JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21)

LDA or DISTANCE BETWEEN THRESHOLDS

PAIR(S) OF MARKINGS

less than 900m

less than 1200m, but not less than 900m

less than 1500m, but not less than 1200m

less than 2400m, but not less than 1500m

2400m or more

RUNWAY AIMING POINT MARKINGS

APPLICATION

An aiming point marking will be provided at each approach end of a paved instrument or non-
instrument runway.

LOCATION AND CHARACTERISTICS

An aiming point marking consists of two conspicuous stripes in conformity with the dimensions
shown for the runway patterns in the example shown under “Runway Touchdown Zone and
Aiming Point Markings“.

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ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

RUNWAY SIDE STRIPE MARKING

APPLICATION

Runway side stripe markings are provided between the thresholds of a paved runway where there
is lack of contrast between the runway edges and the shoulders. Runway side stripe markings are
provided on precision approach runways.

LOCATION AND CHARACTERISTICS

Runway side stripe markings consist of two stripes, one placed along each edge of the runway no
more than 30m from the runway centerline regardless of the runway width.

DISPLACED THRESHOLD MARKINGS

CLOSED RUNWAYS AND TAXIWAYS OR PARTS THEREOF

APPLICATION AND LOCATION

A closed marking will be displayed at each end of a runway or portion thereof, declared perma-
nently closed to the use of all aircraft. Additionally, markings are placed so that the maximum
interval between the markings does not exceed 300m. On a taxiway, a closed markings shall
marking shall be placed at least at each end of a taxiway or portion thereof that is closed.

CHARACTERISTICS

The closed marking is shaped like a cross. The marking is white when displayed on a runway and
yellow when displayed on a taxiway.

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ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

NON LOAD-BEARING SURFACES

The boundary between load-bearing surfaces and non load-bearing surfaces, such as shoulders
for taxiways, holding bays, aprons and other non load-bearing surfaces which, if used, might
result in damage to the aircraft are indicated by a taxi side stripe. This marking consists of a pair
of solid lines the same color as the taxiway centerline marking.

PRE-THRESHOLD AREA MARKING (CHEVRON MARKING)

When the paved surface prior to the threshold exceeds 60m in length and is not suitable for use
by aircraft, the entire length will be marked with a chevron marking (preferably yellow) pointing in
the direction of the runway threshold.

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ICAO RECOMMENDED AIRPORT SIGNS, RUNWAY AND TAXIWAY MARKINGS

PARKING AND DOCKING SYSTEMS

GENERAL DESCRIPTION

Visual Docking Guidance Systems (VDGS), sometimes referred to as Nose-in Docking Guid-
ance Systems or Stand Entry Guidance Systems (SEG), provide centerline and/or stopping guid-
ance for the precise positioning of the aircraft on a stand. Systems that provide stop guidance
only are often combined with centerline guidance systems.
Where selective operation is possible, the system provides an identification of the selected air-
craft type - PIC (pilot-in command - on the left seat) shall check the current aircraft type.
The centerline guidance unit is aligned to the PIC too.
NOTE 1: Where ground handling personnel is not present on the stand, pilot should not assume,
that a stand is safe to enter simply because the stand (A)VDGS is active or lit. If the pilot has any
doubt about the position of any equipment on or near to the stand, the aircraft should be stopped
immediately and assistance should be requested.
NOTE 2: An aircraft should not be taxied onto a (A)VDGS equipped stand, when the guidance
system is switched off or appears inactive. Except under the guidance of a marshaller.
NOTE 3: The (A)VDGS will be activated when the all necessary equipment is working and is
safe for use by the type of aircraft assigned.

