking up to and not interrupt the taxiway edge marking in former paragraph 3.3(b)(3).
AC 150/5340-1K Change 1 11/17/2010

h. Clarifies the location of Taxiway Centerline Markings on curved sections to be in accordance

with table 4-2 of AC 150/5300-13 in paragraph 4.2(b).

i. Clarifies the same start point for Enhanced Taxiway Centerline Markings relative to centered
Surface Painted Holding Position Signs in paragraph 4.3(b).

j. Revises text to clarify that a taxiway centerline is discontinued [interrupted] when it crosses
the Non-Movement Area Boundary Marking in paragraph 5.4(d).

k. Clarifies how to use the patterns in figure 25 when marking and lighting permanently closed
runways and taxiways.

4. CHANGED TEXT. Changed text is indicated by vertical bars in the margins.

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Michael J. O’Donnell
Director of Airport Safety and Standards

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11/17/2010 AC 150/5340-1K Change 1

c. Consequences When Shifting the Aiming Point Markings. Figure 4 shows one possible
conflict that could occur when the aiming point markings are relocated.

(1) When the aiming point markings of a given runway that are in the intersection of two
runways need to be moved more than 200 feet (61 m) away from the existing threshold, the airport
operator will have to displace the existing threshold or designate a new runway end (threshold) in order to
retain the distance between the threshold and the aiming point marking as illustrated in the bottom
illustration of figure 4. The preferred distance to be maintained between the newly designated threshold
and the shifted aiming point marking is 1,020 feet (311 m); see paragraph 2.6.

(2) Runways with an approach landing aid, such as Precision Approach Path Indicators
(PAPIs) or Visual Approach Slope Indicators (VASIs), which are co-located with the aiming point
markings, can be negatively affected when an excessive shifting of the aiming point marking occurs. The
consequence could be a non-compatible threshold crossing height for landing airplanes. When the aiming
point markings are shifted more than 60 feet (18.3 m), the co-located PAPI or VASI should be evaluated
for relocation to provide a correct vertical guidance to pilots. See paragraph 7.5, Design (of Economy
Approach Aids) and table 7.1, Threshold Crossing Heights, of AC 150/5340-30, Design and Installation
Details for Airport Visual Aids, to determine if the impact of shifted aiming point markings warrants a
relocation of the co-located PAPI (or other runway approach aids).

(3) For landing safety, the FAA requires that whenever the distance between the threshold
and aiming point markings is 1,220 feet (372 m) or more, the airport operators place a note in the
Airport/Facility Directory (A/FD) to inform pilots about the increased distance existing between the
threshold and the aiming point markings.

d. Closed V-Shaped Runway Ends Configuration. The closed V-shaped runway ends
configuration is a pavement geometry where two runway ends commence from the same location but
proceed in different directions. This undesirable geometry requires a special shifting procedure of the
runway landing designator marking of the lesser precedence runway further down the runway than
prescribed by paragraph 2.3. The special procedure is as follows. On the lesser order runway, locate the
point on its runway centerline that is perpendicular to the inside common corner of the two intersecting
runways. Once this base point is located, move this base point 20 feet (6.5 m) down the runway
centerline to relocate the bottom of the letter or number(s) used for the runway landing designator. For an
intersection of runways of the same precedence, the preferred higher precedence runway is the one having
the lowest approach minimums or the runway end most often used.

Wrong-Runway Takeoffs Mitigation

(Safety)
In an effort to eliminate the possibility of a “wrong-runway” takeoff operation by pilots, the
airport operator should reconstruct closed V-shaped runway geometries to a different
geometry, possibly an X-shaped geometry.

2.3. RUNWAY LANDING DESIGNATOR MARKING.

a. Purpose. The runway landing designator marking identifies a runway end.

b. Location. Runway landing designator marking(s) must be located from the runway threshold
per figures 1, 2, and 3 or from the displaced threshold per figure 6. All these figures show the start
location for both types of thresholds.

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AC 150/5340-1K 9/3/2010

c. Color. Runway landing designator markings are white. See paragraph 1.4, Requirements
and Recommendations for Enhanced Conspicuity of Surface Markings, for required and recommended
techniques to enhance visibility of this surface marking.

d. Characteristics.

(1) A runway landing designator marking consists of a single number or two numbers. When
parallel runways exist, the number(s) are further supplemented with a letter.

(2) A single-digit runway landing designation number is never preceded by a zero.

(3) For single runways, dual parallel runways, and triple parallel runways, the designator
number is the whole number nearest the one-tenth of the magnetic azimuth along the runway centerline
when viewed from the direction of approach. For example, where the magnetic azimuth along the runway
centerline is 183 degrees, the runway designator marking would be 18; for a magnetic azimuth of 87
degrees, the runway designation marking would be 9. For a magnetic azimuth ending in the number “5”
such as 185 degrees, the runway designator marking can be either 18 or 19.

(4) On four or more parallel runways, one set of adjacent runways is numbered to the nearest
one-tenth of the magnetic azimuth and the other set of adjacent runways is numbered to the next nearest
one-tenth of the magnetic azimuth.

(5) For parallel runways, each runway landing designator number must be supplemented by a
letter, in the order shown from left to right when viewed from the direction of approach as prescribed by
the following marking criteria. Different labeling patterns than those prescribed below are permissible
under certain circumstances as identified in subparagraph 2.3(d)(6).

(i) Two parallel runways having a magnetic azimuth of 182 degrees – the runways
would be designated “18L,” “18R.”

(ii) Three parallel runways having a magnetic azimuth of 87 degrees – the runways
would be designated “9L,” “9C,” “9R.”

(iii) Four parallel runways having a magnetic azimuth of 324 degrees – the runways
would be designated “32L,” “32R,” “33L,” “33R.”

(iv) Five parallel runways having a magnetic azimuth of 138 degrees – the runways
would be designated “13L,” “13R,” “14L,” “14C,” “14R” or “14L,” “14R,” “13L,” “13C,” “13R.” Other
combinations exist for this case. See paragraph 2.3(d)(6).

(v) Six parallel runways having a magnetic azimuth of 83 degrees – the runways would
be designated “8L,” “8C,” “8R,” “9L,” “9C,” “9R.” Other combinations exist for this case. See paragraph
2.3(d)(6).

(vi) Seven parallel runways having a magnetic azimuth of 85 degrees – the runways
would be designated “8L,” “8C,” “8R,” “9L,” “9C,” “9R,” “10.” Other combinations exist for this case.
See paragraph 2.3(d)(6).

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(6) There are certain runway placements where the surface marking schemes for parallel
runways provided in subparagraph 2.3(d)(5) may not be appropriate because their orientation may lead to
pilot confusion. For example, the marking scheme recommended for parallel runways on the same side of
a terminal is to follow subparagraph 2.3(d)(5). However, when two parallel runways are separated by a
large terminal or several terminals, it is preferable to designate the runways as non-parallel runways to
avoid pilot confusion. Another case that may cause pilot confusion is a turf runway that is parallel to
paved visual runway but at a great distance from a higher precedence paved runway. In general, the
airport operator should carefully choose how to mark parallel runways to eliminate pilot confusion.

(7) The appearance of the letters and numbers used for runway landing designator markings
are in the form and proportion as shown in figure 5. The spacing between numbers and letters are as
shown in figures 1, 2, 3, and 5. However, with the exception of the numerals 6 and 9, all numerals and
the letters L, C, and R are 60 feet (18.3 m) in height. Numerals 6 and 9, which are 63 feet (18.9 m) in
height, follow the Rule of 69. That is, although the numerals 6 and 9 are taller, the 3-foot tips of the
numerals are ignored so that their separations from the threshold markings, the letters L-C-R, the first
runway centerline, and the start of the runway threshold remain as shown in figures 1, 2, and 3.

Application of Proportioning Runway Markings

for Airplane Design Group (ADG) I Runway Width
(Painting)
Due to the space limitations on very narrow runways, the size and spacing of the numbers
and letters are reduced only when necessary such that the painted runway landing designator
is no closer than 2 feet (0.6 m) from the runway edge or runway side stripes. For example,
this problem may occur when painting certain dual-numbered runway landing designators
spaced 15 feet (4.5 m) apart on an ADG I runway width of 60 feet (18.3 m). In such cases,
first reduce the 15-foot (4.5-m) spacing to 10 feet (3.1 m) and retain the size of numerals and
letter per figure 5. Second, reduce the 15-foot (4.5-m) spacing to 10 feet (3.1 m) and reduced
the size of numerals and letter proportionally to maintain the 2-foot (0.6 m) edge or runway
side stripe clearance.

2.4. RUNWAY CENTERLINE MARKING.

a. Purpose. The runway centerline marking identifies the physical center of the runway width
and provides alignment guidance to pilots during takeoff and landing operations. For lighting provisions,
see AC 150/5340-30.

b. Location. A runway centerline marking is located along the physical center of the runway
width and spaced between the runway landing designation markings as shown in figures 1, 2, and 3.

c. Color. The runway centerline marking is white. See paragraph 1.4 for required and
recommended techniques to enhance this surface marking.

d. Characteristics. A runway centerline marking consists of a line of uniformly spaced stripes

and gaps and of uniform width.

(1) The stripes are 120 feet (36.5 m) in length and the gaps are 80 feet (24.3 m) in length.

(2) The minimum width of the stripes is:

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AC 150/5340-1K Change 1 11/17/2010

 36 inches (90 cm) for precision runways.

 18 inches (45 cm) for non-precision runways.

 12 inches (30 cm) for visual runways.

(3) To accommodate varying runway lengths, all adjustments to the uniform pattern of
runway centerline stripes and gaps are made near the runway midpoint (defined as the distance between
the two thresholds or displaced thresholds). Under such cases, reduce the lengths of both the stripes and
gaps starting from midpoint and proceed toward the runway thresholds. Reduced stripes must be at least
80 feet (24 m) in length, and the reduced gaps must be at least 40 feet (12.3 m) in length. The affected
stripes and gaps within the section should show a uniform pattern.

