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5.3.23.1 The U.S. does not have a requirement for providing roadholding position lights during RVR
conditions less than a value of 350 meters.
5.4.1.2 Signs are often installed a few centimeters taller than specified in Annex 14, Volume 1, Table 5−4.
5.4.1.5 Sign inscriptions are slightly larger, and margins around the sign slightly smaller, than indicated in
Annex 14, Volume 1, Appendix 4.
5.4.1.6 The sign luminance requirements are not as high as specified in Appendix 4. The U.S. does not
specify a nighttime color requirement in terms of chromaticity.
5.4.2.2
5.4.2.4
5.4.2.9
5.4.2.14
5.4.2.16
All signs used to denote precision approach holding positions have the legend ‘‘ILS.’’
5.4.2.6 U.S. practice uses the NO ENTRY sign to prohibit entry by aircraft only.
5.4.2.8
5.4.2.10
The second mandatory instruction sign is usually not installed unless added guidance is necessary.
5.4.2.15 Signs for holding aircraft and vehicles from entering areas where they would infringe on obstacle
limitation surfaces or interfere with NAVAIDs are inscribed with the designator of the approach,
followed by the letters ‘‘APCH’’; for example, ‘‘15−APCH.’
5.4.3.13
5.4.3.15
U.S. practice is to install signs about 3 to 5 meters closer to the taxiway/runway (See Annex 14,
Table 5−4).
5.4.3.16 The U.S. does not have standards for the location of runway exit signs.
5.4.3.24 A yellow border is used on all location signs, regardless of whether they are stand−alone or
collocated with other signs.
5.4.3.26 U.S. practice is to use Pattern A on runway vacated signs, except that Pattern B is used to indicate
that an ILS critical area has been cleared.
5.4.3.30* The U.S. does not have standards for signs used to indicate a series of taxi−holding positions on the
same taxiway.
5.4.4.4* The inscription, ‘‘VOR Check Course,’’ is placed on the sign in addition to the VOR and DME data.
5.4.5.1* The U.S. does not have requirements for airport identification signs, though they are usually
installed.
5.4.6.1* Standards are not provided for signs used to identify aircraft stands.
5.4.7.2 The distance from the edge of road to the road−holding position sign conforms to local highway
practice.
5.5.2.2*
5.5.7.1*
Boundary markers may be used to denote the edges of an unpaved runway.
5.5.3 There is no provision for stopway edge markers.
Chapter 6 Visual Aids for Denoting Obstacles
6.1 Recommended practices for marking and lighting obstacles are found in FAA Advisory
Circular 70/7460−1J, Obstruction Marking and Lighting.
6.2.3* The maximum dimension of the rectangles in a checkered pattern is 6 meters on a side.
31 JULY 08
AIP
United States of America
GEN 1.7−56
15 MAR 07
Nineteenth Edition Federal Aviation Administration
6.3.21*
6.3.22*
The effective intensity, for daylight−luminance background, of Type A high−intensity obstacle lights
is 270,000 cd ± 25 percent.
The effective intensity, for daylight−luminance background, of Type B high−intensity obstacle lights
is 140,000 cd ± 25 percent.
Chapter 7 Visual Aids for Denoting Restricted Use Areas
7.1.2* A ‘‘closed’’ marking is not used with partially closed runways. See 5.2.4.10, above.
7.1.4 Crosses with shapes similar to figure 7.1, illustration b) are used to indicate closed runways and
taxiways.
The cross for denoting a closed runway is yellow.
7.1.5 In the U.S. when a runway is permanently closed, only the threshold marking, runway designation
marking, and touchdown zone marking need be obliterated. Permanently closed taxiways need not
have the markings obliterated.
7.1.7 The U.S. does not require unserviceability lights across the entrance to a closed runway or taxiway
when it is intersected by a night−use runway or taxiway.
7.4.4 Flashing yellow lights are used as unserviceability lights. The intensity is such as to be adequate to
delineate a hazardous area.
Chapter 8 Equipment and Installations
8.1.5*
8.1.6*
8.1.7
8.1.8
A secondary power supply for non−precision instrument and non−instrument approach runways is
not required, nor is it required for all precision approach runways.
The U.S. does not provide secondary power specifically for take−off operations below 550 meters
RVR.
8.2.1 There is no requirement in the U.S. to interleave lights as described in the Aerodrome Design
Manual, Part 5.
8.2.3 See 5.3.15.3 and 5.3.16.2
8.7.2*
8.7.3
　
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