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SYSTEMS PROVIDING CENTERLINE AND STOPPING GUIDANCE IN

CONJUNCTION

Aircraft Parking and Information System (APIS/APIS++)

APIS/APIS++ is designed to be used from left pilots position and combines both alignment and
stopping signals in one visual display mounted at the extension of the stand centerline at flight
deck height ahead of the pilot.
The elements of the display as illustrated below are as follows:

a. An alphanumeric yellow dot matrix element displayed in the upper portion of the unit indi-

cating as appropriate, any of the signals illustrated.

b. A yellow dot matrix progress strip element displayed on the lower left side of the unit indi-

cating progress of the aircraft over the last 16.2m of the approach to the stop position.

c. The azimuth guidance element consists of a yellow moire pattern signal providing direction-

al guidance to the pilot in relation to the stand centerline.

Prior to entering the stand the pilot must ensure that the following signals are displayed:

a. correct aircraft type;
b. correct stand number.

NOTE: Abort docking if display shows STOP or wrong aircraft type/series, or if the azimuth guid-
ance display is not activated.

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APIS++

Burroughs Optical Lens Docking Systems (BOLDS)

The BOLDS installation is mounted at pilot eye level and provides centerline and stop guidance.
Centerline guidance is presented as a vertical bar of white light which is divided into 2 parts:

a. the upper part is fixed;
b. the lower part moves left/right to indicate that aircraft is left/right of centerline.

The equipment calibration is restricted to certain aircraft types which are displayed on the right
side of the screen. This part is the stop guidance and consists of a vertical bar within which a
white light bar (“stop cue”) moves up or down. When the ‘stop cue’ is horizontally aligned with
the specific aircraft type, the aircraft is at the correct stopping point.

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Gate ready for docking:
Aircraft type and gate number are alternated in
a flashing sequence across the top of display
board.

Aircraft detected:
When the aircraft is detected, only the aircraft
type is displayed steady across the top of the
display. At this point, distance to gate will be
measured in such increments:

– 30m to 20m - 5m steps;
– 20m to 10m - 2m steps;
– 10m to 1m - 1m steps;
– 1m to stop - 0.2m steps.

Aircraft is right of centerline:
Correction left is required.

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Aircraft is left of centerline:
Correction right is required.

Aircraft is on centerline:
10m to final stop position.
CAUTION: Approach slowly to final stop po-
sition.

Aircraft is on centerline:
0.4m to final stop position, prepare to stop the
aircraft.

STOP:
Stop now, docking point reached.
ONBLOCK STOP:
Docking procedure finished completely.

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OK:
Docking point reached. Successful docking.

STOP TOO FAR:
Aircraft has gone beyond docking position.

ESTOP (emergency stop):
Stop aircraft immediately, wait for docking in-
structions from Apron Control to resume dock-
ing procedure.

INOGON Airpark Stop and Centerline System

The INOGON Airpark Stop and Centerline Systems are based on the same technology used for
the centerline guidance in the APIS and APS. The beacon observed by the pilot indicates, in the
form of arrows, the direction in which he should steer and when the correct STOP position is
reached.

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Nose-in Guidance System Australia (NIG)

The system includes the following elements:

a. Position Identification Light;
b. Aerobridge Retracted Indicator;

c. Centerline Guidance Light unit;

d. One or more Side Marker Light units.

The following is a brief description of the system:

a. The Position Identification Light indicates the number of the docking position and is white

numerals on a dark background (illuminated at night).

b. The Aerobridge Retracted Indicator consists of two lights. The green light indicates the

Aerobridge is in the fully retracted position. The red light indicates that the Aerobridge is not
fully retracted or that an element of the visual guidance docking system is unserviceable.

c. The Centreline Guidance Light provides azimuth information and is aligned with the left pilot

position. The unit emits RED/ GREEN light beams and the signals are interpreted as shown
below.

d. One or more Side Marker Light units – with relevant aircraft types marked on the unit – indi-

cate the stopping position as described below:

1. Approaching the position, a preliminary dull GREEN light will show through the arrow-

shaped aperture which also exhibits a cross bar.

2. As the aircraft moves forward, the intensity of the green light increases until it becomes

a bright arrow-head.

3. As the aircraft continues, the arrow-head starts to reduce in size.
4. When the arrow-head disappears, two white bars appear, one above the other, indicat-

ing the stopping position. In some installations, two sets of bars will appear.

