How many of you are comfortable with your knowledge of airport markings and signage? “Wait! What? I’m a helicopter pilot. I don’t need to know any of that. I don’t use runways! I always get an intersection or present position takeoff clearance usually preceded with “Remain —- of runway —“. One factor is certainly your area of operation which of course dictates how often you utilize an airport and how complex it is. Perhaps you never operate in and out of a large complex airport and perhaps if you do, they always keep you clear of fixed wing operations.
Okay but what if one day you actually have to taxi / hover taxi to a runway or land on one like the airplanes have to, especially if you’re having to execute an instrument approach, for example an ILS close to minimums? You’re going to get instructions to get from the runway to the ramp and what if the ramp is on the other side of the airport? Runway incursions are increasing at an alarming rate and many of these incursions are occurring in large fixed wing aircraft with professional pilots and crews. There are certainly numerous identifiable causes for this but that’s for another time. One thing is for certain. These aircraft went where they weren’t supposed to go! When it comes to knowing the meaning of airport markings and signages how comfortable are you? Well let’s just see how well you know airport markings and signage.
Below is just one training aid developed by the Federal Aviation Administration. Now this does not show all of the markings and signages you might see on an airport but it covers most of them. Take this test to see how well you do and don’t just look at the answers on the bottom. Truly test yourself.
So, how well did you do?
I’ve been training, testing and checking helicopter pilots / crews in a large, fully automated helicopter for over twelve years and this area is by far the weakest knowledge area. I didn’t see this trend when I was doing the same for fixed wing aircraft. Why? Two reasons. The first, it’s true that we usually don’t get full complex taxi instructions like the fixed wing do, and second, it’s typically not a heavy emphasis training item where most time is spent focused on the aircraft and its systems. Even during IFR training, the focus is on automation. Regardless of the environment that you operate, missions can change, job opportunities can change, equipment can change, but it’s important to stay sharp and review the areas that we know we might be a little weak on. Perhaps this might be one of those areas and if it is, just by you taking this test and identifying any potential weaknesses you just became a safer pilot. Nicely done!