U.S. Department 

of Transportation 

Federal Aviation 

Administration 

Advisory 

Circular

Subject: STANDARDS FOR AIRPORT MARKINGS Date: 4/29/05

Initiated by: AAS-300 

AC No: 150/5340-1J

Change: 

1. PURPOSE. This advisory circular (AC) 

contains the Federal Aviation Administration 

(FAA) standards for markings used on airport

runways, taxiways, and aprons. 

2. CANCELLATION. AC 150/5340-1H, 

Standards for Airport Markings, dated August 31, 

31, 1999, is canceled. This AC also cancels

AC 150/5340-1I, although it is substantially the 

same document and only changes the AC version 

letter from I to J. 

3. EXPLANATION OF CHANGES. This AC

incorporates guidance on use of the enhanced 

taxiway centerline markings and the surface 

holding position signs. These enhancements were 

designed by the Federal Aviation Administration 

and MITRE CAASD to better define the location of 

holding position markings for air crews. These 

markings were tested at Theodore Francis Green 

Airport in Providence, Rhode Island. The 

markings tested included the enhanced taxiway

centerline, the extension of existing holding 

position markings onto taxiway shoulders, the 

changing of the color of the dashed lines from

yellow to white on the holding position markings 

(which is not adopted at this time) and the 

enhanced use of the surface painted holding 

position signs. 

The enhanced taxiway centerline is being adopted 

as the standard for commercial service airports that 

have 1.5 million or more passenger enplanements 

in a calendar year. The enhanced taxiway 

centerline will be the only acceptable means of 

complying with 14 CFR Part 139 for these airports

effective June 30, 2008. Similarly, the extension of 

the runway holding position markings onto the 

paved shoulder is being adopted as the only

acceptable means of compliance with Part 139 for 

airports regularly served by aircraft in Aircraft 

Design Groups 5 and 6, also effective June 30, 

2008. The standards for enhanced taxiway

centerline and extension of the runway holding 

position markings are optional for all other airports. 

 

4. METRIC UNITS. To promote an orderly

transition to metric units, the text and figures 

include both English and metric dimensions. The 

metric conversions are based on operational

significance and may not be exact equivalents. The 

conversion procedure used throughout the AC

applies the relationship of 1 foot equals 0.3 meter, 

except for a few instances where rounding was 

used in order for linear dimensions to sum

correctly. Until there is an official changeover to

the metric system, the English dimensions should 

be used. 

5. APPLICATION. The FAA recommends the 

guidelines and standards contained herein for the 

marking of airport runways, taxiways, and aprons. 

These standards are the only method of complying 

with the marking of runways and taxiways at

airports certificated under Title 14 of the Code of 

Federal Regulations, Chapter I – FAA, DOT, Part

139, Certification and Operations: Land Airports

Serving Certain Air Carriers (14 CFR Part 139). 

These standards are also mandatory for airport 

projects receiving Federal funds under the Airport 

Grant Assistance program or funds received from

the Passenger Facility Charge program. These 

standards are to be used on all new projects that are 

under development and are to be implemented at all

Part 139 certificated airports no later than one year 

from the date of this AC. 

DAVID L. BENNETT 

Director, Office of Airport Safety and Standards

4/29/2005 AC 150/5340-1J

 iii 

 

CONTENTS 

MARKINGS FOR PAVED RUNWAYS AND TAXIWAYS.............................................................................1 

SECTION 1. GENERAL...............................................................................................................................1 

1. Purpose..................................................................................................................................................1 

2. Definitions .............................................................................................................................................1 

3. Marking Practices ................................................................................................................................1 

4. Visibility of Markings. .........................................................................................................................1 

SECTION 2. RUNWAY MARKINGS.........................................................................................................2 

5. Application............................................................................................................................................2 

6. Runway Marking Precedence .............................................................................................................3 

7. Runway Designation Marking. ...........................................................................................................3 

8. Runway Centerline Marking...............................................................................................................4 

9. Runway Threshold Marking...............................................................................................................4 

10. Runway Aiming Point Marking..........................................................................................................5 

11. Runway Touchdown Zone Marking...................................................................................................5 

12. Runway Side Stripe Marking..............................................................................................................6 

13. Runway Threshold Bar........................................................................................................................6 

14. Demarcation Bar ..................................................................................................................................6 

15. Arrows and Arrowheads .....................................................................................................................7 

16. Chevrons ...............................................................................................................................................7 

17. Holding Position Markings on Runways............................................................................................7 

18. Runway Shoulder Markings ...............................................................................................................8 

19. Reserved................................................................................................................................................8 

SECTION 3. TAXIWAY MARKINGS .......................................................................................................8 

20. Application............................................................................................................................................8 

21. Taxiway Centerline Markings.............................................................................................................8 

22. Taxiway Edge Marking .....................................................................................................................10 

23. Runway Holding Position Markings on Taxiways ..........................................................................10 

24. Holding Position Markings for Instrument Landing System (ILS)/ 

 Precision Obstacle Free Zone (POFZ) .............................................................................................11 

25. Intermediate Holding Position Markings for Taxiway/Taxiway Intersections ............................12 

26. Surface Painted Holding Position Signs ...........................................................................................13 

27. Surface Painted Taxiway Direction Signs........................................................................................14 

28. Surface Painted Taxiway Location Signs.........................................................................................14 

29. Surface Painted Gate Identification Signs .......................................................................................15 

30. Surface Painted Apron Entrance Point Signs..................................................................................15 

31. Taxiway Shoulder Markings.............................................................................................................16 

32. Geographic Position Markings .........................................................................................................16 

33. Reserved..............................................................................................................................................16 

34. Reserved..............................................................................................................................................16 

SECTION 4. OTHER MARKINGS...........................................................................................................17 

35. Application..........................................................................................................................................17 

36. Vehicle Roadway Markings...............................................................................................................17 

37. VOR Receiver Checkpoint Markings...............................................................................................17 

38. Non-Movement Area Boundary Marking........................................................................................18 

39. Marking of Temporarily Relocated Thresholds..............................................................................18

40. Marking and Lighting of Permanently Closed Runways and Taxiways.......................................18 

41. Temporarily Closed Runways and Taxiways ..................................................................................18

42. Converting a Runway to a Taxiway .................................................................................................19 

43. Intermittent Use of a Taxiway as a Runway....................................................................................19 
AC 150/5340-1J 4/29/2005 

iv 

44. Closed/Abandoned Airports............................................................................................................. 19 

45. Heliport Marking .............................................................................................................................. 19 

46. Vertiport Marking............................................................................................................................. 19 

47. Marking for Arresting Gear............................................................................................................. 19 

48. Hazardous Areas ............................................................................................................................... 19 

FIGURES 

Figure 1. Precision Runway Markings ..............................................................................................20 

Figure 2. Nonprecision Runway and Visual Runway Markings......................................................21 

Figure 3. Example of Conflicting Markings on Crossing Runways.................................................22 

Figure 4. Runway Designation Numerals and Letters ......................................................................23 

Figure 5. Displaced Threshold Markings...........................................................................................24 

Figure 6. Markings for Taxiway Aligned With Runway ..................................................................25 

Figure 7. Markings for Blast Pads and Stopways .............................................................................26 

Figure 8. Marking for Blast Pad or Taxiway Preceding a Displaced Threshold............................27 

Figure 9. Runway Shoulder Markings ..............................................................................................28 

Figure 10. Marking Details....................................................................................................................29 

Figure 11. Taxiway Markings ...............................................................................................................30 

Figure 12. Taxiway Centerline Marking Methods ..............................................................................31 

Figure 13. Surface Painted Signs ..........................................................................................................32 

Figure 14. Surface Painted Gate Identification Signs .........................................................................33 

Figure 15. Surface Painted Apron Entrance Point Signs....................................................................34 

Figure 16. Taxiway Shoulder Markings...............................................................................................35 

Figure 17. Geographic Position Markings ...........................................................................................36 

Figure 18. Vehicle Roadway Markings ................................................................................................37 

Figure 19. VOR Receiver Checkpoint Markings.................................................................................38 

Figure 20. Closed Runway and Taxiway Markings ............................................................................39 

APPENDIX 1. INSCRIPTIONS FOR SIGNS AND GEOGRAPHIC POSITION MARKINGS (5 Pages) 

Figure A-1. Pavement Markings ABCDEFGH .....................................................................................40

Figure A-2. Pavement Markings IJKLMNOP.......................................................................................41 

Figure A-3. Pavement Markings QRSTUVWX.....................................................................................42 

Figure A-4. Pavement Markings YZ123456...........................................................................................43 

Figure A-5. Pavement Markings 7890-,↑................................................................................................44 

APPENDIX 2. EXAMPLES OF MARKINGS OUTLINED IN BLACK (2 pages)

Figure B-1. Runway Holding Position Marking ....................................................................................45 

Figure B-2. ILS/MLS Holding Position Marking ..................................................................................45 

Figure B-3. Continuous Taxiway Edge Line Marking ..........................................................................46 

Figure B-4. Dashed Taxiway Edge Line Marking .................................................................................46 

Figure B-5. Alternate Outlining Method for Dashed Taxiway Edge Line Marking ..........................46 

Figure B-6. Taxiway Centerline Marking ..............................................................................................46 

Figure B-7. Intermediate Holding Position Markings...........................................................................46 

Figure B-8. Non-Movement Area Boundary Area Marking ................................................................46 

APPENDIX 3. ENHANCED MARKINGS FOR RUNWAY HOLDING POSITION (12 pages) 

Figure C-1. Enhanced Taxiway Centerline Markings ..........................................................................47 

Figure C-2. Dashed Lines at Converging Taxiway Centerlines ...........................................................48 

Figure C-3. Enhanced Runway Holding Position Markings on Taxiways..........................................49 

Figure C-4. Surface Painted Holding Position Signs.............................................................................50 

Figure C-5. Surface Painted Holding Position Signs when Taxiway Centerline is not 

Perpendicular to Runway Holding Position Marking ......................................................51 

Figure C-6. Surface Painted Holding Position Signs Co-Located with a Geographic Position 

Marking ................................................................................................................................52 

Figure C-7. Two Taxiway Centerlines Converging at a Runway Holding Position Marking ...........53 

Figure C-8. Intersection of Two Taxiways at Runway End..................................................................54 

Figure C-9. Intersection of Three Converging Taxiway Centerlines...................................................55 
4/29/2005 AC 150/5340-1J

 v 

 

Figure C-10. Intersection of Multi-Taxiway Centerlines with Less than 150 Feet (45.7 m) Between 

Taxiways ...............................................................................................................................56 

Figure C-11. Two Taxiway Centerlines Intersecting a Runway Holding Position Marking ...............57 

Figure C-12. Intersection of Stub Taxiway and Runway .......................................................................58 

TABLES 

Table 1. Runway Marking Elements ..................................................................................................3 

Table 2. Threshold Stripes Required for Configuration B ...............................................................5 

Table 3. Pairs of Touchdown Zone Markings Required when Installed on Both Runway Ends..6 

Table 4. Location of Holding Position Markings for Runway/Runway and Runway/Taxiway 

Intersections ...........................................................................................................................8 

Table 5. Perpendicular Distances for Taxiway Intersection Markings from Centerline of 

Crossing Taxiway.................................................................................................................13 

4/29/2005 AC 150/5340-1J

 1 

MARKINGS FOR PAVED RUNWAYS AND TAXIWAYS. 

Section 1. General.

1. PURPOSE. This chapter provides the 

standards for markings used on paved areas 

(runways, taxiways, aprons, and roadways) on 

airports. Markings for large aircraft parking 

positions and markings for unpaved runways will 

be addressed at a future date in Chapters 2 and 3 

respectively.