2.5. RUNWAY THRESHOLD MARKING.

a. Purpose. A runway threshold marking, which commences 20 feet (6 m) from the actual start
point of runway threshold, closely identifies the actual beginning point of the runway threshold used for
landings. For lighting provisions, see AC 150/5340-30.

b. Location. The runway threshold marking starts 20 feet (6 m) from the actual start point of
the runway threshold as shown in figures 1 and 2. This value remains the same even though a 10-foot (3-
m) white threshold bar is introduced, such as for displaced thresholds or the addition of a blast pad or
stopway as shown in figure 8. Previously, when a displaced threshold was painted or a blast pad or
stopway added, the 20-foot (6-m) dimension was increased to 30 feet (9 m) to accommodate the
requirement for painting the runway threshold bar. When a runway is completely remarked, the newly
painted displaced threshold and threshold bar markings are 10 feet (3 m) apart as shown in figure 6.

c. Color. The components of a runway threshold marking are white. See paragraph 1.4 for
required and recommended techniques to enhance this surface marking.

d. Characteristics. The runway threshold marking consists of a pattern of longitudinal stripes

of uniform dimensions spaced symmetrically about the runway centerline. The number of longitudinal
stripes and their spacing is determined by the runway width.

(1) Table 2-2 provides the number of longitudinal stripes for runways having standard
runway widths as defined by AC 150/5300-13. Figure 1 illustrates the pattern for a 150-foot (45-m) wide
runway. See paragraph 2.5(d)(3) for painting guidance applicable to non-standard runway widths.

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9/3/2010 AC 150/5340-1K

Table 2-2. Number of Runway Threshold Stripes for Standard Runway Widths

Standard runway Number of

widths symmetrical stripes
60 feet (18.3 m) 4
75 feet (22.9 m) 6
100 feet (30.5 m) 8
150 feet (45.7 m) 12
200 feet (61 m) 16

(2) For standard runway widths, the longitudinal stripes are 150 feet (45.7 m) long and 5.75
feet (1.75 m) wide with the outer edges spaced (stripe-gap) 5.75 feet (1.75 m) apart. However, the two
longitudinal stripes nearest the runway centerline are doubled spaced, i.e., outer edges of the near-most
pair are 11.5 feet (3.5 m) apart. Figure 1 illustrates the stripe-gap pattern for 150-foot (46 m) wide
runways. The stripe-gap pattern allows sufficient room to paint runway side stripes without interfering
with the outermost longitudinal stripes.

Application of Proportioning Runway Markings

for Non-Standard Runway Widths

(Painting)

For standard 75-foot (23-m) wide runways that use 36-inch (90-cm) wide runway side stripes,
the stripe-gap pattern of 5.75 feet (1.75 m) is reduced to 5.50 feet (1.68 m).

(3) For non-standard runway widths, the same stripe-gap pattern is continued from the
runway centerline until the outermost longitudinal stripe is not closer than 4 feet (1.2 m) from the runway
edge. For example, for a non-standard 125-foot (38-m) wide runway, the stripe-gap pattern yields a total
of 10 longitudinal stripes symmetrical about the runway centerline. In no case should the stripe-gap
pattern exceed 92 feet (27 m) on either side of the runway centerline. The value of 92 feet (27 m) is the
width for the pattern used on the standard 200-foot (61-m) wide runways.

(4) When there is pavement in excess of 5 feet (1.5 m) prior to the actual start of the runway
threshold and (a) pilots may confuse the pavement as part of the actual runway or (b) the pavement does
not have the same load bearing capacity as the runway, then painting of a runway threshold bar per
paragraph 2.9 is required. In contrast, if the installation of landing threshold lights requires pavement to
support the light fixtures and the supportive pavement abuts the start point of the runway threshold, then
the supportive pavement is not considered a part of the runway. In this instance, the painting of a runway
threshold bar is not required.

2.6. RUNWAY AIMING POINT MARKING.

a. Purpose. A runway aiming point marking provides a visual aiming point for landing
operations.

b. Location. The preferred beginning of the aiming point marking starts 1,020 feet (311 m)
from the runway threshold as shown in figures 1, 2, and 3. However, this preferred separation is not
adequate for all cases as partially discussed below.

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AC 150/5340-1K Change 1 11/17/2010

Note: The term preferred assumes the following conditions: standard visual glide slope of 3
degrees; no obstacle in the approach area affecting the obstacle clearance surface of the PAPI;
standard threshold crossing heights per table 7-1, Threshold Crossing Heights, of AC 150/5340-
30; sufficient runway length so not to force the placement of the aiming point marking; no rapid
terrain drop off near the approach threshold that encounters severe turbulence; no elevation
differences between the threshold and the installation zone of the PAPI.

(1) Intersecting Runways. A separation tolerance of plus or minus 200 feet (61 m) is
allowed when it is necessary to shift the aiming point marking to avoid overlapping aiming point
markings at dual runway intersection as shown in figure 4 and discussed in paragraph 2.2(c). However,
depending on the threshold crossing heights and the available runway approach aids, the shifting of the
aiming point markings may negatively impact the threshold crossing heights for approaching airplanes.
One potential impact of the shift is to the co-located runway approach aids, such as the PAPI, in which
the previous vertical guidance offered by the aiming point marking to pilots is now incompatible with the
threshold crossing height associated with the runway approach aid. Under such conditions, adjustment in
the location of the affected runway approach aid may be necessary after an evaluation so that the co-
located relationship between the PAPI (and other approach aids) and the shifted aiming point marking
permits an acceptable landing operation for both landing aids.

(2) Compatible Threshold Crossing Heights. See paragraph 7.5, Design (of Economy
Approach Aids) and table 7-1, Threshold Crossing Heights, of AC 150/5340-30 to determine if the impact
of a relocated aiming point marking warrants relocating the co-located PAPI (or other runway approach
aids).

c. Color. The runway aiming point marking is white. See paragraph 1.4 for required and
recommended techniques to enhance this surface marking.

d. Characteristics.

(1) The runway aiming point marking consists of two conspicuous rectangular markings,
150 feet (45.7 m) in length for runways of at least 4,200 feet (1,280 m) in length between the thresholds
(or a displaced threshold(s)) and 100 feet (30.5 m) in length for lesser lengths between the thresholds (or a
displaced threshold(s)), that are located symmetrically on each side of the runway centerline as shown in
figures 1, 2, and 3. See table 2-2 for the dimensions of standard runway widths per AC 150/5300-13.

(2) The width of each rectangular marking is as follows:

(i) 30 feet (9.1 m) for standard runway widths of 150 feet (45.7 m) or greater.

(ii) 20 feet (6 m) for standard runway widths of 100 feet (30.5 m).

(iii) 15 feet (5 m) for standard runway widths of 75 feet (22.9 m).

(iv) 12 feet (3.7 m) for a standard runway width of 60 feet (18.3 m).

(3) The lateral spacing between the inner sides of the runway aiming point markings is as
follows:
(i) For runways of 150 feet (45.7 m) or more in width, the lateral spacing between
the inner sides of the rectangular bars centered on the runway centerline is 72 feet (21.9 m).

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(ii) For runways of 100 feet (30.5 m) in width, the lateral spacing between the inner
sides of the rectangular bars centered on the runway centerline is 48 feet (14.6 m).

(iii) For runways of 75 feet (22.9 m) in width, the lateral spacing between the inner
sides of the rectangular bars centered on the runway centerline is 36 feet (11.0 m).

(iv) For runways of 60 feet (18.3 m) in width, the lateral spacing between the inner
sides of the rectangular bars centered on the runway centerline is 28.8 feet (8.8 m).

Application of Proportioning Runway Markings

for Non-Standard Runway Widths
and for Standard Runway Widths less than 150 feet (45.7 m)
(Painting)
For runways with widths below 150 feet (45.7 m), the width of the rectangular bars and their lateral
spacing between the inner sides of the rectangular bars are adjusted in proportion to the available
runway width by using the 150-foot (45.7 m) width runway parameters to determine the percentage
decrease in lateral spacing and width of each marking. For example, a non-standard 70-foot wide
runway would apply 70/150 = 0.467 to obtain a lateral spacing of 72 x 0.467 = 33.6 feet (10.25 m)
between the pair and an individual width of 30 x 0.467 = 14 feet (4.27 m).

If runway side stripes are also painted, which are not reduced, then the adjustment should add the
width of the corresponding runway side stripes plus a minimum 1-foot (0.3-m) clearance between
the outer edge of the aiming point marking and the runway side stripe.

Lateral spacing – in no case is the lateral spacing less than 30 feet (9.1 m) except for runways less
than 75 feet (22.9 m).

Lengths – in all cases, the length of the aiming point marking remains unchanged.

2.7. RUNWAY TOUCHDOWN ZONE MARKING.

a. Purpose. For landing operations, the touchdown zone marking identifies the touchdown
zone along a precision runway in 500-foot (152-m) increments. For lighting provisions, see AC
150/5340-30.

a. Location. The touchdown zone marking consists of symmetrically arranged pairs of

rectangular bars in groups of one, two, and three along the runway centerline as shown in figure 1. As
shown, there are five groupings with the aiming point marking serving as an independent, sixth pair.

(1) The touchdown zone marking scheme maintains a 900-foot (275-m) “no-marking zone”
from the midpoint of the runway back toward the threshold. That is, those pairs of surface markings that
extend within 900 feet (275 m) of the runway midpoint are eliminated. The intent of this painting
practice is to preserve a 1,800-foot (550-m) unmarked area so pilots do not confuse the surface markings
during a landing with the surface markings for the other approach procedure. The same practice applies
equally to a displaced threshold, i.e., the midpoint is located between the thresholds or displaced
thresholds and not the runway ends. Taking this into consideration, the painted pattern for the runway
touchdown zone marking depends on the (a) authorized approach off each runway and (b) the available
length between the runway thresholds or displaced threshold, i.e., the midpoint. The surface marking
patterns for the two possible cases are provided in table 2-3 (case #1) and table 2-4 (case #2).

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AC 150/5340-1K Change 1 11/17/2010

Case #1 – Only one runway end requires the runway touchdown zone marking scheme. Apply table 2-3
criteria, which take into account the “no-marking zone” of 900 feet (275 m) from the midpoint back
toward the threshold.

