+------------------------------------+---------------------------------+
| ![](media/image1.wmf)              | **Advisory**                    |
|                                    |                                 |
| U.S. Department                    | **Circular**                    |
|                                    |                                 |
| of Transportation                  |                                 |
|                                    |                                 |
| **Federal Aviation**               |                                 |
|                                    |                                 |
| **Administration**                 |                                 |
+------------------------------------+---------------------------------+

+------------------------------------+---------------+----------------+
| **Subject:** Change 10 to AIRPORT  | **Date:**     | **AC No:**     |
| DESIGN                             | 9/29/2006     | 150/5300-13    |
|                                    |               |                |
|                                    | **Initiated   | **Change:** 10 |
|                                    | by:** AAS-100 |                |
+------------------------------------+---------------+----------------+

1.  **PURPOSE.** This Change includes revisions to Chapter 1, Tables 2-1
    and 2-2, Appendix 2, and Appendix 16. It also adds a new
    Appendix 17. Major changes include the following:

    a.  Added information about tail heights and a table specifying
        wingspan and tail heights for each Airplane Design Group to
        Chapter 1, paragraph 2.

    b.  Identified cancelled references in Chapter 1, paragraph 3.

    c.  Added notes to Tables 2-1 and 2-2 and changed taxiway to
        taxilane centerline separation for Airplane Design Group VI in
        Table 2-2.

    d.  Clarified paragraph 4a(2), "Departure Surface for Designated
        Runways"; moved paragraph 2e, "Glidepath Qualification Surface",
        to paragraph 5a; and added Glidepath Qualification Surface
        dimensional criteria and clarifying notes to Table A2-1 in
        Appendix 2. Corrected dimensions for Row 9, Columns B and C, in
        Table A2-1 that were erroneously changed to 700 and 1776 feet in
        some copies of Change 9.

    e.  Updated Tables 3-1, 3-2, and 3-3.

    f.  Added paragraph 415, "End-Around Taxiways," and associated
        figures and tables to Chapter 4.

    g.  Updated references to Appendix 2 that appear in Tables A16-1A
        through A16-1C in Appendix 16.

    h.  Cancelled Appendices 6 and 7.

    i.  Added new Appendix 17, Minimum Distances Between Certain Airport
        Features and Any On-Airport Agriculture Crops.

    j.  Renumbered existing Appendices 17 and 18.

**2. CHANGED TEXT.** Changed text is indicated by vertical bars in the
margins.

PAGE CONTROL CHART

+-----------------+-----------------+-----------------+-----------------+
| Remove Pages    | Dated           | Insert Pages    | Dated           |
+-----------------+-----------------+-----------------+-----------------+
| 1 -- 2          | 10/1/02         | 1 -- 2          | 9/29/06         |
|                 |                 |                 |                 |
| 3 -- 4          | 2/14/97         | 3 -- 6          | 9/29/06         |
|                 |                 |                 |                 |
| 5 -- 6          | 10/1/02         | 13 -- 15        | 9/29/06         |
|                 |                 |                 |                 |
| 13              | 9/30/00         | 16              | 11/10/94        |
|                 |                 |                 |                 |
| 14 -- 15        | 9/30/00         | 21              | 10/1/02         |
|                 |                 |                 |                 |
| 16              | 11/10/94        | 22 -- 23\*      | 9/30/04         |
|                 |                 |                 |                 |
| 21              | 10/1/02         | 24 -- 26-2      | 9/29/06         |
|                 |                 |                 |                 |
| 22 -- 25        | 9/30/04         | 33 -- 34\*      | 11/10/94        |
|                 |                 |                 |                 |
| 26              | 9/26/05         | 35 -- 38        | 9/29/06         |
|                 |                 |                 |                 |
| 33 -- 38        | 11/10/94        | 39 -- 40\*      | 11/10/94        |
|                 |                 |                 |                 |
| 39 -- 41        | 2/24/92         | 41 -- 43\*      | 2/24/92         |
|                 |                 |                 |                 |
| 42 -- 46        | 9/29/89         | 44 -- 48\*      | 9/29/89         |
|                 |                 |                 |                 |
| 47 -- 48        | 2/24/92         | 48-1 -- 48-2\*  | 2/24/92         |
|                 |                 |                 |                 |
|                 |                 | 48-3 -- 48-14   | 9/29/06         |
+-----------------+-----------------+-----------------+-----------------+

\* Pages renumbered.

PAGE CONTROL CHART (Cont.)