 

2. DEFINITIONS. The following definitions 

apply to terms used in this AC: 

 a. Displaced Threshold. A threshold that is 

located at a point on the runway other than the 

designated beginning of the runway. 

b. GPS Runway. A runway having a 

precision or nonprecision approach procedure using 

GPS navigational guidance with or without vertical

guidance. 

c. Nonprecision Runway. A runway having 

an existing instrument approach procedure utilizing

air navigation facilities with only horizontal 

guidance for which a straight-in or side-step 

nonprecision approach procedure has been 

approved. 

d. Precision Runway. A runway having an 

existing instrument approach procedure utilizing air 

navigation facilities with both horizontal and

vertical guidance for which a precision approach 

procedure has been approved. 

e. Runway Threshold. The beginning of 

the runway that is available for landing. 

 f. Visual Runway. A runway having no 

straight-in instrument approach procedure.

3. MARKING PRACTICES. The following

addresses some common practices used in airport 

marking. 

a. Increasing the Friction Coefficient. 

The friction coefficient of the marking surface can 

be increased by spreading silica sand on the marked 

surface immediately after painting. Use of glass 

beads in the marking materials also has the side 

benefit of increasing the friction coefficient of the 

marking surface. Glass beads or silica sand are 

required when durable markings (epoxy based and 

methylacrylate based paints) are used. These paints 

are usually applied at 18 - 30 mils in dry thickness. 

 b. Striated Markings. Striated markings, 

which may be used in areas subject to frost heave, 

consist of painted stripes 4 inches (10 cm) to 8 

inches (20 cm) in width separated by unpainted 

stripes. The width of the unpainted stripe may not

exceed the width of the painted stripe. The 

predetermined width of the painted and unpainted 

stripes must be the same throughout the specific 

marking. A painted stripe is to begin and end the 

width of the markings. Since striated markings 

have a reduced visibility, more frequent

maintenance is required to provide an acceptable 

marking system. Striated markings are not used on 

Category II and Category III precision runways. 

 c. Temporary Markings. In selecting a 

material for temporary markings, consider the 

difficulty of removing the marking when it is no 

longer needed. In this regard, some success has 

been realized by using water-based paint. Striated 

markings may also be used for temporary markings 

except for those used to denote a closed pavement

or Category II and Category III runways. 

d. Removal of Markings. Physically 

remove pavement markings that are no longer 

needed by sand blasting, chemical removal or other 

means, not painting over them. Painting over the 

old markings merely preserves the old marking, 

will require additional maintenance, and in certain

conditions, can be misleading to pilots. 

4. VISIBILITY OF MARKINGS. Markings 

that cannot be seen by pilots and others operating 

on marked surfaces are useless. The following 

actions are intended to increase the visibility of

markings at airports. The following two techniques 

have been successfully used to enhance markings. 

Use these two techniques in conjunction with each 

other, unless otherwise specified in this chapter. 

a. Outlining in Black. 

(1) The contrast of a marking on concrete

pavement surfaces and light colored pavements can 

be increased by outlining all edges of the marking

with a black border that is 6 inches (15cm) or 

greater in width. 
AC 150/5340-1J 4/29/2005 

2 

(2) Markings Requiring Black 

Outlining. 

(i) All holding position 

markings (as specified in Paragraphs 17, 23, 24, 

and 25) and non-movement area boundary

markings (as specified in Paragraph 38).

(ii) All SMGCS taxiway 

centerlines (as specified in Paragraph 21 d).

(iii) Enhanced taxiway

centerline (as specified in Paragraph 21e(2)).

(iv) Intermediate holding 

position markings (as specified in Paragraph 25 c).

(v) Surface painted holding 

position signs (as specified in Paragraph 26 c). 

(vi) Geographic position 

markings (as specified in Paragraph 32 c). 

(3) Markings Recommended for 

Black Outlining. Outlining all other markings on

such surfaces is strongly recommended, particularly 

for taxiway centerlines. Appendix 2 contains 

illustrations of the acceptable layout for various 

markings outlined in black. 

b. Glass Beads. Glass beads are an effective 

means of highlighting pavement markings for 

operations occurring at night, during low visibility 

conditions, or during periods when the pavement

surface may be wet. Glass beads should not be used 

in black paint. Due to the increase in marking

conspicuity, FAA recommends that type 3 or type 4 

glass beads be used on runway holding position 

markings. 

(1) Markings Requiring Glass 

Beads. Glass beads are required for the following 

permanent pavement markings:

(i) All runway and taxiway

holding position markings. 

 

(ii) Runway threshold marking. 

(iii) Runway threshold bar. 

(iv) Runway aiming point marking. 

(v) Runway designation marking. 

(vi) Runway touchdown zone 

markings. 

 (vii) Runway centerline marking. 

 (viii) Taxiway centerline marking.

 (viiii) Geographical position marking. 

 (x) Surface painted signs. 

(xi) Non-movement area boundary

markings. 

(2) Markings Recommended for Glass 

Beads. Glass beads are recommended for the 

following permanent pavement markings:

 (i) Runway side stripes, 

 (ii) Taxiway edge markings, 

 (iii) Displaced threshold markings, 

and 

 (iv) Demarcation bar. 

 (3) Glass Beads Specifications. The 

glass beads used for the above applications should 

meet the specifications found in AC 150/5370-10A.

Section 2. Runway Markings. 

5. APPLICATION. Table 1 identifies the 

marking elements for each type of runway as 

shown in Figures 1 and 2. The two ends of a 

runway having different approach categories, i.e., 

visual vs. nonprecision, may have different

markings. The markings on a runway may be 

upgraded to include elements that are not required. 

For example, side stripes, touchdown zone 

markings, etc., could be installed on a visual

runway. If a runway has a displaced threshold, 

blast pad, stopway, or wide shoulders, additional 

marking elements may be necessary. All elements 

should be of a corresponding size. For example, a 

75-foot wide runway requires runway threshold 

markings (in configuration A) and aiming point

markings that are proportional to the runway width;

however, the runway centerline width should 

remain at the minimum width for runway category.

E.g., Visual runway – 12 inches. 
4/29/2005 AC 150/5340-1J

 3 

TABLE 1. RUNWAY MARKING ELEMENTS. 

Marking element Visual runway Nonprecision runway /

GPS Nonprecision 

Precision runway /

GPS Precision 

Designation (par. 7) X X X 

Centerline (par. 8) X X X 

Threshold marking (par. 9) X1 X X

Aiming point (par.10) X2 X2 X 

Touchdown zone (par. 11) X 

Side stripes (par. 12) X3 X3 X 

1 Only required on runways used, or intended to be used, by international commercial transport. 2 On runways 4,000 feet (1200 m) or longer used by jet aircraft. 3 Used when the full pavement width may not be available as a runway. 

6. RUNWAY MARKING PRECEDENCE. 

Where runways intersect, the markings on the 

runway of the higher precedence continue through 

the intersection, while the markings of the runway 

of the lower precedence are interrupted except that 

the runway threshold marking, designation 

marking, aiming point marking and touchdown 

zone markings are moved along the lower 

precedence runway to avoid the intersection area. 

Where aiming point markings need to be moved 

more than 200 feet (60 m), the threshold will have 

to be displaced or repositioned to retain the 

distance between the threshold to the aiming point

marking (see Figure 3 for an example). The 

distance between the threshold and aiming point

markings must be at least than 1,000 feet. 

Whenever the distance between the threshold and 

aiming point markings is 1,200 feet or more, an 

airport operator may place a note in the 

Airport/Facility Directory (A/FD) to inform users 

of the distance that exists between the threshold

and the aiming point markings. A runway

configuration with “closed V” intersections 

requires shifting the runway designation marking 

down the runway due to precedence of the 

intersecting runways. In this case start at the inside

corner of the intersection and perpendicular to the 

runway centerline, then move 20 feet down-runway

from this baseline to locate the numeral position.

For an intersection of runways of the same

precedence order, the preferred runway (lowest 

approach minimums or most often used) is

considered to be of a higher precedence order. For 

marking purposes, the order of precedence, in 

descending order, is as follows:

a. Precision runway, Category III. 

b. Precision runway, Category II. 

c. Precision runway, Category I. 

d. Nonprecision runway. 

e. Visual runway. 

7. RUNWAY DESIGNATION MARKING.

 a. Purpose. A runway designation marking 

identifies a runway by its magnetic azimuth. 

 b. Location. Runway designation markings, 

as shown in Figures 1 and 2, are located on each 

end of a runway. 

 c. Color. Runway designation markings are 

white. It is particularly helpful to pilots if these 

markings are outlined in black on light colored

pavements (see paragraph 4(a)(1)). 

 d. Characteristics. A runway designation 

marking consists of a number and, on parallel

runways, is supplemented with a letter. A singledigit runway designation number is not preceded by 

a zero. On a single runway, dual parallel runways 

and triple parallel runways, the designation number 

is the whole number nearest one-tenth of the 

magnetic azimuth when viewed from the direction 

of approach. For example, where the magnetic 

azimuth is 183 degrees, the runway designation 

marking would be 18; and for a magnetic azimuth
AC 150/5340-1J 4/29/2005 

4 

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

designation marking can be either 18 or 19. 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. 

 (1) Parallel Runways. In the case of 

parallel runways, each runway designation number 

is supplemented by a letter, in the order shown 

from left to right when viewed from the direction of 

approach, as shown in the following examples:

 (i) For two parallel runways having 

a magnetic azimuth of 182 degrees, the runways 

would be designated “18L,” “18R.” 

 (ii) For three parallel runways having 

a magnetic azimuth of 87 degrees, the runways 

would be designated “9L,” “9C,” “9R.” 

 (iii) For four parallel runways having 

a magnetic azimuth of 324 degrees, the runways 

would be designated “32L,” “32R,” “33L,” “33R.” 

 (iv) For five parallel runways having 

a magnetic azimuth of 138 degrees, the runways 

would be designated “13L,” “13R,” “14L,” “14C,” 

“14R.” 

 (v) For six parallel runways having a 

magnetic azimuth of 83 degrees, the runways 

would be designated “8L,” “8C,” “8R,” “9L,” 

“9C,” “9R.” 

 (vi) For seven parallel runways 

having a magnetic azimuth of 85 degrees, the 

runways would be designated “8L,” “8C,” “8R,” 

“9L,” “9C,” “9R,” “10.” 

 (2) There are some cases where parallel 

runway designation may not be appropriate because 

of possible pilot confusion with the runway surface 

or the distance between landing thresholds. For 

example a turf runway or a visual runway, which is 

parallel to a higher precedence runway and has a 

distance between the landing thresholds may have a 

different runway designation, especially if the 

paved runway has a paved parallel taxiway.

Another example where a parallel runway 

designation may not be appropriate is a situation 

where the parallel runways are separated by a large 

distance with a terminal between them. 

 (3) The size and spacing of the numbers 

and letters are reduced only when necessary due to 

space limitations on narrow runways, and should be 

no closer than 2 feet from the runway edge or side 

strips if present. The numbers and letters are in the 

form and proportion shown in Figure 4. 

8. RUNWAY CENTERLINE MARKING.

a. Purpose. The runway centerline marking 

identifies the physical center of the runway and 

provides alignment guidance during takeoff and 

landing operations. 

b. Location. A runway centerline marking is 

located along the centerline of the runway between 

the runway designation markings. 

 c. Color. Runway centerline markings are 

white. 

d. Characteristics. A runway centerline 

marking consists of a line of uniformly spaced 

stripes and gaps. The stripes are 120 feet (36 m) in

length, and the gaps are 80 feet (24 m) in length. 

Adjustments to the length of the stripes and gaps, 

where necessary to accommodate the runway 

length, are made near the runway midpoint. The 

minimum width of the stripes is 36 inches (90 cm) 

for precision runways, 18 inches (45 cm) for 

nonprecision runways and 12 inches (30 cm) for 

visual runways. Centerline widths are not to be 

decreased even if all other marking sizes are 

proportioned narrower because of runway width. 