Table 2-3. Pairs of Touchdown Zone Markings Required When Installed From One Threshold

Distance Between Thresholds Markings for Precision Other Runway End

Approach End (includes
(or displaced thresholds) Visual or Non-precision
displaced threshold)
6,065 ft (1849 m) or greater1 Full set of markings Aiming point marking
5,565 ft (1697 m) to 6,064 ft (1848 m) Less one pair of Aiming point marking
rectangular bar markings2
5,065 ft (1544 m) to 5,564 ft (1696 m) Less two pairs of Aiming point marking
rectangular bar markings
4,565 ft (1391 m) to 5,064 ft (1543 m) Less three pairs of Aiming point marking
rectangular bar markings
Note 1: The value of 6,065 feet is derived as follows. For the non-precision or visual runway end, the
table assumes the 900-foot “no-marking zone” criterion plus the length of a preferred aiming point
marking, which starts 1,020 feet from the start of the threshold to obtain a length of 1,920 feet. Add to
this the length of the aiming point marking. Per paragraph 2.6(d)(1), the length of the aiming point
marking is either 150 feet or 100 feet. This table uses a length of 150 feet because all the entries in
column #1 are greater than 4,200 feet. Therefore, adding 150 feet to 1,920 feet obtains a length of
2,070 feet. For the precision end, which equals 3,995 feet, it assumes the 900-foot “no-marking zone”
followed by the standard 75-foot-long rectangular bar for a total length of 975 feet. Add to this value
the full 3,000-foot touchdown zone marking scheme and the 20-foot separation between the actual
starting point of the runway threshold (or displaced threshold) and the bottom edge of threshold
marking to obtain 3,995 feet. Summing the values 3,995 and 2,070 yields 6,065 feet.

Note 2: Each reduction in a pair of rectangular bar markings from the precision end equates to a 500-
foot (152-m) reduction between the thresholds.

The painting rationale for this table is to ignore the midpoint between the thresholds so the precision
instrumented landing is favored over non-precision or visual landings. That is, the length of the non-
precision/visual side of the runways always remains at 2,070 feet in length to promote the painting of a
full set of touchdown zone markings.

Case #2 – Both runway ends require runway touchdown zone markings. Apply table 2-4 criteria, which
take into account the “no-marking zones” of 1,800 feet (550 m) from the threshold-to-threshold midpoint.

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Table 2-4. Pairs of Touchdown Zone Markings Required When Installed From Both Thresholds
Distance Between Thresholds Markings for Each Threshold
(or displaced thresholds) (or displaced threshold)
7,990 ft (2436 m) or greater1 Full set of markings
6,990 ft (2130 m) to 7,989 ft (2435 m) Less one pair of rectangular bars from each side
nearest to the runway midpoint2
5,990 ft (1826 m) to 6,989 ft (2129 m) Less two pairs of rectangular bars from each
side nearest to the runway midpoint2
4,990 ft (1521 m) to 5,989 ft (1825 m) Less three pairs of rectangular bars from each
side nearest to the runway midpoint2
Note 1: The value of 7,990 feet is derived as follows. Proceed from the runway midpoint in one
direction, and you will have the 900-foot “no-marking zone” criterion followed by the standard 75-
foot long rectangular bar for a total length of 975 feet. Add to this value the full 3,000-foot
touchdown zone marking scheme plus the 20-foot separation between the actual starting point of the
runway threshold (or displaced threshold) and the edge of threshold marking to obtain 3,995 feet.
Double this value for both directions to obtain 7,990 feet.
Note 2: Each reduction in a pair of rectangular bar markings from both sides equates to a 1,000-foot
(305-m) reduction between the thresholds.
The painting rationale for this table is to preserve the midpoint between the thresholds, thereby
promoting an equal treatment of painting pairs of rectangular bar markings for both sides.

(2) Because the location of the aiming point marking may be adjusted from the threshold to
accommodate different approach slopes and/or heights over the threshold and to possibly take into account
non-zero runway gradients, the location of an adjusted aiming point marking will vary. Please see AC
150/5340-30. Under such conditions, an adjusted aiming point will, in most cases, continue to be located
between the first and the second touchdown zone markings. However, when the accumulative effect of the
adjustments is severe (defined as when a touchdown zone marking coincides with or is within 160 feet (48.8
m) of the adjusted aiming point marking), that touchdown zone marking must not be painted. For the pilot
community, this practice permits the aiming point marking to retain its prominent visual landing aid as
compared to a touchdown zone marking.

c. Color. All rectangular bars are white. See paragraph 1.4 for required and recommended
techniques to enhance this marking.

d. Characteristics.

(1) For runway widths of 150 feet (45.7 m) or greater, each rectangular bar is 75 feet (22.9
m) long and 6 feet (1.8 m) wide. The lateral spacing between the inner sides of the rectangular bars on the
same side of the runway centerline is 5 feet (1.5 m).

(2) For runway widths less than 150 feet (45.7 m), the length of the marking remains
unchanged, but the width and the lateral spacing between the markings are reduced proportionally to the
decrease in runway width by using 150-foot (45.7 m) parameters to determine the percentage decrease.

(3) The lateral spacing between the inner sides of the rectangular bars centered along the
runway centerline is equal to that of the aiming point marking (criteria repeated below from paragraph

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AC 150/5340-1K Change 1 11/17/2010

2.6(d)(3)). In all cases, the length of the rectangular bars (and the aiming point markings) remains
unchanged. See table 2-2 for the dimensions of standard runway widths.

(i) For runways of 150 feet (45.7 m) or more in width, the lateral spacing between
the inner sides of the rectangular bars centered on the runway centerline is 72 feet (21.6 m).

(ii) For runways of 100 feet (30.5 m) in width, the lateral spacing between the inner
sides of the rectangular bars centered on the runway centerline is 48 feet (14.6 m).

(iii) For runways of 75 feet (22.9 m) in width, the lateral spacing between the inner
sides of the rectangular bars centered on the runway centerline is 36 feet (11.0 m).

(iv) For runways of 60 feet (18.3 m) in width, the lateral spacing between the inner
sides of the rectangular bars centered on the runway centerline is 28.8 feet (8.8 m).

Application of Proportioning Runway Markings

for Non-Standard Runway Widths
(Painting)
For runways with widths below 150 feet (45.7 m), the width of the rectangular bars and their
lateral spacing between the inner sides of the rectangular bars are adjusted in proportion to the
available runway width by using the 150-foot (45.7 m) width runway parameters to determine
the percentage decrease in lateral spacings and width of the marking. For example, a non-
standard 70-foot wide runway would apply 70/150 = 0.467 to obtain a lateral spacing for the
centered pair of 72 x 0.467 = 33.6 feet (10.25 m), a lateral spacing for other pairs of 5 x 0.467
= 2.3 ft (0.7 m), and a width of 6 feet x 0.467 = 2.8 feet (0.85 m). This adjustment must be
such that the inner sides of the innermost rectangular bars to the runway centerline align
themselves with the inner side of the aiming point marking. Given that the runway side
stripes are painted, the adjustment should be such that the clearance between the runway side
strip and the outer edge of the three-bar grouping is a minimum of 1-foot (0.3 m). In no case
should the three-bar group be painted further out from the runway centerline than the aiming
point marking.

2.8. RUNWAY SIDE STRIPE MARKING.

a. Purpose. The runway side stripe marking provides enhanced visual contrast between the
runway edge and the surrounding terrain or runway shoulders and delineates the width of suitable paved
area for runway operations. For lighting provisions, see AC 150/5340-30.

b. Location. The runway side stripe marking consists of two parallel stripes, one placed along
each edge of the usable runway with the outer edge of each stripe approximately on the edge of the paved
useable runway. For extra wide runways, such as military runways converted for public use, the
maximum distance between the outer edges of the parallel stripes is 200 feet (61 m). Figure 1 illustrates
the runway side stripe marking.

c. Color. The stripes of the runway side stripe marking are white. See paragraph 1.4 for
required and recommended techniques to enhance this marking.

d. Characteristics. The runway side stripe marking has a minimum width of 36 inches (90 cm)
for runways of 100 feet (30.5 m) or wider in width and at least 18 inches (45 cm) on smaller width
runways (see table 2-2 for standard runway widths).

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9/3/2010 AC 150/5340-1K

CHAPTER 3. HOLDING POSITION MARKINGS.

3.1. APPLICATIONS OF HOLDING POSITION MARKINGS. The purposes for the different
holding position markings are to prevent aircraft and vehicles from entering into critical areas associated
with a runway and navigational aids or to control traffic at the intersection of taxiways. This advisory
circular describes six operational situations (cases) using three different holding position marking
schemes. Cases 1, 2, and 3 employ the same marking scheme referred to as Pattern A – runway holding
position marking. Cases 4 and 5 employ a different marking scheme referred to as Pattern B – ILS/MLS
or POFZ holding position marking. The latter operational situation, Case 5, uses Pattern B in which it
usually appears as an L-shaped ladder. Case 6 uses a different marking scheme referred to as Pattern C –
intermediate holding position marking for taxiway/taxiway intersections. Figures 12 and 12a show the
four different marking patterns.

 Case 1: In terms of taxiing on a runway, an aircraft will need to hold short of an intersecting
runway (see paragraph 3.2).

 Case 2: In terms of landing on a runway used for land and hold short operations (LAHSO), the
aircraft will need to hold short of an intersecting runway or, in some rare cases, at a specified hold
spot on the landing runway (see paragraph 3.2).

 Case 3 (most common application for Cases 1, 2, and 3): In terms of taxiing on a taxiway, an
aircraft will need to hold short prior to entering an active runway (see paragraph 3.3).

 Case 4: In terms of taxiing on a taxiway, an aircraft will need to hold short before entering the
critical area of an Instrument Landing System (ILS)/Microwave Landing System (MLS) (see
paragraph 3.4).

 Case 5: In terms of taxiing on a taxiway, an aircraft will need to hold short before entering the
critical area of a Precision Obstacle Free Zone (POFZ) (see paragraph 3.5). Although the surface
marking pattern is the same as Case 4, the pattern in many applications is L-shaped, instead of
only linear in shape.

 Case 6: In terms of taxiing on a taxiway, an aircraft will need to hold short of a taxiway/taxiway
intersection (see paragraph 3.6).

3.2 CASE 1 AND CASE 2 – APPLICATIONS OF PATTERN A FOR THE RUNWAY

HOLDING POSITION MARKING ON RUNWAYS.

a. Purpose. Pattern A when painted on a runway, as shown in figure 12, identifies the location
where a pilot (or vehicle driver) is to stop and hold when (1) the runway is operationally closed for an
interval of time so that ATCT can control taxiing operations through a runway/runway intersection or (2)
the runway is used for land and hold short operations (LAHSO). For necessary corresponding signage
and lighting provisions, see AC 150/5340-18, Standards for Airport Sign Systems, and AC 150/5340-30,
Design and Installation Details for Airport Visual Aids.

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AC 150/5340-1K Change 1 11/17/2010

Safety Initiatives
(Safety)
Note 1: Land and hold short operations (LAHSO) require a letter of agreement between the
airport operator and the airport traffic control tower (ATCT).