5. If the stopping position is passed, then a single RED bar appears.

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RLG Automated Docking System

The RLG Automated Guide-in Docking System consists of a display and a set of sensors instal-
led in the apron surface. The system is aligned with the left pilot's seat only.
The system is ready for use when:

a. the aircraft type is shown on the digital display:
b. the pair of green lights is switched on;

c. the green vertical light bar is switched on.

The pilot should be aware that the correct type of aircraft is displayed before using the system.
The centerline guidance is provided by means of 3 vertical bars:

– Visibility of the green bar only means that the aircraft is on the centerline.
– Visibility of the green and the left red bar means that the aircraft is left of the centerline; turn

right.

– Visibility of the green and the right red bar means that the aircraft is right of the centerline; turn

left.

The guidance of the aircraft to the stop point is performed on the basis of 3 pairs of lights. When
the yellow lights become active the taxi speed of the aircraft should immediately be reduced to
the minimum taxi speed. The braking action should be commenced immediately after the red
lights become active.

Azimuth Guidance

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RLG GIS206-2 Automated Guide-in System

The RLG GIS206-2 laser guided docking system utilizes 2-axis laser scanning technique to track
both the lateral and longitudinal positions of the incoming aircraft. This 3-D approach allows the
system to identify the incoming aircraft and check it against the one selected by the operator. If
the incoming aircraft fails to match the expected aircraft, an NO ID indication is immediately is-
sued to both the pilot and the copilot.
Aircraft type, continuous closing distance, and azimuth guidance, etc., are presented on a single
console clearly visible to both the pilot and copilot, simultaneously.
The system is operated only in the automatic mode. When the system fails, the aircraft must
then be marshalled into the stand manually.

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If red light bar appears on the left side of the
green light bar, the aircraft is off centerline to
left. It should be moved rightwards.

If red light bar appears on the right side of the
green light bar, the aircraft is off centerline to
right. It should be moved leftwards.

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Safety measures:
Pilot must stop the aircraft immediately if he or she sees that:

– the docking system is not activated;
– NO ID is displayed;
– the word STOP is displayed.

When using the automated docking system, the pilot must taxi into the aircraft stand at minimum
speed. The system will display SLOW if the aircraft taxi speed is too fast for reliable detection.
To avoid overshoot, the pilot is advised to approach the stop position slowly and observe the
closing rate information displayed. Closing information is displayed both as digital readout and in
the form of progress meter. Pilot should stop the aircraft immediately when seeing the STOP in-
dication or when signaled by the marshaller. The system will indicate any overshoot by display-
ing 2FAR.

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SAFEDOCK Advanced Visual Docking Guidance System (A-VDGS)

System Overview:
The Safedock Advanced Visual Docking Guidance System (A-VDGS) is designed to provide ac-
tive guidance to both pilots - using alphanumeric, azimuth and closing rate indicators - to support
safe, efficient and precise aircraft parking at the gate during all operating conditions. Safedock
uses an eye-safe infrared laser and 3D scanning technique to detect the aircraft and measure
nose, engine and wing positions to verify aircraft type and safely guide the aircraft to the correct
stop position.

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Pilot Responsibilities:
When parking with guidance from the Safedock A-VDGS, pilots are asked to adhere to the fol-
lowing safety procedures:

–

never enter the gate area unless the correct aircraft type and running arrows are displayed on
the pilot display;

–

never enter the gate area unless you can see that the safety zone is clear and it is safe to
enter;

–

never move the nose of the aircraft past the jet bridge unless the A-VDGS is displaying the
guidance screen with centerline indicator;

–

always stop the aircraft when the A-VDGS displays a WAIT or STOP message.

The Automated Docking Process:
A-VDGS capture, tracking & guidance:
When the A-VDGS captures the incoming aircraft the guidance screen appears:

– vertical yellow bar represents the centerline and provides closing rate to stop position;
– floating yellow arrow indicates position of the aircraft relative to centerline;
– red flashing arrow indicates the direction the pilot should steer to center on centerline;
– the absence of a red direction arrow indicates the aircraft is on the centerline;
– a digital countdown is provided for the last 30 meters.