9. RUNWAY THRESHOLD MARKING.

a. Purpose. A threshold marking identifies 

the beginning of the runway that is available for 

landing. 

b. Location. The runway threshold markings 

start 20 feet from the runway threshold. This

dimension may be increased to 30 feet from the 

runway threshold when a threshold bar is present.

However, if a threshold bar is added after the 

runway threshold marking is already present, it is

acceptable for the threshold marking to be located 

20 feet from the threshold to preclude shifting the 

runway markings by 10 feet. 

c. Color. Threshold markings are white. 

d. Characteristics. The threshold markings 

may have either of the characteristics in (1) or (2) 

below, but after January 1, 2008, only those 

characteristics in (2) will be acceptable. 
4/29/2005 AC 150/5340-1J

 5 

 

 (1) Configuration A. The runway 

threshold marking consists of eight longitudinal 

stripes of uniform dimensions spaced 

symmetrically about the runway centerline as 

shown in Figure 1. The stripes are 150 feet (45 m) 

long and 12 feet (3.6 m) wide and spaced 3 feet 

(1 m) apart, except for the center space, which is 16 

feet (4.8 m). For runways less than 150 feet (45 m) 

in width, the length of the markings is not changed, 

but the width of the markings, spaces between 

markings and distance of markings from the 

runway edge are changed proportionally. For 

runways greater than 150 feet (45m) in width, the 

width of the markings and spaces between the 

markings may be increased proportionally or 

additional stripes may be added to both sides. 

 (2) Configuration B. For this 

configuration, the number of stripes required is 

related to the runway width as indicated in Table 2. 

The stripes are 150 feet (45 m) long and 5.75 feet 

(1.75 m) wide and spaced 5.75 feet (1.75 m) apart 

except the center space is 11.5 feet (3.5 m) as 

shown in Figure 1. The outboard edges of the 

outboard stripes extend laterally to within 10 feet (3 

m) of the edge of a runway or to a distance of 

92 feet (27 m) on either side of a runway centerline, 

whichever results in the smaller lateral distance. 

TABLE 2. THRESHOLD STRIPES REQUIRED FOR CONFIGURATION B. 

Runway width Number of stripes 

60 feet (18 m) 4 

75 feet (23 m) 6 

100 feet (30 m) 8 

150 feet (45 m) 12 

200 feet (60 m) 16 

10. RUNWAY AIMING POINT MARKING.

a. Purpose. An aiming point marking serves 

as a visual aiming point for landing operations. 

b. Location. The preferred beginning of the 

aiming point marking starts 1,020 feet (306 m) 

from the threshold. However, a tolerance of plus or 

minus 200 feet (60 m) is allowed when it is 

necessary to move the aiming point marking to 

avoid a runway intersection (see paragraph 5). This 

adjustment may result in a change in threshold 

crossing heights for approaching aircraft. Runway 

approach aids such as Precision Approach Path 

Indicators (PAPI), Visual Approach Slope 

Indicators (VASI), and other aids may no longer 

have compatible threshold crossing heights when 

aiming point markings are changed. Adjust 

approach aids as necessary in conjunction with a 

change in aiming point markings to maintain 

compatible threshold crossing heights.

 c. Color. Aiming point markings are white. 

d. Characteristics. An aiming point 

marking consists of two rectangular markings, 

150 feet 

(45 m) in length, located symmetrically on each 

side of the runway centerline as shown in Figure 1. 

The width of each marking is 30 feet (10 m) for a 

runway width of 150 feet (45 m) or greater. The 

lateral spacing between the inner sides of the 

markings is 72 feet (22 m) for a runway width of 

150 feet (45 m) or greater. For runway widths less 

than 150 feet (45 m), the width of the markings, 

and the lateral space between markings, is 

decreased in proportion to the decrease in runway 

width, but the lengths remain the same. Where 

touchdown zone markings are provided, the lateral 

spacing between the markings should be the same 

as that of the aiming point markings. 

11. RUNWAY TOUCHDOWN ZONE 

MARKING.

a. Purpose. Touchdown zone markings 

identify the touchdown zone for landing operations 

and are coded to provide distance information. 
AC 150/5340-1J 4/29/2005 

6 

 b. Location. Touchdown zone markings 

consist of groups of one, two, and three rectangular 

bars symmetrically arranged in pairs about the 

runway centerline as shown in Figure 1. 

c. Color. Touchdown zone markings are 

white. 

d. Characteristics. For runways less than 

150 feet (45m) wide, the markings and spaces are 

reduced proportionally, but the lengths remain the 

same. For runways having touchdown zone 

markings on both ends, those pairs of markings, 

which extend within 900 feet (270 m) of the 

runway midpoint are eliminated. No touchdown 

zone markings are eliminated where installed on 

only one end of the runway. Table 3 lists the 

touchdown zone markings required when installed 

on both runway ends. On shorter runways where 

one or more pairs of touchdown zone markings will 

be eliminated, it is recommended that touchdown 

zone markings be installed on the precision end 

only, so a full set will be available for precision 

instrument landings. 

TABLE 3. PAIRS OF TOUCHDOWN ZONE MARKINGS REQUIRED WHEN 

INSTALLED ON BOTH RUNWAY ENDS. 

Runway length Markings on each end 

7990 feet (2436 m) or greater Full set of markings 

6990 feet (2130 m) to 7989 feet (2435 m) Less one pair of markings 

5990 feet (1826 m) to 6989 feet (2129 m) Less two pairs of markings 

4990 feet (1521 m) to 5989 feet (1825m) Less three pairs of markings 

12. RUNWAY SIDE STRIPE MARKING.

 a. Purpose. Runway side stripes provide a 

visual contrast between the runway and the 

surrounding terrain and delineate the width of the 

paved area that is intended to be used as a runway. 

b. Location. Runway side stripes are part of 

the usable runway, are located on the runway and 

consist of continuous stripes located along each 

side. The maximum distance between the outer 

edges of the stripes is 200 feet (60m). 

c. Color. Runway side stripe markings are 

white. 

 d. Characteristics. The stripes have a 

minimum width of 36 inches (90 cm) for runways 

100 feet (30 m) or wider and at least 18 inches 

(45 cm) on other runways. The stripes extend to 

the end of displaced threshold areas, which are 

used for takeoffs or rollouts. 

13. RUNWAY THRESHOLD BAR.

a. Purpose. A threshold bar delineates the 

beginning of the runway that is available for 

landing when there is pavement aligned with the 

runway on the approach side of the threshold. 

b. Location. A threshold bar is located on 

the landing runway at the threshold as shown in 

Figure 5. The threshold bar is part of the usable 

runway for landing. 

c. Color. A threshold bar is white. 

 d. Characteristics. A threshold bar is 

10 feet (3 m) in width and extends across the width 

of the runway. The runway threshold markings start 

20 feet from the runway threshold. 

14. DEMARCATION BAR.

 a. Purpose. A demarcation bar delineates a 

runway with a displaced threshold from a blast pad, 

stopway or taxiway that precedes the runway. 

 b. Location. The demarcation bar is located 

on the blast pad, stopway or taxiway at the point of 

intersection with the runway. However, the 

demarcation bar is not part of the usable runway as 

shown in Figure 8. 

c. Color. A demarcation bar is yellow. 

d. Characteristics. A demarcation bar is 

3 feet (1 m) wide and extends across the width of 

the blast pad, stopway or taxiway. 
4/29/2005 AC 150/5340-1J

 7 

 

15. ARROWS AND ARROWHEADS.

 a. Purpose. Arrows are used to identify a 

displaced threshold area and are useful for 

centerline guidance for takeoffs and/or rollouts. 

Arrowheads are used in conjunction with a 

threshold bar to further highlight the beginning of a 

runway where the use of chevrons is not 

appropriate. 

 b. Location. Where a runway threshold is 

permanently displaced, arrows and arrowheads are 

provided in the portion of the runway before the 

displaced threshold (see Figures 5 and 8). Where 

the pavement area preceding a runway is used as a 

taxiway, arrowheads are provided prior to the 

threshold bar (see Figure 6). 

c. Color. Arrows and arrowheads used in a 

displaced threshold area are white. Arrowheads 

used on a taxiway prior to a runway threshold are 

yellow. 

d. Characteristics. Dimensions and spacing 

of arrows and arrowheads are as shown in Figures 

5 and 6, respectively. 

16. CHEVRONS. 

a. Purpose. Chevrons are used to identify 

pavement areas unusable for landing, takeoff, and 

taxiing. 

b. Location. Chevrons are located on 

pavement areas that are aligned with and 

contiguous to the runway as shown in Figures 7 

and 8, respectively. 

c. Color. Chevrons are yellow. 

d. Characteristics. Dimensions and spacing 

of chevrons are shown in Figure 7. 

17. HOLDING POSITION MARKINGS ON 

RUNWAYS.

 a. Purpose. These markings are installed on 

a runway where an aircraft is to stop when the 

runway is normally used as a taxiway or used for 

Land and Hold Short Operations (LAHSO) as 

identified in a letter of agreement with the Airport 

Traffic Control Tower (ATCT). A runway should 

be considered as normally used for taxiing if there 

is no parallel taxiway and no ATCT. Otherwise, 

seek input from ATCT. 

 b. Location. Holding position markings 

for runway/runway intersections are located in 

accordance with Table 4 for the most demanding 

aircraft using the runway. These markings are 

normally located in the lower precedence runway. 

Holding position markings for operations involving 

"land and hold short of a taxiway" are also located 

in accordance with Table 4. Holding position 

markings for operations involving "land and hold 

short of a predetermined point or 

approach/departure flightpath" are located at the 

predetermined hold-short point. Moving the holdshort point away from the intersection does not 

necessitate redefining the type of land and hold 

short operation if an intervening taxiway or runway 

is present. For example, a hold-short point will be 

moved away from a runway/runway intersection 

just enough to allow both signs to be installed, clear 

of an intervening taxiway. The fact that the holdshort point is now prior to a taxiway does not 

necessitate conversion of the operation to "land and 

hold short of a taxiway." The signs would retain 

the runway designations. If instead, ATCT and the 

airport operator choose to convert the operation to 

"land and hold short of a taxiway," the hold-short 

point should be moved further back to meet the 

setback requirements from the taxiway, as indicated 

in Table 4. Also, any reduction to the minimum 

distances permitted in Table 4 must be coordinated 

with the regional Flight Standards Division and 

Airport Division. 

 c. Color. Holding position markings on 

runways are yellow, and are outlined in black on 

light colored pavements.

d. Characteristics. These markings are 

identical to runway holding position markings on 

taxiways described in Paragraph 23 and shown in 

Figure 10. The solid lines of these markings are 

always on the side where the aircraft is to hold. 

The markings are installed perpendicular to the 

runway centerline and interrupt all runway 

markings except for the runway designation 

marking. In the latter case, the holding position 

markings and related signs shall be adjusted along 

the runway so they do not interrupt the designation 

marking. Markings should extend to the full width 

of the runway. Markings should not extend onto 

runway shoulders or onto taxiway fillets in the 

event of intervening taxiways. 
AC 150/5340-1J 4/29/2005 

8 

TABLE 4. LOCATION OF HOLDING POSITION MARKINGS FOR 

RUNWAY/RUNWAY AND RUNWAY/TAXIWAY INTERSECTIONS. 