Note 2: Paragraph 405, Parallel Taxiway, of AC 150/5300-13 states that a basic airport consists of
a runway with a full-length parallel taxiway. Since the design standard for a full-length parallel
taxiway reduces both wrong-runway takeoffs and runway incursions, we do not recommend the use
of an operationally closed runway as a taxiway, especially when a parallel taxiway exists. Such an
operation can potentially confuse pilots because this taxiing operation introduces yellow-colored
taxiway surface markings onto the runway itself. Hence, to avoid the potential for operational
errors by pilots, the airport operator should take measures to meet the full-length parallel taxiway
design standard. In some cases, the operational capacity for a given runway could indicate the need
for dual parallel taxiways to avoid this type of taxiing operation.
Note 3: To avoid a runway incursion event at runway/runway intersections when an operationally
closed runway is used as a taxiway, the intersection must have the runway holding position marking
and corresponding signs whether or not pilots taxi through the runway/runway intersection.
Additionally, this marking should only be used in those instances where documentation supports the
need for the operational use of the runway as a taxiway. The operational use of a runway as a taxiway
must be described in a Letter of Agreement with the ATCT.

b. Location. In all Case 1 and Case 2 applications, the location of the runway holding position
marking is at or beyond the edge of the runway safety area of the intersecting runway as provided by AC
150/5300-13. The criteria given below assume that the centerlines of the intersecting runways are
perpendicular. Hence, for runway/runway intersections that are non-perpendicular, additional distance
may be required to ensure that all airplane features, such as wingtips, remain outside the runway safety
area of the intersecting runway.

(1) Operationally Closed Runways Used for Taxiing Operations. The location of the
runway holding position marking on operationally closed runway is in accordance with the holdline
criteria per table 2-1 or table 2-2 in AC 150/5300-13 for the intersecting runway’s airport reference code.

(2) Runways Used for LAHSO.

(i) The location of the runway holding position marking on the runway used for
LAHSO is in accordance with the holdline criteria per table 2-1 or table 2-2 in AC 150/5300-13 for the
intersecting runway’s airport reference code. On rare cases the location of the runway holding position
marking for LAHSO is based on a predetermined hold-short point along the landing runway to protect an
approach/departure flight path or to overcome painting difficulties as described below in subparagraph
3.2(b)(2)(ii). In no case should the location of the predetermined hold-short point be within the holdline
criteria in table 2-1 or table 2-2 in AC 150/5300-13 for the intersecting runway’s airport reference code.

Certain airfield geometries for runways that are used for taxiing or LAHSO operations have intersecting
taxiway(s) that hamper the painting of the runway holding position marking (and accompanying
necessary signage) in accordance with the applicable holdline criterion. One such geometry occurs when
a crossing taxiway or its fillet intersects the same area indicated by table 2-1 or table 2-2 of AC 150/5300-
13. One solution is to move the hold-short point further away from the runway/runway intersection so
that both the marking and the installed signage clear the common crossing area. Under this solution (1)
the marking is always painted at a greater distance than the holdline criteria

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and (2) the required corresponding signage retains only the runway designations, i.e., never uses a
taxiway designation.

c. Color. The Pattern A marking scheme, as shown in figure 12, is yellow and, when
painted on light-colored pavements, is outlined in black. See paragraph 1.4 and table 1-1 for required and
recommended techniques to enhance this surface marking on light-colored pavements.

d. Characteristics.

(1) The marking is identical to the runway holding position marking installed on a taxiway as
described in paragraph 3.3 and shown in figure 12. The solid lines, as compared to the dash lines, are
always on the side where the aircraft is to hold.

(2) The marking is installed perpendicular to the runway centerline and interrupts all runway
markings except for the runway designation marking. If the runway holding position marking should
interrupt the mentioned exceptions, then paint the runway holding position marking further away than
specified by AC 150/5300-13 to avoid any interruption of these specified markings. The painting
practice is to avoid “over striping” existing runway surface markings.

(3) The runway holding position marking extends across the full width of the runway but not
onto the runway shoulders or onto any intersecting taxiway fillet.

3.3. CASE 3 – APPLICATIONS OF PATTERN A FOR THE RUNWAY HOLDING

POSITION MARKING ON TAXIWAYS.

a. Purposes. Pattern A when painted on a taxiway as shown in figure 12 serves several roles.
For a taxiway that intersects a runway at an airport with an operating airport traffic control tower (ATCT),
the Pattern A marking scheme identifies the location on a taxiway where pilots and vehicle drivers are to
stop until they receive a clearance from ATCT to proceed onto the runway. Under this role, Pattern A
may be supplemented with the Geographic Position Marking as part of the airport’s Surface Movement
Guidance Control System (SMGCS) Plan as described in paragraph 4.11 and as shown in figure C-8. For
a taxiway that intersects a runway at an airport without an operating airport traffic control tower, Pattern
A identifies the location where a pilot and vehicle drivers are to stop to ensure that they have adequate
separation with other aircraft before proceeding onto the runway. For a taxiway that does not intersect a
runway but crosses through a runway approach area or the runway safety area, the Pattern A marking
scheme identifies the location on a taxiway where pilots and vehicle drivers are to stop to receive
clearance from the airport traffic control tower before proceeding through the protected area. This
application serves to stop a taxiing aircraft from penetrating the runway safety area (a runway incursion)
or any of several airspace surfaces, for example, those used to define the runway threshold, runway inner
approach obstacle free zone, or the runway inner transitional obstacle free zone. If the marking is located
closer than prescribed by AC 150/5300-13, such as when the taxiing aircraft penetrates a Terminal
Instrument Procedures (TERPS) surface, then the airport operator can expect higher approach minimums
to the impacted runway end. AC 150/5300-13 includes a discussion of these airspace surfaces. Except as
specified in paragraph 3.2, the runway holding position marking must not be used for any other situations
than the roles described in this paragraph. For signage and lighting provisions, see AC 150/5340-18 and
AC 150/5340-30.

b. Location. Pattern A for the runway holding position marking is located as follows.

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AC 150/5340-1K Change 1 11/17/2010

(1) For a taxiway that intersects a runway, the Pattern A runway holding position markings
must be located on all such taxiways in accordance with the holdline criteria per table 2-1 or table 2-2 in
AC 150/5300-13 for the runway’s airport reference code. Since the location is based on the approach
visibility minimums, approach category, and airplane design group, the airport operator should use the
lowest approach visibility minima and critical aircraft intended to use the runway. Pattern A is used also
on turnarounds and holding bays as shown in figures 4-8 and 4-9 of AC 150/5300-13, especially for
airports with an airport traffic control tower or for any runways used at night and in low-visibility
conditions. Locating a runway holding position marking other than what is required by this paragraph
must be approved by the FAA.

(2) For a taxiway not intersecting a runway but crossing through a runway safety area or a
runway approach surface, the Pattern A runway holding position markings must be located on all such
taxiways in accordance with the more protective area obtained by either the holdline criteria per table 2-1
or table 2-2 in AC 150/5300-13 for the runway’s airport reference code or the boundary of the approach
surface’s critical area. The Pattern A marking must extend across the entire width of the taxiway.
Locating a Pattern A runway holding position marking other than what is required by this paragraph must
be approved by the FAA Airports Regional Office or Airports District Office.

(3) The Pattern A marking must extend across the entire width of the taxiway. For taxiways
having taxiway edge markings, discontinue the taxiway edge marking as shown in figure 21 so that the
Pattern A marking continues to the edge of the defined taxiway width. For taxiways that serve Airplane
Design Groups (ADG) V or VI airplanes as defined by AC 150/5300-13, the marking is further extended
onto both paved shoulders as shown in figure C-4. For both airplane design groups, the length of the
marking from the taxiway centerline onto the paved shoulder measures 62.5 feet (19 m). The 62.5-foot
(19-m) measurement takes into account the downward viewing angle from the cockpit while the pilots are
seated in the normal position as well as other safety factors, such as aircraft wander from the taxiway
centerline. For taxiways with widths greater than 75 feet (22.9 m), the runway holding position marking
is extended 25 feet (7.5 m) [62.5 viewing angle minus (1/2)(75) standard taxiway width equals 25 feet]
onto the paved taxiway shoulders. Only those taxiway entrances to a runway that serve ADGs V or VI
are to be further enhanced. Typical airplane models within ADGs V and VI include the Airbus 330-200/-
300, A-340-200/-300/-500/-600, A-380, Boeing-747-100/-200/-400, B-777-200/-300, and B-787-8/-9.

14 Code of Federal Regulation (CFR) Part 139 Certificated Airports

Runway Incursion Mitigation Requirement
(Safety)
The extended runway holding position marking, as illustrated in figure C-4, is mandatory and
is the only acceptable means of compliance for 14 CFR Part 139 certificated airports serving
ADGs V and VI airplanes. The enhanced runway holding position marking applies only to
those taxiway entrances for a given runway that serve these airplane design groups. Since the
compliance date of June 30, 2008, has passed, all new taxiway entrances serving ADGs V and
VI airplanes must be painted accordingly prior to opening the taxiway. This surface painted
marking is part of the taxiway centerline marking standard under 14 CFR Section
139.311(a)(2).

c. Color. The Pattern A marking scheme, as shown in figure 12, is yellow and, when
painted on light-colored pavements, outlined in black. See paragraph 1.4 and table 1-1 for required and
recommended techniques to enhance this surface marking.

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11/17/2010 AC 150/5340-1K Change 1

CHAPTER 4. SURFACE MARKINGS FOR TAXIWAYS.

4.1. APPLICATION. All taxiways regardless of their width have a centerline marking, and
whenever a taxiway intersects a runway, the taxiway should have a surface painted runway holding
position marking. For 14 CFR Part 139 certificated airports, all taxiways that intersect a runway must
have a surface painted runway holding position marking and an enhanced taxiway centerline marking.
Taxiway edge markings are installed wherever 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 that is not otherwise clearly
visible. Examples of other taxiway surface markings that should be installed when appropriate and
deemed necessary by the FAA (in some cases, with input from the tower manager of the airport traffic
control tower (ATCT)) include the Pattern A, B, and C holding position markings discussed in Chapter 3,
the intermediate holding position markings for taxiway/taxiway intersections, geographic position
marking, and the taxiway shoulder marking.

