What is a Chevron Marking?

A chevron marking is a set of yellow V-shaped stripes that identifies a paved area at a runway end as not part of the runway.

The marking sits on pavement at a runway end that is not part of the runway. The airfield pavement markings page covers the whole marking scheme. This page covers the chevron.

Which areas get chevrons

The three authorities name different areas.

CS ADR-DSN.C.236(g)(1) also says that an EMAS should have yellow chevrons as in R.865.

The FAA names the types of area. ICAO and EASA name the condition of the surface. A blast pad is a surface next to a runway end. It reduces the erosive effect of jet blast and propeller wash (AC 150/5300-13B). It is not a stopway, but a paved stopway can serve as a blast pad (3.7.4). The blast pad page covers its size and strength. The stopway page covers the stopway.

How the marking looks

• Shape. Each chevron is a V. Each arm is at 45 degrees to the runway centre line (FAA Figure A-9 note 4, Annex 14 Figure 7-3).
• Direction. The point of the V faces the runway. In Annex 14 Figure 7-3, the chevrons sit on the runway centre line. The FAA centres an EMAS scheme on the extended centre line.
• Spacing. The FAA figure shows 100 ft (30 m) between chevrons. Annex 14 shows 30 m. The FAA uses 50 ft (15 m) where the area is shorter than 250 ft (76 m). It may double the spacing where the area is longer than 1,000 ft (305 m).
• Size. Annex 14 and CS ADR-DSN.R.865 give an overall width of at least 0.9 m. The FAA figure shows 3 ft (1 m) at minimum.
• Edge distance. The FAA figure shows chevrons within 5 ft (1.5 m) of the pavement edge.

A stopway is as wide as the runway. A blast pad is the runway width plus the standard shoulders (AC 150/5340-1M, Figure A-9 note 2). The FAA recommends a stopway at least 150 ft (45.7 m) long, so that it holds at least two chevrons.

For short areas, the FAA reduces the chevron width and spacing by two-thirds in two cases. The first is a standard blast pad at the end of a runway for small airplanes only. The second is an existing stopway under 150 ft (45.7 m) on a runway 75 ft (22.9 m) wide or less. The aim is that a pilot sees at least two chevrons. EASA says markings on pre-threshold areas under 60 m may be changed or reduced to give aircrew the correct picture (GM1 ADR-DSN.R.865).

Chevron marking compared with its neighbours

Several yellow and white markings stand near the runway end. They have different jobs.

• Chevron marking. Yellow V shapes on a blast pad, stopway, EMAS or pre-threshold area.
• Runway threshold bar. A white bar across the runway, 10 ft (3.1 m) wide. It sits on the runway. The FAA requires it when a blast pad, stopway or EMAS lies before the threshold (2.9.1). The runway threshold page covers it.
• Runway demarcation bar. A yellow bar, 3 ft (0.9 m) wide, across a blast pad, stopway or aligned taxiway. The FAA uses it only when the threshold is displaced and one of these areas precedes the runway (2.9.3).
• Runway shoulder marking. Optional yellow stripes, 3 ft (0.9 m) wide and 100 ft (30.5 m) apart. They slant at 45 degrees to the centre line and start at the runway midpoint. They lie between the runway edge marking and the edge of the paved shoulder (2.11).

For a runway with a displaced threshold, the area before the threshold is runway. It has arrows and not chevrons. See displaced threshold .

Why the marking matters

The FAA recommends paved blast pads at locations that have wrong-surface landings. These happen where parallel runways or taxiways exist. A blast pad and its chevron markings may improve the visual cues to the runway end (AC 150/5300-13B, 3.7.4, recommended practice 4).

For a stopway or a pre-threshold area, the chevrons tell pilots that the pavement is not for normal use. ICAO and EASA say this area is not suitable for normal use by aircraft.

Checking a chevron marking

A check of the markings at a runway end looks at these items:

• Chevrons are present on each blast pad, stopway and EMAS.
• Each chevron is yellow, points toward the runway and sits on the centre line.
• The spacing and the 45 degree angle match the figure.
• The stripe width is at least 0.9 m under ICAO and EASA, or at least 3 ft (1 m) in the FAA figure.
• No old markings remain after a change. The FAA removes markings that are no longer needed and does not paint over them.

TarmacView’s runway surface scan captures georeferenced imagery of the pavement. A person reads the markings on that imagery. The service is in development and is not offered yet.