Aircraft approach category 

and (airplane design group) 

Perpendicular distance from runway centerline to intersecting

taxiway/runway centerline in feet (meters)1

Visual / Nonprecision/

GPS Nonprecision runway

Precision /GPS precision runway 2

See Table 1, AC 150/5340-18D, See Table 1, AC 150/5340-18D, See Table 1, AC 150/5340-18D, 

Standards for Airport Sign Systems Standards for Airport Sign 

Systems 

Standards for Airport Sign 

Systems 

18. RUNWAY SHOULDER MARKINGS.

a. Purpose. Runway shoulder markings are 

used, when needed, as a supplement to runway side 

stripes to identify pavement areas contiguous to the 

runway sides that are not intended for use by

aircraft. Runway side stripes are usually sufficient 

in defining the limits of usable pavement. Shoulder 

markings are generally needed where pilots have 

experienced problems identifying the runway from

the shoulder thereby creating a need to delineate 

the shoulder as unusable pavement. 

b. Location. Runway shoulder markings are 

located between the runway side stripes and the 

pavement edge as shown in Figure 9. 

c. Color. Runway shoulder markings are 

yellow. 

d. Characteristics. Runway shoulder 

markings consist of stripes 3 feet (1 m) in width 

and spaced 100 feet (30 m) apart. The stripes start 

at the runway midpoint, are slanted at an angle of 

45 degrees to the runway centerline, and are 

oriented as shown in Figure 9. 

19. RESERVED. 

Section 3. Taxiway Markings. 

20. APPLICATION. All taxiways should have 

centerline markings and runway holding position 

markings whenever they intersect a runway. 

Taxiway edge markings should be 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. Instrument Landing 

System/Microwave Landing System (ILS/MLS) 

critical areas holding position markings, 

intermediate holding position markings where a 

taxiway/taxiway intersect, and taxiway shoulder 

markings should be installed as appropriate. 

21. TAXIWAY CENTERLINE MARKINGS.

a. Purpose. Taxiway centerline markings

provide a visual cue to permit taxiing along a 

designated path. 

b. Location. On a straight section of a 

taxiway, taxiway centerline markings are provided 

along the centerline of the designated taxiway. On 

a taxiway curve, the markings continue from the 

straight portion of the taxiway at a constant

distance from the outside edge of the taxiway.

(1) At taxiway intersections where fillets 

do not meet the standards of AC 150/5300-13, 

Airport Design, and judgmental oversteering is

required, the centerline markings continue straight

through the intersection as shown in Figure 12a. 

Where adequate fillets exist as determined by the 
4/29/2005 AC 150/5340-1J

 9 

most demanding aircraft, the centerline markings 

follow the taxiway curve, as shown in Figure 12b, 

to permit cockpit-over-centerline steering.

 (2) At taxiway intersections with runway 

ends, the taxiway centerline is terminated at the 

runway edge except that the following applies: 

 (i) Where there is a displaced 

threshold the centerline continues into the displaced 

area of the runway. 

 (ii) The taxiway centerline continues 

across the runway when it is a crossing route as 

designated by the local Air Traffic Facility. 

 (3) On all other taxiways, the taxiway 

centerline marking curves onto the runway and 

extends parallel to the runway centerline marking

for a distance of 200 feet (60 m) beyond the point

of tangency or terminating at the threshold bar, 

which ever is less, and three feet from the runway 

centerline measured near-edge to near-edge. See 

Figure 11, detail A. This lead-on or lead-off line 

(the taxiway centerline) is interrupted for all 

runway markings. 

 (4) For taxiways crossing a runway, either 

straight across or offset and normally used as a taxi

route, the taxiway centerline marking may continue 

across the runway but is normally interrupted for 

any runway markings. For low visibility 

operations, when the runway visual range is below 

1200 feet (360 m), taxiway centerline markings 

continue across all runway markings with the 

exception of the runway designation marking. 

c. Color. Taxiway centerline markings are 

yellow. 

d. Characteristics. 

(1) Width. A width of 6 inches (15 cm) to

12 inches (30 cm) is acceptable for a taxiway 

centerline. However, the width selected must be 

uniform for the entire length of the taxiway unless:

(i) It involves a surface movement 

guidance and control system (SMGCS) route. 

When a taxiway or part of a taxiway is designated 

as a SMGCS route, the width of the taxiway

centerline must be 12 inches (30 cm) wide and is

outlined in black in light colored pavement. The 

centerline width of the remaining part of a taxiway

that is not a part of a SMGCS route can change 

abruptly at the intersection with other taxiway 

centerline markings, e.g. from 12 inches (30 cm) to 

6 inches (15 cm). 

(ii) There is a need to emphasize a 

preferred routing through a confusing intersection. 

(2) Continuity. The centerline is 

continuous in length except where it intersects a 

holding position marking (see Figure 10) or a 

runway designation (see paragraph 21b(4)). 

e. Enhanced Taxiway Centerline Marking. 

The guidelines and standards contained in this

section for enhanced taxiway markings will be

considered the only acceptable means of 

compliance with Part 139 for airports with annual

passenger enplanements of 1,500,000 or more, 

effective June 30, 2008. The guidelines and 

standards are optional at all other airports, and may

be used at any airport as a measure to prevent 

runway incursions. To minimize pilot confusion, if

the enhanced centerline is used at an airport it must 

be applied to all runway holding positions on the 

airport.

(1) Location. Taxiway centerlines are 

enhanced for 150 feet (45.7 m) prior to a runway

holding position marking, except in the situations 

described in Paragraph e(3)(i) below. The taxiway

centerline is not enhanced between the runway 

holding position marking and the runway. The 

following methods are commonly used to measure 

the 150-foot (45.7 m) length on a curved taxiway

from the runway holding position:

(i) With a measuring wheel, measure 

from the intersection of the taxiway centerline at 

the runway holding position along the existing 

taxiway centerline out to 150 feet (45.7 m). 

(ii) With a 150-foot (45.7 m) tape 

measure, swing an arc from the intersection of the 

taxiway centerline at the runway holding position 

until it intersects the taxiway centerline. 

(2) Color. Enhanced taxiway centerline 

markings are yellow and must contain glass beads. 

In addition, the enhanced taxiway centerline 

marking must be outlined in black paint on lightcolored pavements. 

(3) Characteristics. An enhanced 

taxiway centerline marking consists of a parallel 

line of yellow dashes on either side of the existing

taxiway centerline. The first dashes start 6 to 12

inches (15–30 cm) from the runway holding 

position marking, and the pattern is repeated for a 

distance of 150 feet (45.7 m). The yellow dashes 
AC 150/5340-1J 4/29/2005 

10 

are 9 feet (2.74 m) in length and 6 inches (15 cm) 

wide and have a gap of 3 feet (1 m) between them, 

as shown in Appendix 3, Figure C-1. 

 (i) If the taxiway centerline to be

enhanced continues through a taxiway/taxiway

intersection that is located within 150 feet (45.7 m)

of a runway holding position marking, the taxiway

centerline enhancement must be terminated 5 feet 

(1.5 m) prior to the point where the other taxiway

centerline crosses the enhanced taxiway centerline 

(see Appendix 3, Figure C-10). 

(ii) If the enhanced taxiway 

centerline intersects another runway holding 

position marking that is located within 150 feet

(45.7 m) of a runway holding position marking, 

then the entire taxiway centerline between the two

runway holding position markings must be 

enhanced. However, in no case should the 

taxiway centerline be enhanced between the 

runway holding position marking and the runway

(see Appendix 3, Figure C-10). 

(iii) Where two taxiway centerlines 

come together (converge) at or before the runway

holding position marking, there must be no partial

dashed lines less than 9-feet (2.74 m) at the point of 

convergence. The first inside dashed lines must be 

aligned with the outside dashed lines―starting 

and stopping with the dashed lines on the outside. 

(Appendix 3, Figure C-2) 

(iv) If an ILS holding position 

marking is within 150 feet of a runway holding 

position marking, the enhanced taxiway centerline 

is interrupted the same as it is for a regular 

centerline (i.e. 3 feet (0.9 m) on the runway side 

and 6 - 12 inches (15 to 30 cm) on the holding 

side). 

22. TAXIWAY EDGE MARKING.

a. Purpose. Taxiway edge markings are 

used to delineate the edge of the taxiway. They are 

primarily used when the usable taxiway edge does 

not correspond with the edge of the pavement. 

Two types of markings are used depending upon 

whether the aircraft is supposed to cross the 

taxiway edge. The outer edge of the stripe defines 

the edge of the usable pavement. 

 (1) Continuous Markings. Continuous 

taxiway edge markings are used to delineate the 

taxiway edge from the shoulder or some other 

contiguous paved surface not intended for use by 

aircraft (see Figures 10 and B-3). When an 

operational need exists, the continuous taxiway

edge marking may be used to delineate the edge of 

the taxiway from a contiguous non-paved surface. 

Continuous taxiway edge markings are not to be 

used in situations where aircraft would be required 

to cross them. 

 (2) Dashed Markings. Dashed taxiway

edge markings are used when there is an 

operational need to define the edge of a taxiway or 

taxilane on a paved surface where the pavement 

contiguous to the taxiway edge is intended for use 

by aircraft, e.g., an apron (see Figures 10 and B-4). 

Where the taxiway is contiguous to an apron, the 

markings must be installed at a distance equal to

one-half the taxiway width from taxiway centerline. 

Dashed edge stripes are not to be used to provide 

wing tip clearances for parked aircraft on an apron. 

See taxiway/taxiway hold lines Par. 25, or nonmovement area boundary markings Par. 38, as 

appropriate. 

b. Location. Taxiway edge markings are 

located on the taxiway at its defined edge, and are 

part of the usable taxiway pavement. 

 

c. Color. Taxiway edge markings are 

yellow. 

d. Characteristics. Continuous taxiway

edge markings consist of a continuous double 

yellow line, with each line being at least 6 inches 

(15 cm) in width, spaced 6 inches (15 cm) apart 

(edge to edge). These markings can also be used to

designate islands that have been painted green or 

striated with yellow markings. Dashed taxiway 

edge markings consist of a broken double yellow 

line, with each line being at least 6 inches (15 cm) 

in width, spaced 6 inches (15 cm) apart (edge to 

edge). The lines are 15 feet (4.5 m) in length with 

25-foot (7.5 m) gaps (see Figure 10). These 

markings are not to be used to designate islands 

except for some very special conditions. 

23. RUNWAY HOLDING POSITION 

MARKINGS ON TAXIWAYS.

a. Purpose. At airports with operating 

airport traffic control towers, runway holding 

position markings identify the location on a 

taxiway where a pilot is to stop when he/she does 

not have clearance to proceed onto the runway. 

Holding position markings may be supplemented 

with Geographic Position Markings (see Paragraph 

32) as part of the airport’s SMGCS Plan. At

airports without operating control towers these 
4/29/2005 AC 150/5340-1J

 11 

runway holding position markings identify the 

location where a pilot should assure there is

adequate separation with other aircraft before 

proceeding onto the runway. 

b. Location. 

(1) The runway holding position 

markings should be located in accordance with 

Table 4 on all taxiways that intersect runways 

based upon the most critical aircraft using the 

runway and extend across the entire width of the 

taxiway. These markings are also located on 

taxiways crossing through the runway approach 

area. This protects the following surfaces and 

ensures that an aircraft on the taxiway will not

penetrate the surface used to locate the runway 

threshold, inner approach obstacle free zone, and 

inner transitional obstacle free zone. If located 

closer, such that aircraft penetrate the Terminal 

Instrument Procedures (TERPS) surfaces, higher 

minimums may result. A discussion of these 

surfaces is contained in AC 150/5300-13. Locating 

holding position markings other than in accordance 

with the preceding criteria must be approved by the 

FAA. Except as specified in paragraph 17, holding 

position markings should not be used for any

situation other than those described in this

paragraph. 

(2) The runway holding position 

markings will be extended onto the paved shoulder 

to within 5 feet (1.5 m) of the pavement edge or 25 

feet (7.5 m) from the edge of the taxiway, 

whichever is less (Appendix 3, Figure C-3). At

airports that have regular service by aircraft in

Aircraft Design Groups 5 and 6 (such as the MD11, A-330, A-340, A-380, B-747, B-767, and B777), the extended holding position markings will 

be the only acceptable means of compliance with 

Part 139 effective June 30, 2008. At all other 

airports, the extended markings are optional

 

(i) Taxiway edge markings must be 

removed for the width of the extended holding 

position marking. 