4.2. TAXIWAY CENTERLINE MARKINGS. All taxiways regardless of their width have a
surface painted taxiway centerline.

a. Purpose. The taxiway centerline marking provides pilots continuous visual guidance to
permit taxiing along a designated path. See AC 150/5300-13 for standard fillet design, AC 150/5340-30
for lighting provisions and AC 150/5340-18 for signage provisions.

b. Location. On a straight section of a taxiway, the taxiway centerline marking is located

along the physical centerline of the paved taxiway. This statement assumes the taxiway was built to
standard, i.e., symmetrical with a taxiway centerline. On curved sections of a taxiway, the taxiway
centerline marking continues from the centerline marking of the straight portion of the taxiway along a
curved centerline defined as the Radius of Taxiway Turn in table 4-2 of AC 150/5300-13.

(1) For taxiways that intersect other taxiways, the adequacy of the fillet design determines
the centerline painting scheme as shown in figure 16. The recommended design is cockpit-over-
centerline steering which reduces the number of airplane main gear excursions from the taxiway.

(i) At taxiway intersections with fillets that do not meet the fillet design standards of
AC 150/5300-13—that is, judgmental over-steering is performed by pilots—the centerline marking
continues straight through the intersection as shown at the top of figure 16. This practice applies to
intersecting taxiways that are or are not of the same airport reference code.

(ii) Where adequate fillets exist, that is, the fillets are designed to the most demanding
aircraft, the taxiway centerline marking follows the taxiway curve as shown on the bottom of figure 16 to
permit cockpit-over-centerline steering operations. This practice applies to intersecting taxiways that are
or are not of the same airport reference code.

Note: AC 150/5300-13 states that cockpit-over-centerline steering as compared to

judgmental over-steering is the preferred methodology for painting taxiway centerlines in
taxiway intersections. To reduce taxiway excursions on turns, airport operators are
encouraged to (1) construct standard fillets and (2) paint taxiway centerlines according to
cockpit-over-centerline design.

(2) For taxiways that intersect runways, different painting requirements or restrictions
apply.

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AC 150/5340-1K 9/3/2010

(i) For a taxiway that intersects a runway at a runway end, as shown in figures 14 and
15, the taxiway centerline is terminated either at the runway edge or at the outer edge of the runway side
stripe. However, the taxiway centerline (lead-on and lead-off) will continue onto the runway under the
following conditions:

(1) Where there is a displaced threshold, as shown in figures 6 and 10, the taxiway
centerline marking continues onto the displaced area of the runway and extends parallel to the displaced
threshold markings (arrow heads and arrow shafts) for a distance of 200 feet (61 m) beyond the point of
tangency or terminates at the point of contact with the displaced threshold bar, whichever is less. As
shown in figure 6 the lead-on and lead-off taxiway centerlines are 3 feet (1 m) from the runway arrow
markings as measured near-edge to near-edge. This lead-on or lead-off taxiway centerline line is
interrupted for all runway markings with some exceptions (see paragraph 4.2(b)(2)(i)(2)).

(2) For low-visibility taxiing operations, when the runway visual range (RVR) is
below 1,200 feet (366 m), the taxiway centerline marking continues across all runway markings with the
exception of the runway designation marking and, unless required by a SMGCS Plan, the runway
threshold marking (longitudinal stripes). The painted taxiway centerline marking must follow the path of
the in-pavement lighting criteria of AC 150/5340-30. That is, if the in-pavement lighting is curved, the
painted taxiway centerline is curved. In this situation, the taxiway centerline marking continues onto the
runway and extends parallel to the runway centerline marking for a distance of 200 feet (61 m) beyond
the point of tangency and is 3 feet (1 m) from the runway centerline as measured near-edge to near-edge.
For some airfield geometry, such as an airfield with parallel runways with several parallel taxiways, the
painted taxiway centerline at the runway end is painted straight through the runway end and curved onto
the runway. See AC 150/5340-30 for the different RVR in-pavement lighting requirements and
recommendations associated with various airfield configurations.

(ii) For taxiways that intersect a runway at any other locations than at the runway end,
as shown in figure 14, the taxiway centerline marking curves onto the runway and extends parallel to the
runway centerline marking for a distance of 200 feet (61 m) beyond the point of tangency with the
runway centerline or terminates at the point of contact with the displaced threshold bar, whichever is less.
As shown in figures 14 and 15, these lead-on and lead-off taxiway centerlines are 3 feet (1.0 m) from the
runway centerline when measured near-edge to near-edge.

(1) For taxiways that cross a runway, which are either perpendicular to or non-
perpendicular to the runway centerline, and are normally used as crossing taxi routes, the taxiway
centerline marking may continue across the runway but is interrupted for all runway markings with some
exceptions (see paragraph 4.2(b)(2)(ii)(2).

(2) For low-visibility taxiing operations, when the RVR is below 1,200 feet (366 m),
the taxiway centerline marking continues across all runway markings with the exception of the runway
designation marking and, unless required by the SMGCS Plan, the runway threshold marking
(longitudinal stripes), aiming point marking, and the touchdown zone markings.

c. Color. The taxiway centerline marking is yellow. See paragraph 1.4 and table 1-1 for
required and recommended techniques to enhance this marking.

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Painting Notice: Over the years, some airport operators have installed other colors to
denote various taxiing routes on the movement areas. These surface markings are non-
standard. In an attempt to circumvent the yellow color standard, these different colored
centerline markings have sometimes been referred to as supplemental markings or some
other ambiguous term. Regardless of what they are called, these surface markings are
non-standard and require specific approval by the FAA Director of Airport Safety and
Standards. Regarding aircraft deicing facilities that are located in non-movement area,
taxiway/taxilane centerlines are painted in accordance with AC 150/5300-14, Design of
Aircraft Deicing Facilities.

d. Characteristics.

(1) Width. The taxiway centerline marking width, which is either 6 inches (15 cm) or 12
inches (30 cm), is based on the type of taxiing operation as described below. Uniform width must be
maintained for the entire length of the taxiway except under the following conditions.

(i) The taxiway or part of the taxiway is designated as a SMGCS taxi route. Under
this designation, the width of the taxiway centerline must be 12 inches (30 cm) wide and, on light-colored
pavement, further outlined in black. The taxiway centerline width of any remaining section of the
taxiway that is not part of the designated SMGCS taxi route may change abruptly at that point or at the
intersection with other taxiway centerline markings, for example, reduced from 12 inches (30 cm) to 6
inches (15 cm).

(ii) A confusing intersection of taxiways is better served by the designation of a

preferred taxi route through the confused intersection by painting a wider centerline width. The FAA
recommends that airport operators take measures to realign or reconstruct confusing taxiway
intersections.

(iii) Airport operators may, if deemed necessary to provide pilots a better visual clue of
the location of troublesome taxiway exits from the runway, increase 6-inch (15-cm) wide taxiway
centerline markings before the aircraft hold side at the runway holding position location to 12-inch (30-
cm) wide lead-off taxiway centerline markings on the runway side.

(2) Discontinuity of the Taxiway Centerline Marking Along the Taxiway. The taxiway
centerline marking of a taxiway remains continuous except when it intersects (1) a runway holding
position marking (the taxiway connects to a runway), (2) an intermediate holding position marking
(intersection of taxiways), (3) an ILS/MLS or POFZ holding position marking, or (4) non-movement area
boundary marking (paragraph 5.4). Figures 12 and 12a illustrate the marking details for most of these
conditions.

4.3 ENHANCED TAXIWAY CENTERLINE MARKING.

a. Purposes. The enhanced taxiway centerline marking provides supplemental visual cues to
alert pilots of an upcoming runway holding position marking (Pattern A) for minimizing the potential for
runway incursions. To reinforce situational awareness before entering a runway, this safety enhancement
is only used on those taxiways that directly enter a runway. For example, this safety enhancement would
not be painted on a runway or used at all Pattern A applications, such as case 1 or case 2 (paragraph 3.2),
situations as shown in figure C-16, or a taxiway that goes through the runway safety area but not onto the

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AC 150/5340-1K Change 1 11/17/2010

runway itself. The same restriction is valid for case 4 Pattern B applications, such as, a taxiway through
an approach area.

14 Code of Federal Regulation (CFR) Part 139 Certificated Airports

Runway Incursion Mitigation Requirement
(Safety)
The enhanced taxiway centerline marking, as illustrated in figure C-1, is mandatory and the only
acceptable means of compliance for all 14 CFR Part 139 certificated airports. All entrance taxiways
with a runway holding position marking are to have the enhanced taxiway centerline marking. Painting
this safety enhancement should be completed in the shortest period of time, preferably concurrently for
all taxiway entrances to a given runway. The intent of this revision is to avoid pilot confusion by
eliminating the previous three different applications of this safety enhancement at 14 CFR Part 139
certificated airports.

Compliance dates vary as follows: (1) for commercial service airports with annual passenger
enplanements of 1.5 million or more, June 30, 2008. Beyond this deadline, all new taxiway entrances
must be painted accordingly prior to opening the taxiway; (2) for commercial service airports with less
than 1.5 million annual passenger enplanements but more than 370,000 annual passenger
enplanements, December 31, 2009. Beyond this deadline, all new taxiway entrances must be painted
accordingly prior to opening the taxiway; and (3) for all other commercial service airports and non
commercial service airports certificated under 14 CFR Part 139, December 31, 2010. Beyond this
deadline, all new taxiway entrances must be painted accordingly prior to opening the taxiway.

This surface painted marking is part of the taxiway centerline marking standard under 14 CFR Section
139.311(a)(2).

b. Location. Taxiway centerlines are enhanced for 150 feet (45.7 m) prior to a Pattern A – runway
holding position marking, as shown in figure C-1, except for the situations described in paragraph 4.3(d). The
portion of the taxiway centerline between the runway holding position marking and the runway itself is not
enhanced. If the location of taxiway centerline lights and their housings interfere with the painting of the
enhanced taxiway centerline, then lights and their housing can be covered up temporarily during the painting
process, i.e., lights need not be relocated or housing painted to accommodate this requirement.

c. Color. The enhanced taxiway centerline marking is yellow and must use glass beads. See
paragraph 1.4 and table 1-1 for required and recommended techniques to enhance this marking. If a black
border is required, the border on the outside of the dashes can be 3 to 6 inches (7.5 – 15 cm) in width. All black
borders never use glass beads.

d. Characteristics. The standard painted enhanced taxiway centerline marking consists of two
parallel lines of yellow dashes one on each side of the existing taxiway centerline as shown in figures C-1 and
C-6. For both applications, the first dashes start 6 to 12 inches (15–30 cm) from the runway holding position
marking. For figure C-1 applications, the marking runs for a length of 9 feet (2.7 m) with a 6-inch (15-cm)
width and are followed with a gap of 3 feet (0.9 m) between the dashes. For figure C-6 applications, the first
and second set of dashes are 6 to 12 inches (15 - 30 cm) from the runway holding position marking and the
surface painted holding position sign. For both cases, the standard painted pattern has a total length of 150 feet
(45.7 m). For Figure C-1 applications, the standard pattern consists of 12 sets of 9-foot (2.75-m) dashes plus 3-
foot (0.9-m) spaces and ends with a 6-foot (1.8-m) dash for a total length of 150 feet (45.7 m). However,
because of the varieties of existing taxiway geometries and the placement of a runway holding position
marking, the standard painted pattern is not always painted. The painting patterns for the most common
taxiway geometries are described in this section below.