+-----------------+-----------------+-----------------+-----------------+
| Remove Pages    | Dated           | Insert Pages    | Dated           |
+-----------------+-----------------+-----------------+-----------------+
| 99 -- 100       | 9/29/89         | 99              | 9/29/89         |
|                 |                 |                 |                 |
| 101 -- 106      | 9/26/05         | 100 -- 104      | 9/29/06         |
|                 |                 |                 |                 |
| 107 -- 110      | 9/29/89         | 105 -- 106\*    | 9/26/05         |
|                 |                 |                 |                 |
| 125 -- 128      | 9/29/89         | 107             | 9/29/06         |
|                 |                 |                 |                 |
| 129 -- 130      | 2/14/97         | 108\*           | 9/26/05         |
|                 |                 |                 |                 |
| 131             | 2/14/97         | 109             | 9/29/06         |
|                 |                 |                 |                 |
| 132             | 10/1/03         | 110             | 9/29/89         |
|                 |                 |                 |                 |
| 133 -- 138      | 2/14/97         | 125 -- 130      | 9/29/06         |
|                 |                 |                 |                 |
| 291             | 9/30/00         | 131 -- 138      | 9/29/06         |
|                 |                 |                 |                 |
| 292 -- 294      | 10/01/02        | 291 -- 301      | 9/29/06         |
|                 |                 |                 |                 |
| 295 -- 301      | 9/30/00         |                 |                 |
+-----------------+-----------------+-----------------+-----------------+

![](media/image2.jpeg){width="2.0520833333333335in" height="0.625in"}\*
Pages renumbered.

David L. Bennett

Director, Airport Safety and Standards

**Chapter 1. REGULATORY REQUIREMENTS**

**AND DEFINITION OF TERMS**

**1. [GENERAL]{.underline}1**. Section 103 of the Federal Aviation Act
of 1958 states in part, "In the exercise and performance of his power
and duties under this Act, the Secretary of Transportation shall
consider the following, among other things, as being in the public
interest: (a) The regulation of air commerce in such manner as to best
promote its development and safety and fulfill the require­ments of
defense; (b) The promotion, encouragement, and development of civil
aeronautics . . . ."

This public charge, in effect, requires the development and maintenance
of a national system of safe, delay‑free, and cost‑effective airports.
The use of the standards and recommendations contained in this
publication in the design of airports supports this public charge. These
standards and recommendations, however, do not limit or regulate the
operations of aircraft.

**2. [DEFINITIONS]{.underline}2**. As used in this publication, the
following terms mean:

*Aircraft Approach Category*. A grouping of aircraft based on 1.3 times
their stall speed in their landing configuration at their maximum
certificated landing weight. The categories are as follows:

Category A:  Speed less than 91 knots.

Category B:  Speed 91 knots or more but less than 121 knots.

Category C:  Speed 121 knots or more but less than 141 knots.

Category D:  Speed 141 knots or more but less than 166 knots.

Category E:  Speed 166 knots or more.

*Airplane Design Group (ADG)*. A grouping of airplanes based on wingspan
or tail height. Where an airplane is in two categories, the most
demanding category should be used. The groups are as follows:

Group   I:  Up to but not including 49 feet (15 m) wingspan or tail
height up to but not including 20 feet.

Group  II:  49 feet (15 m) up to but not including 79 feet (24 m)
wingspan or tail height from 20 up to but not including 30 feet.

Group III:  79 feet (24 m) up to but not including 118 feet (36 m)
wingspan or tail height from 30 up to but not including 45 feet.

Group IV: 118 feet (36 m) up to but not including 171 feet (52 m)
wingspan or tail height from 45 up to but not including 60 feet.

Group V:  171 feet (52 m) up to but not including 214 feet (65 m)
wingspan or tail height from 60 up to but not including 66 feet.

Group  VI:  214 feet (65 m) up to but not including 262 feet (80 m)
wingspan or tail height from 66 up to but not including 80 feet.

###### Table 1-1. Airplane Design Groups (ADG)

  -------------------- ------------------------- -------------------------
  **Group \#**         **Tail Height (ft)**      **Wingspan (ft)**

  **I**                \<20                      \<49

  **II**               20 - \<30                 49 - \<79

  **III**              30 - \<45                 79 - \<118

  **IV**               45 - \<60                 118 - \<171

  **V**                60 - \<66                 171 - \<214

  **VI**               66 - \<80                 214 - \<262
  -------------------- ------------------------- -------------------------

*Airport Elevation*. The highest point on an airport\'s usable runway
expressed in feet above mean sea level (MSL).

*Airport Layout Plan (ALP)*. The plan of an airport showing the layout
of existing and proposed airport facilities.

*Airport Reference Point (ARP)*. The latitude and longitude of the
approximate center of the airport.

*Blast Fence*. A barrier used to divert or dissipate jet blast or
propeller wash.