 (ii) If the holding position marking is

outlined in black, taxiway edge markings should 

abut the black outline on both sides (solid yellow 

line and dashed yellow line). 

 (iii) If the holding position marking is

not outlined in black, taxiway edge markings

should abut the holding position marking on both 

sides (solid yellow line and dashed yellow line). 

 (iv) If a light fixture or sign is located 

on the taxiway shoulder and aligned with the 

extended holding position marking, the extended 

holding position marking should be extended no 

closer than 5 feet (1.5 m) to the edge of the light or 

sign . 

 (v) If a taxiway has taxiway shoulder 

markings (see Paragraph 31, Taxiway Shoulder 

Markings) and the extended holding position 

marking will be located within 10 feet (3 m) of the 

taxiway shoulder marking, the extended holding 

position marking must supersede the taxiway

shoulder marking, i.e., the taxiway shoulder 

marking must be omitted in that location.

 c. Color. Holding position markings on 

taxiways are yellow, and will be outlined in black

on light colored pavements. 

 d. Characteristics. Runway holding 

position markings consist of a set of 4 yellow lines 

and 3 spaces, each 12 inches (30 cm) in width, as 

shown in Figure 10.* The solid lines of these 

markings are always on the side where the aircraft 

is to hold. The markings are installed

perpendicular to the taxiway centerline but may be

canted from the perpendicular in unique situations, 

such as illustrated in Figure 11. In these cases, it 

may be necessary to install additional holding 

position signs, runway guard lights, etc. Holding 

position lines on taxiways may be angled as needed 

where two or more taxiways intersect at the hold 

line. On angled taxiways the distances given in

Table 4 is measured from the runway centerline to 

the taxiway centerline (Figure 11). On an angled 

taxiway, consideration should also be given to

locating the markings such that no portion of an 

aircraft (i.e., wing tip) placed at the holding 

position line will penetrate the runway safety area. 

*Note: At airports that do not have an airport

traffic control tower and are not certificated under 

14 CFR Part 139, each of the four yellow lines and 

three spaces may be 6 inches (15 cm) in width. 

24. HOLDING POSITION MARKINGS FOR 

INSTRUMENT LANDING SYSTEM (ILS)/ 

PRECISION OBSTACLE FREE ZONE 

(POFZ). 

 a. Purpose. The ILS critical area/POFZ 

holding position marking identifies the location on 

a taxiway or holding bay where an aircraft is to

stop when it does not have clearance to enter the 

ILS critical area or the POFZ. This marking also 

can be used to identify the boundary of a 

microwave landing system (MLS) critical area and 
AC 150/5340-1J 4/29/2005 

12 

to identify the holding position for CAT II/III 

operations. Marking the boundary of these areas is

necessary to protect the navigational aid signal. 

 b. Location. The ILS critical area/POFZ 

holding position marking is located on the taxiway

at the perimeter of the ILS (or MLS) critical area or 

the POFZ and, as appropriate, at the holding 

position for CAT II/III operations. 

(1) Where the distance between the 

runway holding position marking on a taxiway and 

the holding position marking for an ILS (or MLS) 

critical area is 50 feet (15 m) or less, one holding 

position may be established, provided it will not

affect capacity. In this case, the runway holding 

position is moved back to the ILS/MLS holding 

position and only the runway holding position 

markings are installed. 

(2) If a taxiway penetrates the POFZ, only

one holding position marking should be installed to

delineate the ILS critical area and the POFZ. This 

holding position marking should be located at the 

more conservative boundary of these two areas. In 

this instance, the ILS/POFZ holding position 

marking cannot be replaced with, or used in lieu of, 

a runway holding position marking. 

(3) FAA will designate the ILS (or MLS) 

critical area and POFZ boundaries and, as 

appropriate, determine the holding position location 

for CAT II/III operations for the airport operator. 

The markings are installed perpendicular to the 

taxiway centerline but may be canted from the 

perpendicular in unique situations, such as 

illustrated in Figure 11. 

(4) The runway holding position markings 

may be extended onto the paved shoulder to within

5 feet (1.5 m) of the pavement edge or 25 feet (7.5 

m) from the edge of the taxiway, whichever is less 

(See paragraph 23 b (2) above.) At airports that

have regular service by aircraft in Aircraft Design 

Groups 5 and 6 (such as the MD-11, A-330, A-340, 

A-380, B-747, B-767, and B-777), the extended 

holding position markings will be the only 

acceptable means of compliance with Part 139 

effective June 30, 2008. At all other airports, the 

extended markings are optional.

c. Color. The ILS critical area/POFZ 

holding position markings on taxiways are yellow, 

and will be outlined in black on light colored

pavements. 

 

d. Characteristics. The ILS critical

area/POFZ holding position marking consists of a 

set of two 2-foot (0.6 m) wide parallel yellow lines 

spaced 4 feet (1.2 m) apart, 6 inches (15 cm) from

the taxiway centerline on the aircraft holding side 

as shown in Figure 10.* In between these two lines 

and perpendicular to them, there are sets of two 1-

foot (0.3 m) wide parallel yellow lines 1-foot (0.3

m) apart. See Figure 10 for proper spacing 

dimensions. 

*Note: At airports that do not have airport traffic 

control towers and are not certificated under 14 

CFR Part 139, the airport operator has the option to

reduce the dimension for the width of the parallel 

yellow lines and spaces from 2 feet (.6 m) to 1 foot 

(.3 m) and from 4 feet (1.2 m) to 2 feet (.6 m). 

25. INTERMEDIATE HOLDING POSITION 

MARKINGS FOR TAXIWAY/TAXIWAY 

INTERSECTIONS.

a. Purpose. These markings identify the 

location on a taxiway or apron where aircraft are 

supposed to stop when told to hold short of another 

taxiway or apron. They should be used at airports

with an operating ATCT where there is an 

operational need to hold traffic at a 

taxiway/taxiway intersection, at a geographic 

position (see paragraph 32), or holding bay, as 

illustrated in Figure 11, to define the edge of the 

taxiway object free area to assure adequate 

clearance from taxiing aircraft. 

b. Location. Holding position markings 

for taxiway/taxiway intersections are located for the 

most demanding aircraft using the airport in

accordance with Table 5. 

 c. Color. Holding position markings on 

taxiways are yellow, and will be outlined in black

on light colored pavements. 

 d. Characteristics. The holding position 

markings for taxiway/taxiway intersections consist 

of a 1 foot (0.3 m) wide yellow line with 3 foot

(0.9 m) long dashes and spaces. The taxiway 

centerline is 6 – 12 inches (15 cm – 30 cm) on 

either side of the intermediate holding position 

marking, as shown in Figure 10. 
4/29/2005 AC 150/5340-1J

 13 

TABLE 5. PERPENDICULAR DISTANCES FOR TAXIWAY 

INTERSECTION MARKINGS FROM CENTERLINE OF CROSSING TAXIWAY. 

Airplane design group 1

I II III IV V VI

44.5 feet 65.5 feet 93 feet 129.5 feet 160 feet 193 feet

(13.5 m) (20 m) (28.5 m) (39 m) (48.5 m) (59 m)

1

 See AC 150/5300-13, Airport Design. 

26. SURFACE PAINTED HOLDING 

POSITION SIGNS.

a. Purpose. Surface painted holding position 

signs supplement the signs located at the holding 

position (including ILS/POFZ holding position 

markings) in accordance with current AC 

150/5340-18, Standards for Airport Sign Systems.

This type of marking is required where the width of 

the holding position on the taxiway is greater than 

200 feet (60 m). These markings are useful at other 

locations, and provide additional visual cues to

alert pilots of an upcoming runway holding 

position, identify the location as a runway holding 

position, and confirm the runway designation. If a 

taxiway centerline is closer than 35 feet from the 

edge of the taxiway and the mandatory hold sign is

in clear view, the surface painted holding position 

sign on that side of the taxiway may be eliminated. 

b. Location. The surface painted holding 

position signs are located both to the left and to the 

right of the taxiway centerline. It might not be 

possible to install surface painted holding position 

signs on both sides of the taxiway centerline, 

particularly where taxiway centerlines converge 

just prior to the runway holding position marking. 

In these cases, the surface painted holding position 

signs may be omitted on one side. Additionally, 

surface painted hold position signs are to be at least 

2 feet from the edge of the inside taxiway edge 

marking (or from the edge of the taxiway, if there 

are no taxiway edge markings). Holding position 

signs must not be painted on runways. Surface 

painted location signs may be located along with

the surface painted holding position signs when 

adequate pavement width exists. In these cases, the 

surface painted signs will mimic the mandatory 

hold position signs. If the collocated surface 

painted location sign and mandatory sign serves 

two converging taxiways, then the surface painted 

location sign should be located on the left of the 

surface painted holding position sign. Surface 

painted taxiway direction signs are not to be colocated with a surface painted holding position 

sign. 

 (1) The surface painted holding position 

signs may be located parallel to the runway holding 

position marking:

(i) At a distance of 2 feet (.67m) to 4 

feet (1.34m) prior to the holding position marking 

to allow clearance of in-pavement runway guard 

lights and/or stopbars (see Appendix 3, Figures 

C-4 and C-5), and 

(ii) At a distance of 3 to 10 feet (1–3 

m) from the center of the taxiway centerline. If the 

holding position marking and the taxiway

centerline are not perpendicular to each other, then 

this distance should be measured from the center of 

the taxiway centerline to the nearest corner of the 

surface painted holding position sign (see 

Appendix 3, Figure C-5). 

 (2) Alternately, surface painted holding 

position signs may be located perpendicular to the 

taxiway centerline: 

 (i) At a distance of 3 –10 feet (1 – 3 

m) from the center of the taxiway centerline 

 (ii) The distance measured from the 

runway holding position marking to the nearest

corner of one of the surface painted holding 

position sign should be 2 – 4 feet (0.6 – 1.2 m). 

(3) Surface painted holding position 

signs located between two taxiway centerlines 

should be:

(i) Parallel to the runway holding 

position marking. 
AC 150/5340-1J 4/29/2005 

14 

 (ii) Approximately equidistant from

both taxiway centerlines at a distance of no less 

then 3 feet (1 m) or more than 15 feet (4.57 m)

from either taxiway centerline as measured from

the center of the taxiway centerlines to the nearest 

corner of the surface painted holding position sign. 

 (4) If two or more taxiway centerlines 

intersect the runway holding position marking or 

intersect each other within 15 feet (4.57 m) of the 

runway holding position, there might not be enough 

space for two or more surface painted holding 

position signs. These locations will require 

individual assessment for applying surface painted 

holding position signs that take into account such 

factors as taxi route usage rate and space. 

c. Color. The surface painted holding 

position sign has a red background with a white

inscription, and will be outlined in black on light

colored pavements. The black border around the 

white alphanumerics required on the actual

mandatory holding position sign is not necessary on 

the surface painted holding position signs 

 d. Characteristics. The inscription is to

have a height of 12 feet (3.67m), however it may be 

reduced, as necessary to the minimum height of 9 

feet (3m). If it is necessary to reduce the height

below 12 feet at one location on the airport, the 

airport operator may want to reduce all surface 

painted holding position signs on the airport to the 

same height in order to avoid the need for multiple 

stencils. However, the height of the surface painted 

holding position signs should be uniform for each 

holding position. The width of the letters, numbers, 

and other symbols used in the inscription must be 

proportional to the height in order to conform in

appearance to the letters, numbers, and other 

symbols in Appendix 1. The background is

rectangular and extends a minimum of 15 inches 

(38 cm) laterally and vertically beyond the 

extremities of the inscription. The Surface Painted 

Holding Position Sign may be eliminated if it 

would extend onto another taxiway.