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11/17/2010 AC 150/5340-1K Change 1

CHAPTER 5. OTHER SURFACE MARKINGS.

5.1. APPLICATION. The surface markings in this section are used, as appropriate, on airports.

5.2. VEHICLE ROADWAY MARKINGS.

a. Purpose. The three distinct vehicle roadway markings contained in this paragraph are used
to delineate roadways located on or that cross paved areas used by aircraft (aircraft maneuvering areas) so
that collisions and other mishaps are averted. Markings for roadways not located on aircraft maneuvering
areas, such as airport service roads, should conform, whenever possible, to the U.S. Department of
Transportation’s Manual on Uniform Traffic Control Devices. For roadway signage provisions for either
case, see AC 150/5340-18.

b. Location. Vehicle roadways are delineated on aircraft maneuvering areas where there is a
need to define a pathway for vehicle operations. A minimum separation of 2 feet (0.6 m) must be
maintained between the roadway edge marking described below and the non-movement area boundary
marking (see paragraph 5.4). All vehicle roadway markings are interrupted when crossing any taxiway
and runway markings.

c. Color. Vehicle roadway markings are white.

d. Characteristics.

(1) Vehicle roadway markings consist of (a) roadway edge lines to delineate each edge of the
roadway, (b) a dashed line to separate lanes within the edges of the roadway, and, where appropriate, (c) a
roadway stop line (bar). The roadway edge lines, which are either solid lines or zipper-style, and the
dashed lines are all 6 inches (15 cm) wide, except that zipper-style edges are 12 inches (30 cm) wide and
4 feet (1.2 m) long. See figure 13 for details of the zipper-style marking. The dashed line for lane
separation is 15 feet (4.5 m) in length and spaced 25 feet (7.5 m) apart. The roadway stop line (bar) is 2
feet (0.6 m) wide and extends across its appropriate lane. See figure 23 for illustrations and details.

(2) In lieu of the solid lines for roadway edge lines, zipper-style markings may be used to
delineate the edges of the vehicle roadway wherever the airport’s SMGCS working group or the airport
operator determines the roadway edges need enhanced delineation.

(3) Every roadway lane that feeds vehicle traffic onto or across a taxi route must have a solid
roadway stop line (bar). The placement of the stop line (bar) is in accordance with the criteria for taxiway
centerline to fixed/movable object in table 2-3 of AC 150/5300-13 for the largest airplane design group
serving the airport. This placement generally ensures adequate vehicle clearance from taxiing aircraft.
However, the airport operators should evaluate if the effects of jet blasts by turning aircraft operations on
vehicle traffic require a larger setback.

5.3. VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE (VOR) RECEIVER

CHECKPOINT MARKING.

a. Purpose. The VOR receiver checkpoint marking is used by pilots to check their aircraft
instruments with navigational aid signals. It consists of a painted circle with a painted directional arrow
that is aligned toward the azimuth of the VOR facility. The location of the marking indicates a point on
the airport where sufficient signal strength from a VOR facility exists so a pilot can check the aircraft

51
AC 150/5340-1K 9/3/2010

VOR equipment against the radial azimuth indicated by the painted directional arrow. For the
accompanying signage provisions, see AC 150/5340-18.

b. Location. FAA Flight Inspection personnel determine the location for the VOR receiver
checkpoint marking(s) and issue information for checkpoint descriptions in flight publications. In
general, the VOR receiver checkpoint marking preferably is located on an airport apron but could be on a
taxiway; it is never on a runway. The location(s) should also allow easy access to align the aircraft with
the marking without unduly obstructing other airport traffic. VOR receiver checkpoint markings should
not be established at distances less than one-half mile (0.8 km) from the facility, nor on unpaved areas.

c. Color. The VOR receiver checkpoint marking is a painted circle of the size and colors
shown in figure 24.

d. Characteristics. The VOR receiver checkpoint marking is a painted circle with an arrow that
is accompanied with an associated information sign.

(1) The VOR receiver checkpoint is a circle 10 feet (3.1 m) in diameter with a yellow arrow
aligned toward the azimuth of the VOR facility.

(2) The arrow should extend to the full width of the inner circle.

(3) The black interior of the circle is surrounded by a 6-inch (15-cm) wide yellow ring
contiguous to a 6-inch (15-cm) wide white outer ring per figure 24.

(4) When installed on concrete or other light-colored pavements, the interior of the circle is
painted black.

5.4. NON-MOVEMENT AREA BOUNDARY MARKING.

a. Purpose. The non-movement area boundary marking is used to delineate the movement
areas under direct control by the airport traffic control tower from the non-movement areas that are not
under their control. This marking should be used only when there is a need for such delineation. Prior to
its implementation, a letter of agreement should be formalized between the airport operator and airport
traffic control tower that specifies the location(s) of the boundaries. Secondary purpose: The primary
users of this marking are airport operators with an airport traffic control tower. However, some airport
operators without an airport traffic control tower have effectively used this surface marking on terminals
and other aprons to separate vehicle traffic, equipment traffic, etc. from the areas where aircraft taxi, such
as, when aircraft enter/exit an aircraft parking area located off the terminal. Thus, airports without an
airport traffic control tower may use the surface marking to help delineate aircraft traffic routes, aircraft
parking limits, etc.

b. Location. A non-movement area boundary marking is located on the boundary between the
movement and non-movement area as shown in figure 13. To provide adequate clearance for the wings of
taxiing aircraft, the marking should never coincide with the edge of a taxiway. In this regard, the non-
movement area boundary marking is set back in accordance with the taxilane centerline to fixed/movable
object criteria of table 2-3 of AC 150/5300-13. However, the airport operators should evaluate if the
effects of jet blasts by turning aircraft operations on equipment, personnel, or vehicle traffic require a
larger setback. Taxilane instead of taxiway clearance criteria is given because this marking is painted in
nearly all cases on terminal aprons, cargo areas, and aircraft parking areas where aircraft taxi at lower
speeds.

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9/3/2010 AC 150/5340-1K

Mitigation of Wrong Runway Takeoffs

(Safety)
Precaution should be taken not to paint a non-movement area boundary marking on the outer
edges of an apron that is transitioning into a taxiway that leads directly to a runway. Under
certain runway/taxiway geometries, such as shown in figure 5-1, placement of this surface
marking where dual parallel taxiways support a runway have resulted in pilots taking off on a
parallel taxiway. The concern of such usage is that pilots who expect a nearby runway holding
position marking after leaving an apron will confuse these two markings because of their visual
similarities, i.e., single dash/single line versus dual dashes/dual lines. It is recommended that
the non-movement boundary marking not be located on or just prior to a taxiway that leads
directly to a runway.

RAMP
AVIATION
GENERAL

NOTE: DO NOT SCALE DRAWING. THE RUNWAY IDENTIFICATION MARKINGS HAVE BEEN ENLARGED FOR CLARITY.

Figure 5-1 Precautionary Placement of the Non-movement Boundary Marking

c. Color. The non-movement area boundary marking is yellow and will be outlined in
black on light-colored pavements.

53
AC 150/5340-1K Change 1 11/17/2010

d. Characteristics.

(1) The non-movement area boundary marking consists of two yellow lines, one solid and
one dashed as shown in figure 13. The solid line is located on the side of the non-movement area while
the dashed line is located on the side of the movement area.

(2) Each line is 6 inches (15 cm) in width with 6-inch (15-cm) spacing between lines. In the
event of circumstances where pilots may have difficulty discerning the edge of a movement area, the
width of the lines and spaces may be doubled to 12 inches (30 cm). In both applications, the dashes are
3 feet (0.9 m) in length with 3-foot (0.9-m) spacing between dashes.

(3) If a taxiway centerline intersects a non-movement area boundary marking, then the
taxiway centerline is interrupted so that it is 6 to 12 inches (15 to 30 cm) from both sides of the non-
movement area boundary marking.

5.5. MARKINGS FOR THRESHOLDS TEMPORARILY RELOCATED DURING

CONSTRUCTION. See AC 150/5370-2, Operational Safety on Airports During Construction, for
provisions for marking and lighting a threshold temporarily relocated during construction.

5.6. MARKING AND LIGHTING OF PERMANENTLY CLOSED RUNWAYS AND

TAXIWAYS. Permanently closed paved areas are indicated by the use of an “X”. Figure 25 provides
the detail criteria for the “X” marking.

a. For runways and taxiways that are permanently closed, the lighting circuits are disconnected.
For closed runways, all markings for runway thresholds, runway designations, touchdown aiming points,
and touchdown zones are obliterated.

b. For closed runways, only solid yellow “X” markings are painted (never striated “X”
markings) at each end of the runway and at 1,000-foot (305-m) intervals.

c. For a closed runway that intersects an active runway, a solid yellow “X” marking should be
placed on the closed runway near the sides of the open intersecting runway. In most cases, two “X”
markings are required, i.e., one “X” per each side of the open intersecting runway.

d. For closed taxiways, a yellow “X” marking is placed at each entrance of the closed taxiway.

e. In terms of pattern selection from figure 25, the larger alternate pattern is preferable over the
smaller pattern for closed runways because this pattern is seen more readily from aircraft on final
approach. For closed taxiways, the smaller pattern is preferable over the larger alternative pattern unless
taxiing pilots have difficulty seeing the marking and are entering the closed taxiway or have reported near
landings on the closed taxiway.

5.7. TEMPORARILY CLOSED RUNWAYS AND TAXIWAYS. The following procedures are to
be followed when it is necessary to temporarily close a runway or a taxiway. See AC 150/5370-2 for
requirements and guidelines.

a. For temporarily closed runways, the airport operator has two options when it is necessary to
provide a visual indication that a runway is temporarily closed.