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SLOW:
If the aircraft is approaching faster than the accep-
ted speed (> 4 knots), the system will show a SLOW
message requiring pilots to adjust their speed. When
the A-VDGS is in low visibility mode during heavy
fog, rain or snow, the SLOW message is displayed
requiring pilots to adjust their speed.
If the aircraft approaches with a speed higher than
the A-VDGS can handle, a STOP message is dis-
played. The pilot must stop until the A-VDGS is re-
started or manual guidance is provided.
When the aircraft reaches the stop position, the A-
VDGS indicates STOP. (There may be variations in
the STOP position until pilots are acclimated.)
An OK message indicates the docking is complete.
If the aircraft over shoots the stop position by more
than one meter a TOO FAR message is displayed.
A TOO FAR message may require the aircraft to be
moved back.
Ground staff chock aircraft wheels and the A-VDGS
displays CHOCK ON message. After receiving the
CHOCK ON message, this is the indication to crews
they can release their brakes.
NOTE: After the main gear have been chocked, the
ramp agent will provide the “chocks inserted” hand
signal as a backup.
APRON BLOCK:
An APRON BLOCK occurs if the A-VDGS detects
an obstacle blocking its view of the aircraft.

– The pilot is halted with a WAIT APRON BLOCK

message.

– When the obstacle is removed the docking will re-

start on its own.

– The pilot should not proceed past the bridge until

the guidance screen is displayed.

BR IN:

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A BR IN message occurs when the boarding bridge
is inside the safety zone.

– The pilot is halted with a WAIT BR IN message.
– When the bridge is moved to its parked position

the docking will restart on its own.

– The pilot should not proceed until the guidance

screen is displayed.

ID FAIL:
An ID FAIL occurs when the A-VDGS cannot con-
firm verification of the aircraft type.

– If verification is not made 12 meters before the

stop position, the A-VDGS will display WAIT and
make a second attempt at verification.

– If this fails, the STOP ID FAIL message will dis-

play.

– Pilots will require manual guidance to the gate.

Safety procedures:

a. General warning.

The SAFEDOCK DGS has a built-in error detection program to inform the aircraft pilot of
impending dangers during the docking procedure. If the pilot is unsure of the information,
being shown on the DGS display unit, he/she must immediately stop the aircraft and obtain
further information for clearance.

b. Item to check before entering the stand area.

WARNING: The pilot shall not enter the stand area, unless the docking system first is
showing the vertical running arrows. The pilot must not proceed beyond the bridge, unless
these arrows have been superseded by the closing rate bar.
The pilot shall not enter the stand area, unless the aircraft type displayed is equal to the
approaching aircraft. The correctness of other information, such as DOOR 2, shall also be
checked.

c. The SBU message.

The message STOP SBU means that docking has been interrupted and has to be resumed
only by manual guidance. Do not try to resume docking without manual guidance.

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Safedock Procedures

Start-of-docking:
When the system is started, “WAIT” will be dis-
played.

Capture:
The floating arrows indicate that the system is
activated and in capture mode, searching for an
approaching aircraft.
It shall be checked that the correct aircraft type
is displayed. The LEAD-IN line shall be fol-
lowed.
The pilot must not proceed beyond the bridge,
unless the arrows have been superseded by
closing rate bar.

Tracking:
When the aircraft has been caught by the laser,
the floating arrow is replaced by the yellow cen-
terline indicator.
A flashing red and/or yellow arrow indicates the
direction to turn for azimuth guidance.
The vertical yellow arrow shows the position in
relation to the centerline. This indicator gives
correct position and azimuth guidance.