27. SURFACE PAINTED TAXIWAY 

DIRECTION SIGNS.

a. Purpose. Surface painted taxiway 

direction signs will be provided when it is not

possible to provide taxiway direction signs at

intersections in accordance with AC 150/5340-18 

or, when necessary, to supplement such signs. 

 b. Location. Surface painted taxiway 

direction signs are 3 feet (1 m) from the centerline 

with signs indicating turns to the left being on the 

left side of the taxiway centerline and signs 

indicating turns to the right being on the right side 

of the centerline, as shown in Figure 13. Taxiway

direction signs are not painted on runways, or 

between a runway holding position and a runway. 

For taxiways intersecting at 90 degrees a surface 

painted taxiway direction sign is combined with

arrows to indicate directions and is located on the 

left side of the taxiway centerline. 

 (1) When a direction sign is not installed 

along side of the taxiway, the surface painted 

taxiway direction sign is located at the same

distance from the intersection as the distance 

specified in AC 150/5340-18. 

 (2) When a surface painted taxiway 

direction sign supplements a direction sign installed 

along side of the taxiway, the surface painted 

direction sign may be located at or anywhere 

between the distance specified in subparagraph (1) 

above and the point of divergence of the painted 

centerlines. 

c. Color. Surface painted taxiway direction 

signs have a yellow background with a black 

inscription.

d. Characteristics. The inscription is to

have a height of 12 feet (3.67m), however it may be 

reduced, as necessary to the minimum height of 9 

feet (3m). The width of the letters, numbers, and 

other symbols used in the inscription must be 

proportional to the height in order to conform in

appearance to the letters, numbers, and other 

symbols in Appendix 1. Each taxiway designation 

must be accompanied by an arrow showing the 

general direction of turn. The background is

rectangular and extends a minimum of 15 inches 

(38 cm) laterally and vertically beyond the 

extremities of the inscription. A 6-inch (15 cm) 

wide vertical black stripe separates each taxiway 

designation when more than one designation is

included on either side of the centerline. 

28. SURFACE PAINTED TAXIWAY 

LOCATION SIGNS.

a. Purpose. Surface painted taxiway 

location signs are used, when necessary, to 

supplement the signs located along side the taxiway

and assist the pilot in confirming the designation of 

the taxiway on which the aircraft is located. 

 b. Location. The surface painted taxiway 

location signs are normally located on the right side 
4/29/2005 AC 150/5340-1J

 15 

of the taxiway centerline as shown in Figure 13. 

The edge of the surface painted taxiway location 

sign should be 3 feet (1 m) from the edge of the 

taxiway centerline. However, a surface painted 

taxiway location sign can be located on the left side 

of the taxiway centerline if it is located with a 

surface painted taxiway holding position sign on a 

large expanse of pavement. Location signs are not 

painted on runways, or between a taxiway/runway 

holding position and a runway. 

 c. Color. Surface painted taxiway location 

signs have a black background with a yellow 

inscription and yellow border around its perimeter. 

 d. Characteristics. The inscription is to have 

a height of 12 feet (3.67m), however it may be 

reduced, as necessary to the minimum height of 9 

feet (3m). The width of the letters, numbers, and 

other symbols used in the inscription must be 

proportional to the height in order to conform in 

appearance to the letters, numbers, and other 

symbols in Appendix 1. The background is 

rectangular and extends a minimum of 15 inches 

(38 cm), including the 6 inch (15 cm) yellow 

border, laterally and vertically beyond the 

extremities of the inscription. 

29. SURFACE PAINTED GATE 

IDENTIFICATION SIGNS.

 a. Purpose. Surface painted gate 

identification signs are used, when necessary, to 

assist pilots in locating their destination gate. They 

are especially useful for low visibility operations. 

 b. Location. Surface painted gate 

identification signs may be installed in nonmovement areas or movement areas, which are in 

the proximity of terminal buildings, as shown in 

Figure 14. They are located adjacent to taxiway 

centerlines on the side to which a turn will be made 

to travel toward the gate(s). 

 c. Color. Surface painted gate 

identification signs have a yellow background with 

a black inscription. 

 d. Characteristics. For surface painted gate 

identification signs containing one row of gate 

designations, as shown in Figure 14, the 

inscriptions must have a maximum height of 4 feet 

(1.2 m). For gate identification signs containing 

more than one row of gate designations, also shown 

in Figure 14, the inscriptions must have a minimum 

height of 3 feet (1 m). The width of the letters, 

numbers, and other symbols used in the inscription 

must be proportional to the height in order to 

conform in appearance to the letters, numbers, and 

other symbols in Appendix 1. The background is 

rectangular and extends a minimum of 15 inches 

(38 cm) laterally and vertically beyond the 

extremities of the inscriptions. There is no 

maximum size for a surface painted identification 

sign of more than one row. A range of gates should 

be indicated with a “dash” (i.e. gate A1 through A4 

is indicated by “A1 - A4”). Non-sequential 

individual gates contained within the same gate 

identification sign should be separated by a 

“comma” (i.e., “B1, B3, B5”). 

30. SURFACE PAINTED APRON 

ENTRANCE POINT SIGNS. 

 a. Purpose. Surface painted apron 

entrance point signs are used, when needed, to 

assist pilots in locating their position on an apron, 

which has a large expanse of continuous pavement 

along the edge of the terminal apron. They are 

especially useful to identify entrances and exits 

from the terminal apron. 

 b. Location. Surface painted apron 

entrance point signs may be installed in nonmovement areas or movement areas which are in 

the proximity of an apron leading to the terminal 

buildings, as shown in Figure 15. They are located 

7 feet from the taxiway centerlines on the side to 

which a turn will be made to travel toward the 

apron. 

 c. Color. The surface painted apron 

entrance point sign has a yellow background with a 

black inscription and black border around its 

perimeter as shown in Figure 15. 

 d. Characteristics. The surface painted 

apron entrance point sign consists of two 9 foot 

(3 m) diameter circles located 7 feet from the 

associated taxiway/apron entrance centerline with a 

line leading to another 9 foot (3 m) diameter circle 

on the apron. Each one of three circles is 

comprised of a 6-inch (15 cm) outer back ring with 

an 8 foot (2.7 m) diameter yellow circle in the 

middle. The numeric identification of the three 

associated markings should be the same. The 

inscription inside the circle should be a number 

only, black in color and 4 feet (1.3 m) in height. 

The width of the numbers used in the inscription 

must be proportional to the height in order to 

conform in appearance to the numbers in Appendix 

1. When installed on asphalt or other dark-colored 

pavements, the white ring is substituted for the 

black ring. 
AC 150/5340-1J 4/29/2005 

16 

31. TAXIWAY SHOULDER MARKINGS.

 a. Purpose. Holding bays, aprons, and 

taxiways are sometimes provided with shoulder 

stabilization to prevent blast and water erosion. 

This stabilization may have the appearance of a full 

strength pavement but is not intended for use by 

aircraft. Usually the taxiway edge marking will 

define this area, but conditions may exist such as 

stabilized islands or taxiway curves where 

confusion may exist as to which side of the edge 

stripe is intended for use by aircraft. Where such a 

condition exists, taxiway shoulder markings should 

be used to indicate the pavement is not to be used 

to taxi an aircraft. 

 b. Location. On straight sections, the 

marks are placed at a maximum spacing of 100 feet 

(30 m). On curves, the marks are placed a 

maximum of 50 feet (15 m) apart between the 

curve tangents. 

 c. Color. Taxiway shoulder markings are 

yellow. It is also acceptable to paint the stabilized 

island area green in lieu of shoulder markings, and 

to use green on both stabilized surfaces and 

structural pavement. 

 d. Characteristics. The stabilized area is 

marked with 3-foot (1 m) yellow stripes 

perpendicular to the edge stripes as shown in 

Figure 16. The stripes are extended to 5 feet 

(1.5 m) from the edge of the stabilized area or to 25 

feet (7.5 m) in length, whichever is less.

32. GEOGRAPHIC POSITION MARKINGS.

a. Purpose. Geographic position 

markings are installed when points are necessary to 

identify the location of taxiing aircraft during low 

visibility operations. Low visibility operations are 

those that occur when the runway visual range 

(RVR) is below 1200 feet (350 m). 

b. Location. These markings are located 

along low visibility taxi routes designated in the 

airport’s SMGCS plan. They are positioned to the 

left of the taxiway centerline in the direction of 

taxiing. When the geographic position marking will 

be used by Air Traffic Control to designate a 

holding position, it will always be located in 

conjunction with and prior to the holding position 

marking as shown in Figure 17. When the 

geographic position marking is not used as a 

holding position, the installation of a holding 

position and clearance bar is optional. The 

geographic position marking shall not be located at 

a runway holding position for the low visibility 

runway but may be located at the holding positions 

for other runways that the designated taxi route 

crosses. Unless the geographic position marking is 

located at a runway holding position (see paragraph 

23), a taxiway/taxiway holding position marking 

should be used (see paragraph 25). If the 

geographic position marking is located at a holding 

position along a taxi route designated for use in 

visibilities below 600 RVR, then a clearance bar 

consisting of three yellow lights must also be 

installed in conjunction with the geographic 

position marking and holding position marking. 

On a particular airport, the airport operator in 

coordination with the regional Airports Division, 

will determine where these markings are needed. 

 c. Color. A geographic position marking is 

a 7 foot (2.3 m) diameter pink circle surrounded by 

a 6 inch wide white ring contiguous to a 6 inch 

wide black outer ring, when installed on concrete 

or other light colored pavements as shown in 

Figure 17. When installed on asphalt or other darkcolored pavements, the white ring and the black 

ring are reversed, i.e., the white ring becomes the 

outer ring and the black ring becomes the inner 

ring. 

 d. Characteristics. Geographic position 

markings are designated with either a number or a 

number and letter. The number corresponds to the 

consecutive position of the marking on the route. 

When used the letter indicates the letter designation 

of the taxiway on which the marking is located. If 

a geographic position marking is located on a 

taxiway with an alphanumeric designation only the 

alpha portion of the designation should be used for 

designating the geographic position markings. For 

example, the fourth spot on the route is located on 

Taxiway A7. The alphanumeric designation for 

this spot would be “4A.” The geographic position 

marking is never designated with a letter followed 

by a number. The designation of the geographic 

position marking should be centered in the circle. 

The designation is black, has a height of 4 feet 

(1.3 m) and conforms in appearance to the numbers 

and letters in Appendix 1.

33. RESERVED. 

34. RESERVED. 
4/29/2005 AC 150/5340-1J

 17 

Section 4. Other Markings.

35. APPLICATION. The markings in this 

section are used, as appropriate, on airports. 

36. VEHICLE ROADWAY MARKINGS.

a. Purpose. The standards for vehicle 

roadway markings contained in this paragraph are 

used to delineate roadways located on or crossing 

areas that are also intended for use by aircraft. 

Markings for roadways not located on aircraft 

maneuvering areas should conform, whenever 

possible, to those in the U.S. Department of 

Transportation’s Manual on Uniform Traffic 

Control Devices. 

 b. Location. Vehicle roadways are 

delineated on aircraft maneuvering areas when 

there is a need to define a pathway for vehicle 

operations. A minimum spacing of 2 feet (0.67 m) 

must be maintained between the roadway edge 

marking and the non-movement area boundary 

marking (see paragraph 38) vehicle roadway 

markings are interrupted by taxiway markings. 

 c. Color. Vehicle roadway markings are 

white. 

 d. Characteristics.

 (1) Vehicle roadway markings consist of 

a solid line to delineate each edge of the roadway 

and a dashed line to separate lanes within the edges 

of the roadway. The edgelines and lane lines are 

both 6 inches (15cm) wide and the dashes for the 

lane lines are 15 feet (4.5 m) in length with a 

spacing of 25 feet (7.5 m) between dashes. These 

markings are illustrated in Figure 18. 