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11/17/2010 AC 150/5340-1K Change 1

(1) Option 1. The airport operator places an “X” only at each end of the runway over the
runway designation markings or, when required by construction activity, just off the runway end. The
“X” is yellow in color and conforms to the dimensions specified in figure 25. Since the “X” is used
temporarily, they are usually made of some easily removable material, such as plywood or fabric, rather
than painted on the pavement surface. Any materials used for a temporary “X” should provide a solid
appearance, for example, not flap in the wind, say by using a ground anchor device. Since the “X” will
usually be placed over white runway markings, their visibility can be enhanced by a 6-inch (15-cm) black
border.

(2) Option 2. The airport operator uses a raised-lighted “X” on each runway end in lieu of
the Option 1 markings to indicate the runway is temporarily closed. The preferred location of the raised-
lighted “X” is within 250 feet (76 m) of the runway end. However, it may be located in the safety area on
the extended runway centerline.

b. For temporarily closed taxiways, the airport operator has two options when it is necessary to
provide a visual indication that a taxiway is temporarily closed.

(1) Option 1. Usually this type of closure is treated as a hazardous area so the guidance in
paragraph 5.14 applies.

(2) Option 2. As an alternative, the airport operator may install the same yellow “X” shown
in figure 25 for those entrances leading into the temporarily closed taxiway.

c. If the runway or taxiway will be closed during the nighttime, the runway and taxiway lights
will normally be disconnected so they can not be illuminated unless such illumination is needed to
perform maintenance operations on or adjacent to the runway, e.g., snow removal.

General Comment
NOTE: The airport operator is responsible for determining (1) the need for a visual indication
that a runway or taxiway is temporarily closed and (2) the safest place to put the “X” or “X”s
or other indicators per paragraph 5.14. In making these determinations, the airport operator
should consider such things as the reason for the closure, duration of the closure, airfield
configuration, and the existence and hours of operation of the airport traffic control tower and
construction crews.

5.8. CONVERTING A RUNWAY TO A TAXIWAY. The following actions are necessary to

convert a runway permanently to a taxiway. Operationally, once this conversion is invoked, aircraft are
not permitted to land or take off from the taxiway.

a. All runway markings found on the runway are obliterated or replaced with the appropriate
taxiway markings. For example, the runway landing designation numbers are obliterated, and the white
runway centerline is converted to a yellow taxiway centerline.

b. All runway related signage and lighting fixtures found on or along the runway must be
removed and/or replaced with the appropriate taxiway signage and lighting to indicate the existence of the
converted taxiway. For example, runway edge lights are converted to blue edge lights, and runway
centerline lighting fixtures are converted to green. (It may be possible to do both actions by changing the
lens color.) See AC 150/5345-56, Specification for L-890 Airport Lighting Control and Monitoring
System (ALCMS), for information about taxiway edge lights; Specification for L-853 Runway and
Taxiway Retroreflective Markers in AC 150/5345-53, Airport Lighting Equipment Certification Program,
for retroreflectors; and AC 150/5340-30 for information about taxiway centerline lighting requirements.

55
AC 150/5340-1K Change 1 11/17/2010

c. All markings associated with the converted runway but not painted on the runway, such as
the runway holding position markings found on entrance taxiways, are obliterated and replaced with the
appropriate taxiway markings. Additionally, runway related signage and lighting fixtures found off the
runway must be removed and/or replaced with the appropriate taxiway signage and lighting to indicate
the existence of the converted taxiway.

d. In terms of documentation, airport operators must update their Airport Layout Plan as well as
other appropriate documents to indicate the presence of the new taxiway and the permanent closure of the
runway. Both the Airport/Facility Directory (A/FD) and the Airport Master Record (FAA Form 5010)
need to indicate the conversion to a permanent taxiway.

General Comment
NOTE: The “X” closure marking is never used on this type of conversion since the
converted pavement is intended to be an active, new taxiway.

5.9. INTERMITTENT USE OF A TAXIWAY AS A RUNWAY. The intermittent use of a

taxiway as a runway is a type of conversion where the converted taxiway is either used only as a runway
or used as a runway for a specified time of the day or night. In both of these applications, the airport
operator must properly re-mark affected pavements (including provisions for signage and lighting). One
required restriction for any conversions is that the converted pavement cannot be marked simultaneously
with a yellow taxiway centerline and a white runway designation number. Other re-marking actions are
listed below. The FAA recommends a Safety Management System risk assessment to determine if other
necessary actions need to be implemented.

General Comment
NOTE: For airports subject to National Environmental Policy Act (NEPA) requirements,
any proposal to use a taxiway as a runway should include a review of the potential
environmental consequences of such an action. The airport operator should contact the FAA
Airports Regional Office or Airports District Office for NEPA guidance.

a. Pavement used as a runway during the day should at a minimum be painted with the visual
runway markings identified in table 2-1, that is, the white landing designation number(s) and a white
centerline. Furthermore, converted pavement used as a runway at night that is to be lighted should have
runway lighting installed per AC 150/5345-30.

b. If the pavement is to be used ONLY as a taxiway at night, blue edge lights should be installed
per AC 150/5340-30.

c. In terms of documentation, airport operators must update their Airport Layout Plan as well as
other appropriate documents to indicate the presence of the new runway. If the runway is to be used
ONLY as a taxiway at night and has blue edge lighting, this runway must be listed as unlighted along
with an appropriate annotation in both the Airport/Facility Directory (A/FD) and the Airport Master
Record (FAA Form 5010) indicating the runway is closed to nighttime operations and that the blue lights
are provided for taxiing aircraft.

56
 START OF
RUNWAY
THRESHOLD

NOTES:
20 [6]

60 [18] 40 [12] 120 [36] 80 [24]

11/17/2010

20 [6] 40 [12] 60 [18]

150 [45]
SIDE STRIPE
3 [1] WIDE OR
1.5 [0.5]
144 [43.2]

VARIES VARIES
CENTERLINE
SEE NOTE 2 SEE NOTE 2
3 [1] WIDE

11.5 [3.5]

1. DIMENSIONS ARE EXPRESSED IN FEET [METERS].

SEE FIGURE 5
FOR SPACING
THRESHOLD MARKINGS

2. DIMENSION VARIES WITH RUNWAY WIDTH, SEE PARAGRAPH 2.6.

NUMBER OF STRIPES RELATED RUNWAY DESIGNATION TOUCHDOWN ZONE MARKINGS AIMING POINT MARKINGS
TO RUNWAY WIDTH MARKING SEE FIGURE 5 STRIPES: 6 [ 2 ] WIDE LENGTH AND WIDTH VARIES
STRIPES AND SPACES FOR DIMENSIONS SPACES: 5 [ 1.5 ] WIDE PER RUNWAY WIDTH
75 [22.5] SEE PARAGRAPH 2.6
ARE 5.75 [1.75] WIDE
SEE PARAGRAPH 2.5
500 [150] 500 [150] DIMENSION CONTINUES BELOW

1000 [300]

Figure 1. Precision Runway Markings

TOUCHDOWN ZONE MARKINGS TOUCHDOWN ZONE MARKINGS

THAT IS, THOSE PAIRS OF SURFACE MARKINGS THAT EXTEND WITHIN 900 FT [275M] OF THE RUNWAY MIDPOINT ARE ELIMINATED.
3. THE TOUCHDOWN ZONE MARKING SCHEME MAINTAINS A 900 FT [275M] "NO-MARKING ZONE" FROM THE MIDPOINT OF THE RUNWAY.
75 [22.5] 75 [22.5] 75 [22.5] 75 [22.5]

DIMENSION 500 [150] 500 [150] 500 [150] 500 [150]

CONTINUES
ABOVE

61
AC 150/5340-1K Change 1
62
NOTES:
AC 150/5340-1K

START OF
RUNWAY
THRESHOLD

1000 [300]

1 . D IM E N S IO N S A R E E X P R E S S E D IN F E E T [M E T E R S ].
60 [18] 120 [36] 80 [24] 120 [36]

20 [6] 40 [12] 40 [12]

1 5 0 [4 5 ]
VARIES PER

RUNWAY WIDTH

SEE PARAGRAPH 2.6

11.5 [3.5]

Figure 2. Non-precision Runway

SEE FIGURE 5
FOR SPACING
THRESHOLD MARKINGS
NUMBER OF STRIPES RELATED
CENTERLINE MARKING PAVEMENT EDGE AIMING POINT MARKINGS
TO RUNWAY WIDTH RUNWAY LANDING
STRIPE: 1.5 [0.5] LENGTH AND WIDTH VARIES
STRIPES AND SPACES DESIGNATION MARKING
PER RUNWAY WIDTH
ARE 5.75 [1.75] WIDE SEE FIGURE 5
SEE PARAGRAPH 2.6
SEE PARAGRAPH 2.5 AND TABLE 2 FOR DIMENSIONS
9/3/2010

9/3/2010 AC 150/5340-1K

STANDARD
RUNWAY THRESHOLD RUNWAY
IS AT OUTBOARD EDGE MARKING
OF THRESHOLD BAR
20 [9]

TAXIWAY EDGE MARKING 5 [1.5]

(2 PER SIDE) (YELLOW)

TAXIWAY CENTERLINE (YELLOW)

RUNWAY HOLDING POSITION MARKINGS;

LOCATED TO PROTECT APPROACH
SURFACES AND RUNWAY SAFETY AREAS VARIES

ARROWHEAD
(YELLOW)
NOTES:

SPACING BETWEEN

1. DIMENSIONS ARE IN: RUNWAY NUMBER OF ARROWHEADS SPACING TO

FEET [METERS]
WIDTH ARROWHEADS RUNWAY EDGE

100 [30]
4 W/4 W/8
v

100 [30] 3 W/3 W/6

v

60 [18] 2 W/2 W/4

v

Figure 7. Marking for Aligned Taxiway with Runway Without a Displaced Threshold

67

AC 150/5340-1K Change 1 11/17/2010

START OF RUNWAY
THRESHOLD IS AT
OUTBOARD EDGE
OF THRESHOLD BAR

5 [1.5] 3 [.09] STANDARD

PAVEMENT EDGE RUNWAY
MAXIMUM MINIMUM
MARKING

5 [1.5] 50 [15]
100 [30] 20 [6]
MAXIMUM

RUNWAY SHOULDER

NOTES:

1. DIMENSIONS ARE IN: FEET [METERS].

2. THE WIDTHS OF THE STOPWAYS AND BLAST PADS ARE NOT THE SAME. STOPWAYS EQUAL

RUNWAY WIDTH. BLAST PADS EQUAL RUNWAY WIDTH PLUS RUNWAY SHOULDERS. SEE

AC 150/5300-13

3. 50 FT [15M] SPACING MAY BE USED WHEN LENGTH OF AREA IS LESS THAN 250 FT [7.5M] IN WHICH
CASE THE FIRST FULL CHEVRON STARTS AT THE INDEX POINT (INTERSECTION OF RUNWAY
CENTERLINE AND RUNWAY THRESHOLD).