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Safedock Procedures (continued)

Closing rate:
Display of digital countdown from a specific dis-
tance to the stop-position.
A yellow vertical closing rate bar/centerline indi-
cator appears, optionally with a digital count-
down indication, depending on the configura-
tion.
When the aircraft is less than 39ft (12m) from
the stop position, the closing rate is indicated
by turning off one row of the centerline symbol
per 2ft (0.5m), covered by the aircraft. Thus,
when the last row is turned off, 2ft (0.5m) re-
mains from stop.
Aligned to center:
The aircraft is at the displayed distance to the
stop position. The absence of any direction ar-
row indicates an aircraft on the centerline.

Slow down:
If the aircraft is approaching faster than the ac-
cepted speed, the system will show “SLOW
DOWN” as a warning to the pilot.

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Safedock Procedures (continued)

Azimuth Guidance:
The aircraft is at the displayed distance from
the stop-position. The yellow arrow indicates an
aircraft to the right of the centerline, and the red
flashing arrow indicates the direction to turn.

Stop Position Reached:
When the correct stop-position is reached, the
display will show “STOP” and red lights will be
lit.

Docking Completed:
When the aircraft has parked, “OK” will be dis-
played.

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Safedock Procedures (continued)

Overshoot:
If the aircraft has overshot the stop-position,
“TOO FAR” will be displayed.

Wait:
If some object is blocking the view toward the
approaching aircraft or the detected aircraft is
lost during docking close to STOP, the display
will show “WAIT”.
The docking will continue as soon as the block-
ing object has disappeared or the system de-
tects the aircraft again.
The pilot must not proceed beyond the bridge,
unless the “WAIT” message has been superse-
ded by the closing rate bar.

Slow:
The display will show “SLOW” when the dock-
ing system lose the aircraft very near the stop-
position or visibility for docking system is re-
duced.
The pilot must not proceed beyond the bridge,
unless the closing-rate bar is shown.

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Safedock Procedures (continued)

Aircraft Verification Failure:
During entry into the stand, the aircraft geome-
try is being checked. If, for any reason, aircraft
verification is not made 12 meters before the
stop-position, the display will first show “WAIT”
and make a second verification check. If this
fails “STOP” and “ID FAIL” will be displayed.
The text will be alternating on the upper two
rows of the display.
The pilot must not proceed beyond the bridge
without manual guidance, unless the “WAIT”
message has been superseded by the closing
rate bar.

Gate Blocked:
If an object is found blocking the view from the
docking system to the planned stop position for
the aircraft, the docking procedure will be hal-
ted with a “WAIT” and “GATE BLOCK” mes-
sage. The docking procedure will resume as
soon as the blocking object has been removed.
The pilot must not proceed beyond the bridge
without manual guidance, unless the “WAIT”
message has been superseded by the closing
rate bar.

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Safedock Procedures (continued)

View Blocked:
If the view towards the approaching aircraft is
hindered, for instance by dirt on the laser-win-
dow, the docking system will report a View
blocked condition. Once the system is able to
see the aircraft through the hinder, the mes-
sage will be replaced with a closing rate display
The pilot must not proceed beyond the bridge
without manual guidance, unless the “WAIT”
message has been superseded by the closing
rate bar.

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Safedock Procedures (continued)

SBU-Stop:
Any unrecoverable error during the docking
procedure will generate an “SBU (safety back-
up)” condition. The display will show red stop
bar and the text “STOP”, ”SBU”.
A manual backup procedure must be used for
docking guidance.

Too Fast:
If the aircraft approaches with a speed higher
than the docking system can handle, the mes-
sage “STOP (with red squares)” and “TOO
FAST” will be displayed.
The docking system must be re-started or the
docking procedure completed by manual guid-
ance.

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Safedock Procedures (continued)

Emergency Stop:
When the Emergency “Stop” button is pressed,
“STOP” is displayed.

Chocks On:
“CHOCK ON” will be displayed, when the
ground staff has put the chocks in front of the
nose wheel and pressed the “Chocks On” but-
ton on the Operator Panel.

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JEPPESEN GENERAL AIRWAY MANUAL (Issue Date 1 JUL 21) - page 8