 (2) In lieu of the solid lines, zipper 

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. The 

zipper marking consists of two dashed lines side by 

side with alternating dashes that are 12 inches 

(30 cm) wide and 4 feet (1.3 m) in length, along 

each edge of the roadway as shown in Figure 18. 

Details of the zipper marking are shown in 

Figure 10. 

 (3) Where a roadway crosses a taxiway, a 

solid white stripe 2 feet (.67 m) wide is provided 

across the driving lane at the distances specified in 

Table 5 to assure adequate clearance from taxiing 

aircraft. When the roadway is not located on an 

aircraft maneuvering area, a frangibly mounted 

retro-reflective stop or yield sign should be 

installed on the right hand side of the roadway in 

conjunction with the solid white stripe. 

37. VOR RECEIVER CHECKPOINT 

MARKINGS. 

a. Purpose. VOR receiver checkpoint 

markings allow a pilot to check aircraft instruments 

with navigational aid signals. 

b. Location. VOR receiver checkpoints 

should be on the airport apron or taxiways 

(preferably the holding bay but never on a runway) 

at points selected for easy access by aircraft but 

where other airport traffic would not be unduly 

obstructed. VOR receiver checkpoints normally 

should not be established at distances less than onehalf mile from the facility, nor on unpaved areas. 

FAA Flight Inspection personnel determine the 

location for checkpoints and issue information for 

checkpoint descriptions in flight publications. 

c. Color. The checkpoint is marked with a 

painted circle of the size and color as shown in 

Figure 19. The color of the letters and numerals on 

the sign are black on a yellow background. 

d. Characteristics. VOR receiver 

checkpoints are provided with painted markings 

and an associated sign. 

 (1) Markings. The VOR receiver 

checkpoint is a circle 10 feet in diameter with a 

yellow arrow aligned toward the facility and 

surrounded by a 6 inch wide yellow ring 

contiguous to a 6 inch wide white outer ring as 

shown in Figure 19. When installed on concrete 

pavements, the interior of the circle is painted 

black. 

 (2) Sign. The sign should have an 

overall mounting height of not less than 20 inches 

(50.8 cm) and not more than 30 inches (76.2 cm). 

It should be located as nearly as practicable on an 

extension of the diameter line and faced 

perpendicularly to the line-of-sight of the viewer in 

the circle. The inscription on the sign should show 

the facility identification, channel, radial selected 

(published) for the check, and the plotted distance 

from the antenna (when applicable). The station 

identification and course numerals should be at 

least 7 inches (17.8 cm) high and the other letters 

and numerals at least 3 inches (7.6 cm) high. The 
AC 150/5340-1J 4/29/2005 

18 

sign shall be installed in accordance with the height 

and distance standards in AC 150/5340-18C Table 

2, on an extension of the radial and faced 

perpendicularly to the line-of-sight of the viewer in

the circle. An example follows: 

BGR-VORTAC 

114.8 (CH 95) 153/333 

DME 3.8 NM

38. NON-MOVEMENT AREA BOUNDARY 

MARKING.

a. Purpose. Non-movement area 

boundary markings are used to delineate the 

movement area, i.e., area under air traffic control,

from the non-movement area, i.e., area not under 

air traffic control. This marking should be used 

only when the need for this delineation is specified

in the letter of agreement between the airport 

operator and airport traffic control tower, which 

designates the movement area. 

b. Location. A non-movement area 

boundary marking is located on the boundary

between the movement and non-movement area. In 

order to provide adequate clearance for the wings 

of taxiing aircraft, this marking should never 

coincide with the edge of a taxiway. 

c. Color. A non-movement area boundary

marking is yellow and will be outlined in black on

light colored pavements. 

d. Characteristics. The non-movement area 

boundary marking consists of two yellow lines (one 

solid and one dashed) as shown in Figure 10. The 

solid line is located on the non-movement area side 

while the dashed yellow line is located on the 

movement area side. Each line is 6 inches (15 cm) 

in width with a 6 inch spacing between lines. The 

width of the lines and spaces may be doubled to 

12 inches (30 cm). The use of this wider marking is

strongly encouraged at locations having difficulty

discerning the location of the movement area. The 

dashes are 3 feet (1 m) in length with a 3-foot (1 m)

spacing between dashes. If a taxiway centerline 

intersects a non-movement area boundary marking, 

the boundary marking shall be 6 inches from the 

taxiway centerline on the aircraft holding side and 

3 feet (0.9 m) from the taxiway centerline on the 

movement area side. 

39. MARKING OF TEMPORARILY 

RELOCATED THRESHOLDS. Information on 

the marking, as well as lighting, of temporarily 

relocated thresholds is contained in

AC 150/5370-2, Airport Safety During 

Construction, and AC 150/5340-30, Design and 

Installation Details for Airport Visual Aids.

40. MARKING AND LIGHTING OF 

PERMANENTLY CLOSED RUNWAYS AND 

TAXIWAYS. For runways and taxiways that have 

been permanently closed, the lighting circuits are 

disconnected. The runway threshold, runway

designation and touchdown zone markings are 

obliterated and solid, not striated, yellow X’s are 

placed at each end and at 1,000-foot (300 m)

intervals. If the closed runway intersects an open 

runway, X’s should be placed on the closed runway 

on both sides of the open runway. For taxiways, a 

yellow X is placed on the closed taxiway at each 

entrance. The X’s shown in Figures 20a and 20c 

are normally used, but the X’s shown in Figures 

20b and 20d are more readily seen from aircraft on 

final approach and may be used. 

41. TEMPORARILY CLOSED RUNWAYS 

AND TAXIWAYS. The following procedures are 

to be followed when it is necessary to temporarily 

close a runway or a taxiway: 

a. When it is necessary to provide a visual

indication that a runway is temporarily closed, X’s 

are placed only at each end of the runway on top of 

the runway designation markings or just off the 

runway end when required by construction activity. 

The X’s are yellow in color and conform to the 

dimensions specified in Figure 20. Since the X’s 

are temporary, 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 temporary X’s should provide a 

solid appearance. Since these X’s will usually be

placed over white runway markings, their visibility 

can be enhanced by a 6 (15 cm) black border. 

b. A raised-lighted X may be placed on each 

runway end in lieu of the markings described in

paragraph 41a to indicate the runway is closed. 

The X is to be located within 250 feet (75 m) of the 

runway end. Normally the raised-lighted X would 

be located on the runway; however, it may be 

located in the safety area on the extended runway

centerline. 

c. Temporarily closed taxiways are usually

treated as hazardous areas (see paragraph 48). 

However, as an alternative, a yellow X conforming 

to the dimensions in Figure 20 may be installed at

each entrance to the taxiway. 
4/29/2005 AC 150/5340-1J

 19 

d. If the runway or taxiway will be closed 

during the nighttime, the runway and taxiway lights 

will normally be disconnected so that they can not 

be illuminated unless such illumination is needed to 

perform maintenance operations on or adjacent to 

the runway, e.g., snow removal. 

NOTE: The airport operator is responsible for 

determining the need for a visual indication that a 

runway or taxiway is closed and for determining 

the safest place to put the X. In making this 

determination, 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. 

42. CONVERTING A RUNWAY TO A 

TAXIWAY. The following actions are necessary 

to close a runway permanently and convert the 

pavement to a taxiway. 

a. If the pavement is to be used as a taxiway, 

then all runway markings including the runway 

designation numbers are to be obliterated. The 

centerline is to be painted yellow. Any edge lights 

should be blue. For those runways that have 

centerline lights, it may be appropriate to leave 

them in operation and change the lens color to 

green. Aircraft should not be permitted to land on 

or takeoff from a taxiway. 

b. X’s are used to indicate that a runway or 

taxiway is closed to aircraft. Consequently, it is 

improper to place X’s on a runway if it is intended 

to be used as a taxiway. 

 

c. The holding position lines must be 

removed and appropriate signs installed to indicate 

the existence of a taxiway. 

43. INTERMITTENT USE OF A TAXIWAY 

AS A RUNWAY. The following actions are 

necessary for the intermittent use of a taxiway as a 

runway. There are several things that must be 

considered to achieve the proper markings and 

signage. A section of pavement cannot be marked 

as both a taxiway and a runway at the same time - 

that is, it can not have a yellow centerline and white 

designation numbers. (NOTE: On airports subject 

to National Environmental Policy Act 

requirements, a proposal to use a taxiway as a 

runway should include a review of the 

environmental consequences of such an action.) 

 a. If the pavement is to be used as a runway 

during the day, it should be painted, at a minimum, 

with visual runway markings, i.e., white 

designation numbers and a white centerline. 

Further, if it used as a runway at night and is to be 

lighted, it should have lighting conforming to 

AC 150/5340-24. 

 b. If the pavement is to be used ONLY as a 

taxiway at night, blue lights conforming to AC 

150/5340-24 should be used. 

 c. In either case, the Airport Layout Plan, as 

well as other appropriate documents, must be 

updated to indicate the presence of the runway. If 

the runway is to be used ONLY as a taxiway at 

night and blue edge lights have been installed, then 

the runway is to be listed as unlighted along with 

an appropriate annotation in the Airport/Facility 

Directory (A/FD) and the Airport Master Record 

(FAA Form 5010) indicating the runway is closed 

to nighttime operations and that blue lights are 

provided for taxiing aircraft. 

 d. Since the pavement is now considered a 

runway, any taxiway intersecting the designated 

runway must have appropriate holding position 

markings and signs placed in accordance with 

AC 150/5340-1 and AC 150/5340-18. 

44. CLOSED/ABANDONED AIRPORTS. 

When all runways are closed temporarily, the 

runways are marked as in paragraph 41, and the 

airport beacon is turned off. When an airport is 

abandoned and all runways are closed permanently, 

the runways are marked as in paragraph 40, the 

airport beacon is disconnected, and an X is placed 

in the segmented circle or at a central location if no 

segmented circle exists. 

45. HELIPORT MARKING. Information on the 

marking for heliports is contained in AC 150/5390-

2, Heliport Design. 

46. VERTIPORT MARKING. Information on 

the marking for vertiports is contained in 

AC 150/5390-3, Vertiport Design. 

47. MARKING FOR ARRESTING GEAR.

Information on the marking for arresting gear is 

contained in AC 150/5220-9, Aircraft Arresting 

Gear for Joint Civil/Military Airports. 

48. HAZARDOUS AREAS. Marking of 

hazardous areas, in which no part of an aircraft may 

enter, are marked in accordance with 

AC 150/5370-2, Airport Safety During Construction.
AC 150/5340-1J 4/29/2005 

Figure 1. Precision Runway Markings 

20 
4/29/2005 AC 150/5340-1J

Figure 2. Nonprecision Runway and Visual Runway Markings 

 21 
AC 150/5340-1J 4/29/2005 

Figure 3. Example of Conflicting Markings on Crossing Runways 

22 
4/29/2005 AC 150/5340-1J

Figure 4. Runway Designation Numerals and Letters 

2

0.6

1.5

18

3

3 8 1. 2. 7 2.1 3 0.9 1.5

6

2.7

6

3 1 2. 1. 2 1 2. .7 5 3

5 5

3

4.5 1.5 1.5

4 5. 7. 3 5 9 3.

6

3 4 2. 6 6. 3 3

3.9 1 5. 3 3

6

.9 18

1.5

1.5

6.9

.6

3 15

6

3 3. 3 7 5. 3 3

8 7.

1 2.

1.5

6

3 5.1 3 3.9

9. 18

6

3 12 3

11.1

8.1

6

1.5

15 3

1.5

5 4. 3 3 7.5

12 3 3

.2 4 4.2

 12 3 3 1.5 0.6

(SEE N

OTE 4)

NOTES:

1. ALL NUMERALS EXCEPT THE NUMBER ELEVEN AS SHO

WN ARE HORIZONTALLY SPACED 15 FEET (4.5 METERS) APART.