4. CHEVRONS ARE PAINTED YELLOW AND AT AN ANGLE OF 45° TO THE RUNWAY CENTERLINE.

5. CHEVRON SPACING MAY BE DOUBLED IF LENGTH OF AREA EXCEEDS 1000 FT [300M]

Figure 8. Markings for Blast Pads and Stopways

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9/3/2010 AC 150/5340-1K
Appendix A

Figure A - 3. Pavement Markings QRSTUVWX

89
AC 150/5340-1K Change 1 11/17/2010
Appendix A

Figure A - 4. Pavement Markings YZ123456

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11/17/2010 AC 150/5340-1K Change 1
Appendix C

4. ENHANCED RUNWAY HOLDING POSITION MARKINGS.

The enhanced runway holding position marking, applicable only to those taxiway entrances that serve
Airplane Design Group (ADG) V or VI airplanes, measures 125 feet (38 m) from one paved shoulder to
the other paved shoulder, i.e., 62.5 feet (19 m) from the main taxiway centerline. Figure C-4 illustrates
the enhanced surface marking on a standard 75-foot (23-m) wide taxiway with a standard 35-foot (10.5-
m) wide taxiway shoulder for ADG V. For taxiways wider than 75 feet (22.9 m) that serve ADG V or VI
aircraft, the holding position line is extended so it is 25 feet (7.5 m) on both paved taxiway shoulders.

TAXIWAY CENTERLINE
62'-6" [19 M]

TAXIWAY EDGE
GRASS AREA TAXIWAY SHOULDER TAXIWAY PAVEMENT

Figure C - 4. Enhanced Runway Holding Position Markings on Taxiways

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AC 150/5340-1K Change 1 11/17/2010
Appendix C

5. SURFACE PAINTED HOLDING POSITION SIGNS.

A
E C

D
F
B D

Figure C - 5. Surface Painted Holding Position Signs for Taxiway Widths

Greater Than 35 Feet (10.5 m)
Dimension Dimension Notes
Letter feet (meters)
A 2–4
(0.67 – 1.34)
B 3 – 10
(0.91 – 3.0)
C 9 – 12 Inscriptions must have a height of 12 feet (3.7 m); however, the height may
(2.75 – 3.7) be reduced, as necessary, to the minimum height of 9 feet (2.75 m). In special
situations, the surface painted marking may be reduced to less than 9 feet
(2.75 m) in order to fit the marking appropriately. Examples of special
situations include taxiways with widths narrower than 75 feet (22.9 m) or
taxiways that need to display multiple runway designations with arrows. In
all cases, inscriptions follow Appendix A inscription criteria. All other
taxiway entrances to the same runway not needing the reduction are to
maintain the 12 foot (3.7 m) height dimension. For practicality, the lowest
height reduction is 6 feet (1.8 m). In all cases, the dimension D is not
reduced.
D 15 inches
(38 cm)
E 9
(2.75)
F 3
(0.91)

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9/3/2010 AC 150/5340-1K
Appendix C

Figure C - 6. Surface Painted Holding Position Sign for Taxiway Widths Equal to or Less Than
35 Feet (10.5 m)

Dimension Dimension Notes

Letter feet (meters)
A 2–3
(0.67 – 0.91)
B 6 Inscriptions follow Appendix A inscription criteria. The size of the sign
(1.8) inscription is scaled to fit taxiways 35 feet (10.5 m) or less in width for
Airplane Design Groups I and II. Reference AC 150/5300-13.

In special situations, the surface marking may be reduced to less than 6 feet
(1.8 m) in order to fit the marking appropriately. Examples of special
situations include taxiways that need to display multiple runway designations
with arrows. In all cases, the inscriptions follow Appendix A inscription
criteria. All other taxiway entrances to the same runway not needing the
reduction are to maintain the 6-foot (1.8-m) height dimension.

For practicality, the lowest height reduction is 3 feet (0.91 m).

C 7.5 in
(19 cm)
NOTE The dimensions for the enhanced taxiway centerline are in Figure C-1. The
spacing between the enhanced taxiway centerline and the surface painted
holding position sign is 6 -12 inches (15 – 30 cm) see figure C-1.

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AC 150/5340-1K Change 1 11/17/2010
Appendix C

F
D

B
B D

Figure C - 7. Surface Painted Holding Position Signs when Taxiway Centerline is not Perpendicular to
Runway Holding Position Marking

Dimension Dimension Notes

Letter feet (meters)
A 2–4
(0.67 – 1.34)
B 3 – 10
(0.91 – 3.0)
C 9 – 12 Inscriptions must have a height of 12 feet (3.7 m); however, the height may be
(2.75 – 3.7) reduced, as necessary, to the minimum height of 9 feet (2.75 m). In special
situations, the surface painted marking may be reduced to less than 9 feet (2.75
m) in order to fit the marking appropriately. Examples of special situations
include taxiways with widths narrower than 75 feet (22.9 m) or taxiways that
need to display multiple runway designations with arrows. In all cases,
inscriptions follow Appendix A inscription criteria. All other taxiway entrances
to the same runway not needing the reduction are to maintain the 12-foot (3.7-m)
height dimension. For practicality, the lowest height reduction is 6 feet (1.8 m).
In all cases, the dimension D is not reduced.
D 15 inches
(38 cm)
E 9
(2.75)
F 3
(0.91)

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11/17/2010 AC 150/5340-1K Change 1
Appendix C

A F C

E
D
G

B D
H

Figure C - 8. Surface Painted Holding Position Signs Co-Located with Geographic Position Marking

Dimension Dimension Notes

Letter feet (meters)
A 2–4
(0.67 – 1.34)
B 3 – 10
(0.91 – 3.0)
C 9 – 12 Inscriptions must have a height of 12 feet (3.7 m); however, the height may be
(2.75 – 3.7) reduced, as necessary, to the minimum height of 9 feet (2.75 m). In special
situations, the surface painted marking may be reduced to less than 9 feet
(2.75 m) in order to fit the marking appropriately. Examples include taxiways
with widths narrower than 75 feet (22.9 m) or taxiways that need to display
multiple runway designations with arrows. In all cases, the inscriptions follow
Appendix A inscription criteria. All other taxiway entrances to the same
runway not needing the reduction are to maintain the 12-foot (3.7-m) height
dimension. For practicality, the lowest height reduction is 6 feet (1.8 m). In
all cases, the dimension D is not reduced.
D 15 inches
(38 cm)
E 9 (2.75)
F 3 (0.91)
G 4 From edge of red border
(1.3)
H 2 From outermost edge of main yellow taxiway centerline
(0.65)
Note: Because the geographic position marking cannot be located at a runway holding position for the low-visibility runway
(see paragraph 4.11), this figure applies only where the designated taxi route for low-visibility operations crosses a runway
that is not itself the low-visibility runway.

105
AC 150/5340-1K 9/3/2010
Appendix C

6. ADDITIONAL GUIDELINES FOR APPLICATION.

The following illustrations provide examples of various runway holding position locations using the
enhanced markings. The figures included in this appendix are not drawn to scale.

a. Two Taxiway Centerlines Converging at a Runway Holding Position Marking. Where two
taxiway centerlines converge at a runway holding position marking, the surface painted holding position
signs must be installed parallel to the runway holding position marking. As shown in figure C-9, only
one sign on either side of the two taxiway centerlines is practical.

Figure C - 9. Two Taxiway Centerlines Converging at a Runway Holding Position Marking

106
9/3/2010 AC 150/5340-1K
Appendix C AC 150/

Appendix C
f. Intersection of Stub Taxiway and Runway. Figure C-14 illustrates a solution for a stub
taxiway that is less than 150 feet (45.7 m) long, with a 90-degree turn and angled taxiway shoulder areas.
Per paragraph 4.3d, the enhancement terminates 5 feet (1.5 m) from a taxiway/taxiway intersection.

Figure C - 14. Intersection of Stub Taxiway and Runway

111

AC 150/5340-1K 11/17/2010
Appendix C

2 - 4 FT
[0.67 - 1.2 M]

2 - 3 FT
[0.67 - 0.91 M]

NOTES:

1. STACKED SURFACE PAINTED HOLDING POSITION SIGNS FOR NARROW TAXIWAYS - ONLY
TO BE USED PER PARAGRAPH 4.5 (d)(1)(ii).

2. THE RECOMMENDED ORDER OF APPEARANCE FOLLOWS:

(A) IF THE "STACKED" SURFACE PAINTED HOLDING POSITION SIGNS ARE FOR A TAXIWAY
THAT CLEARLY ACCESSES ONE RUNWAY (FOR EXAMPLE, RWY 14L/32R) BEFORE
ANOTHER RUNWAY (RWY 18/36), THEN THE ORDER OF APPEARANCE IS FROM
"BOTTOM UP" AS SHOWN ABOVE.

(B) IF THE "STACKED" SURFACE PAINTED HOLDING POSITION SIGNS ARE FOR A TAXIWAY
THAT EQUALLY OFFERS ACCESS TO TWO OR MORE RUNWAYS, THEN FOLLOW A
"CLOCKWISE" ORDER OF APPEARANCE AS VIEWED FOR THE HOLDING POSITION.
HENCE, THE BOTTOM SURFACE PAINTED HOLDING POSITION SIGN IS THE FIRST
RUNWAY AS VIEWED FROM THE HOLDING POSITION. THIS PRACTICE FOLLOWS THE
SIGNAGE CONVENTION.

Figure C - 15. Narrow Taxiway Stacked Surface Painted Holding Position Sign

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Appendix C AC 150/5340-1K
Appendix C

RUNWAY 1-19 EDGE

Appendix C

(NO RUNWAY SIDE

STRIPE MARKING)
AC 150/5340-1K Change 1

150'

NOTE: WHITE EDGE LINE IS NOT PAINTED

BUT USED ONLY AS A REFERENCE LINE
TO SHOW WHERE TO STOP PAINTING
THE ENHANCED CENTERLINE MARKING. RUNWAY 21-3 MARKED
WITH A RUNWAY SIDE
STRIPE MARKING
AIMING POINT
MARKING

Figure C - 16. Enhanced Taxiway Centerlines When a Taxiway Connects Closely Spaced Runways
11/17/2010

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Appendix C

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