SINGLE DIGITS SHALL NOT BE PRECEDED BY A ZERO.

3. DI

MENSI

ONS ARE EXPRESSED THUS: FEET

METERS e.g. 30

9

4. THE NUMERAL 1, WHEN USED AL

ONE, CONTAINS A HORIZONTAL BAR T

O DIFFERENTIATE IT FRO

M THE RUNWAY CENTERLINE MARKING

6. WHERE THE RUNWAY DESIGNATION CONSISTS 

OF A NUMBER AND A LETTER, THE NUMBER AND LETTER ARE L

OCATED ON THE

 RUNWAY CENTERLINE IN A STACKED ARRANGEMENT AS SHOWN IN FIGURE 1.

5. SINGLE DESIGNATIONS ARE CENTERED 

ON THE RUNWAY PAVEMENT CENTERLINE. F

OR D

OUBLE DESIGNATIONS, THE CENTER OF THE

OUTER EDGES OF THE TW

O NUMERALS IS CENTERED ON THE RUNWAY PAVEMENT CENTERLINE.

2.

6 6 6

19

9 3.

9 3.

20

5

2

10 40 10

14 14

20

10 40 10

20

5

10 15 10 25

5

20

50 10 27

37 20

10 40 10

63

5

20

10 17 10 13 13

26

45°

7

10 11 10 19 10

20

5

23

2

10 50

63

13 13

5

20

10 17 10

10 8 10 22 10

20

10 18 19 10 13

15

9

20

5

20 5

3

10 6 24 7 10

60

10

10 7 7 7 10

 23 
AC 150/5340-1J 4/29/2005 

Figure 5. Displaced Threshold Markings

24 
4/29/2005 AC 150/5340-1J

Figure 6. Marking for Taxiway Aligned with Runway 

 25 
AC 150/5340-1J 4/29/2005 

Figure 7. Markings for Blast Pads and Stopways 

26 
4/29/2005 AC 150/5340-1J

Figure 8. Marking for Blast Pad or Taxiway Preceding a Displaced Threshold 

 27 
AC 150/5340-1J 4/29/2005 

Figure 9. Runway Shoulder Markings 

28 
4/29/2005 AC 150/5340-1J

Figure 10. Marking Details 

 29 
AC 150/5340-1J 4/29/2005 

Figure 11. Taxiway Markings 

30 
4/29/2005 AC 150/5340-1J

Figure 12. Taxiway Centerline Marking Methods 

 31 
AC 150/5340-1J 4/29/2005 

Figure 13. Surface Painted Signs 

32 
4/29/2005 AC 150/5340-1J

Figure 14. Surface Painted Gate Identification Signs 

 33 
AC 150/5340-1J 4/29/2005 

Figure 15. Surface Painted Apron Entrance Point Signs 

34 
4/29/2005 AC 150/5340-1J

Figure 16. Taxiway Shoulder Markings 

 35 
AC 150/5340-1J 4/29/2005 

Figure 17. Geographic Position Markings 

36 
4/29/2005 AC 150/5340-1J

Figure 18. Vehicle Roadway Markings 

 37 
AC 150/5340-1J 4/29/2005 

Figure 19. VOR Receiver Checkpoint Markings 

38 
4/29/2005 AC 150/5340-1J

Figure 20. Closed Runway and Taxiway Markings 

 39 
AC 150/5340-1J 4/29/2005 

APPENDIX 1. INSCRIPTIONS FOR SIGNS AND GEOGRAPHIC POSITION MARKINGS. 

Figure A-1. Pavement Markings ABCDEFGH 

40 
4/29/2005 AC 150/5340-1J

Figure A-2. Pavement Markings IJKLMNOP 

 41 
AC 150/5340-1J 4/29/2005 

Figure A-3. Pavement Markings QRSTUVWX 

42 
4/29/2005 AC 150/5340-1J

Figure A-4. Pavement Markings YZ123456 

 43 
AC 150/5340-1J 4/29/2005 

Figure A-5. Pavement Markings 7890-,↑

Notes:

1. The vertical placement of the comma 

and the dash with respect to other 

characters is as shown. Horizontal 

placement is at the discretion of the 

design engineer.

2. The vertical and horizontal 

placement of the arrow with respect to 

other characters is at the discretion of 

the design engineer.

44 
4/29/2005 AC 150/5340-1J

APPENDIX 2. EXAMPLES OF MARKINGS OUTLINED IN BLACK. 

This appendix illustrates the acceptable layout for various markings outlined in black. The black paint extends at 

least six inches beyond the outside edge of the markings. All spaces between paint lines in markings comprised of 

two or more lines or dashes are painted in black as illustrated in the figures that follow. An alternate outlining

pattern is provided for dashed taxiway edge line markings. These figures are not drawn to scale. 

Figure B-1. Runway Holding Position Marking

Figure B-2. ILS/MLS Holding Position Marking 

 45 
AC 150/5340-1J 4/29/2005 

Figure B-3. Continuous Taxiway Edge Line Marking 

Figure B-4. Dashed Taxiway Edge Line Marking

Figure B-5. Alternate Outlining Method for Dashed Taxiway Edge Line 

Marking 

25 ft 25 ft

Figure B-6. Taxiway Centerline Marking

Figure B-7. Intermediate Holding Position Markings 

Figure B-8. Non-movement Area Boundary

46 
4/29/2005 AC 150/5340-1J

 47 

APPENDIX 3. ENHANCED MARKINGS FOR RUNWAY HOLDING POSITION. 

1. GENERAL. Enhanced taxiway markings are intended to provide additional visual cues to taxiing pilots to

help them identify the location of the runway holding position. This appendix provides standards for these 

enhanced markings and guidance, including examples, on where to use the enhanced markings. 

The figures included in this appendix are not drawn to scale. 

2. APPLICABILITY. The guidelines and standards contained in this appendix for enhanced taxiway markings 

may be used as a runway incursion prevention initiative. They may be used in combination or separately with

existing taxiway markings. However, all intersections at an airport must use the same combination of markings. 

3. ENHANCED TAXIWAY CENTERLINE MARKINGS. 

Figure C-1. Enhanced Taxiway Centerline Markings 

9’ (2.74 m) 6 – 12” 

(15 – 30 cm) 

See Notes 1 and 2 

3’ (.91 m) 3” (7.62 cm)

150’ (45.72 m)

6’ (1.83 m)

6” (15.24 cm) 6” (15.24 cm) 

Note 1: Regardless of whether the 

centerline is 6 inches or 12 inches (15 or 

30 cm) wide, the dashed lines provided by

the enhancements will always be 6 inches 

(15 cm) in width. 

Note 2: The taxiway centerline 

might have to be shifted either right

or left so the enhancement does not

go over a taxiway centerline light. 
AC 150/5340-1J 4/29/2005 

Note: There must be no partial dashed lines less than 9-feet (2.74 m) at the point of convergence. The first inside 

dashed lines must be aligned with the outside dashed lines― starting and stopping with the dashed lines on the 

outside, as shown in the figure above. 

Figure C-2. Dashed Lines at Converging Taxiway Centerlines 

48 
4/29/2005 AC 150/5340-1J

4. ENHANCED RUNWAY HOLDING POSITION MARKINGS. 

Extend to within 5 feet (1.5 m) of 

pavement edge or 25 feet (7.5 

m) from edge of taxiway,

whichever is less. 

Taxiway edge stripe abuts to edge 

of holding position marking. 

[add 6 inch gap on hold side/ 3 

foot gap on runway side]

5’ (1.52 

Figure C-3. Enhanced Runway Holding Position Markings on Taxiways 

 49 
AC 150/5340-1J 4/29/2005 

5. SURFACE PAINTED HOLDING POSITION SIGNS.

16-34 16-34

2’- 4’ (0.67-1.34 m) 

3’ –10’ (0.91 – 2.75 m) 

15” (38 cm) 

9-12’ 

(3 - 3.67 m) 

2’- 4’ (0.67-1.34 m) 

The inscription must have a height of 12’ (3.67 m); 

however, it may be reduced, as necessary, to the 

minimum height of 9’ (3 m). 

Figure C-4. Surface Painted Holding Position Signs 

50 
4/29/2005 AC 150/5340-1J

3’ - 10’ 

(1-3 m) 

16-34

2’- 4’ (0.67-1.34 m) 

16-34

2’- 4’ (0.67-1.34 m) 3’ - 10’ 

(1-3 m)

9-12’ 

(3-3.67 m) 

15” (38 cm) 

The inscription must have a height of 12’ (3.67 m); 

however, it may be reduced, as necessary to the 

minimum height of 9’ (3 m). 

Figure C-5. Surface Painted Holding Position Signs when Taxiway Centerline is not 

Perpendicular to Runway Holding Position Marking 

 51 
AC 150/5340-1J 4/29/2005 

9’-12’ 

(3-3.67 m) 

15” (38 cm) 

16-34

3’ – 10’ (0.91 – 2.75 m) 

2’- 4’ (0.67-1.34 m) 

16-34

2’- 4’ (0.67-1.34 m) 

Note: Because the geographic position marking cannot be located at a runway holding position for the lowvisibility runway (see Paragraph 32(b)), this figure would apply only where the designated taxi route for lowvisibility operations crosses a runway that is not itself the low-visibility runway.

 

Figure C-6. Surface Painted Holding Position Signs Co-Located with a Geographic 

Position Marking 

52 
4/29/2005 AC 150/5340-1J

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-7, only one sign on either side of 

the two taxiway centerlines is practical. 

Figure C-7. Two Taxiway Centerlines Converging at a Runway Holding Position Marking 

 53 
AC 150/5340-1J 4/29/2005 

b. Intersection of Two Taxiways at Runway End. In the case of two converging taxiway centerlines, 

surface painted holding position signs containing a single runway designator must be positioned parallel to the 

runway holding position marking, as shown in Figure C-8. 

Figure C-8. Intersection of Two Taxiways at Runway End 

54 
4/29/2005 AC 150/5340-1J

c. Intersection of Three Converging Taxiway Centerlines. Figure C-9 illustrates taxiway centerline 

configurations when there are three converging centerlines. 

Figure C-9. Intersection of Three Converging Taxiway Centerlines 

 55 
AC 150/5340-1J 4/29/2005 

d. Intersection of Multi-Taxiway Centerlines with Less than 150 Feet (45.7 m) Between Taxiways. 

Figure C-10 illustrates different taxiway centerline configurations when there are three converging centerlines, less 

than 150 feet (45.7 m) between the runway holding position markings, and potential difficulty in positioning surface 

painted holding position signs in the available space.

Notes for Figure C-10: 

1. Illustrates perpendicular taxiway centerlines less than 150 feet (45.7 m) (see Paragraph 21 e(3)(i)).

2. Illustrates a curved taxiway centerline between two runway holding position markings with less than 150 feet

(45.7 m) along the taxiway centerline (see Paragraph 21 e(3)(ii)). 

3. Illustrates two converging taxiway centerlines curving out to intersecting taxiway centerlines. 

Figure C-10. Intersection of Multi-Taxiway Centerlines with Less than 150 Feet 

(45.7 m) Between Taxiways 

56 
4/29/2005 AC 150/5340-1J

 57 

e. Two Taxiway Centerlines Intersecting a Runway Holding Position Marking. Figure C-11 illustrates an

angled runway holding position marking that is intersected by two taxiway centerlines. 

Figure C-11. Two Taxiway Centerlines Intersecting a Runway Holding Position Marking 
AC 150/5340-1J 4/29/2005 

 f. Intersection of Stub Taxiway and Runway. Figure C-12 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. 

Figure C-12. Intersection of Stub Taxiway and Runway 

 

58