*Building Restriction Line (BRL)*. A line which identifies suitable
building area locations on airports.

*Clear Zone*. See Runway Protection Zone.

*Clearway (CWY)*. A defined rectangular area beyond the end of a runway
cleared or suitable for use in lieu of runway to satisfy takeoff
distance requirements.

*Compass Calibration Pad*. An airport facility used for calibrating an
aircraft compass.

*Declared Distances*. The distances the airport owner declares available
for the airplane\'s takeoff run, takeoff distance, accelerate-stop
distance, and landing distance requirements. The distances are:

*Takeoff run available (TORA).* The runway length declared available and
suitable for the ground run of an airplane taking off;

*Takeoff distance available (TODA).* The TORA plus the length of any
remaining runway or clearway (CWY) beyond the far end of the TORA;

**NOTE: The full length of TODA may not be usable for all takeoffs
because of obstacles in the departure area. The usable TODA length is
aircraft performance dependent and, as such, must be determined by the
aircraft operator before each takeoff and requires knowledge of the
location of each controlling obstacle in the departure area.**

*Accelerate-stop distance available (ASDA).* The runway plus stopway
(SWY) length declared available and suitable for the acceleration and
deceleration of an airplane aborting a takeoff; and

*Landing distance available (LDA).* The runway length declared available
and suitable for a landing airplane.

*Fixed By Function NAVAID.* An air navigation aid (NAVAID) that must be
positioned in a particular location in order to provide an essential
benefit for civil aviation is fixed by function. Exceptions are:

a\. Equipment shelters, junction boxes, transformers, and other
appurtenances that support a fixed by function NAVAID *are not* fixed by
function unless operational requirements require them to be located in
close proximity to the NAVAID.

b\. Some NAVAIDs, such as localizers, can provide beneficial performance
even when they are not located at their optimal location. These NAVAIDS
are not fixed by function.

*Frangible NAVAID*. A navigational aid (NAVAID) which retains its
structural integrity and stiffness up to a designated maximum load, but
on impact from a greater load, breaks, distorts, or yields in such a
manner as to present the minimum hazard to aircraft. The term NAVAID
includes electrical and visual air navigational aids, lights, signs, and
associated supporting equipment.

*Hazard to Air Navigation*. An object which, as a result of an
aeronautical study, the FAA determines will have a substantial adverse
effect upon the safe and efficient use of navigable airspace by
aircraft, operation of air navigation facilities, or existing or
potential airport capacity.

*Large Airplane.* An airplane of more than 12,500 pounds (5 700 kg)
maximum certificated takeoff weight.

*Low Impact Resistant Supports (LIRS)*. Supports designed to resist
operational and environmental static loads and fail when subjected to a
shock load such as that from a colliding aircraft.

*Object.* Includes, but is not limited to above ground structures,
NAVAIDs, people, equipment, vehicles, natural growth, terrain, and
parked aircraft.

*Object Free Area (OFA).* An area on the ground centered on a runway,
taxiway, or taxilane centerline provided to enhance the safety of
aircraft operations by having the area free of objects, except for
objects that need to be located in the OFA for air navigation or
aircraft ground maneuvering purposes.

*Obstacle Clearance Surface (OCS).* An inclined obstacle evaluation
surface associated with a glidepath. The separation between this surface
and the glidepath angle at any given distance from GPI defines the
MINIMUM required obstruction clearance at that point.

*Obstacle Free Zone (OFZ).* The OFZ is the airspace below 150 feet (45
m) above the established airport elevation and along the runway and
extended runway centerline that is required to be clear of all objects,
except for frangible visual NAVAIDs that need to be located in the OFZ
because of their function, in order to provide clearance protection for
aircraft landing or taking off from the runway, and for missed
approaches. The OFZ is sub-divided as follows:

*Runway OFZ.* The airspace above a surface centered on the runway
centerline.

*Inner-approach OFZ.* The airspace above a surface centered on the
extended runway centerline. It applies to runways with an approach
lighting system.

*Inner-transitional OFZ.* The airspace above the surfaces located on the
outer edges of the runway OFZ and the inner-approach OFZ. It applies to
runways with approach visibility minimums lower than 3/4-statute mile
(1 200 m).

*Obstruction to Air Navigation*. An object of greater height than any of
the heights or surfaces presented in Subpart C of Code of Federal
Regulation (14 CFR), Part 77. (Obstructions to air navigation are
presumed to be hazards to air navigation until an FAA study has
determined otherwise.)

*Precision Approach Category I (CAT I) Runway*. A runway with an
instrument approach procedure which provides for approaches to a
decision height (DH) of not less than 200 feet (60 m) and visibility of
not less than 1/2 mile (800 m) or Runway Visual Range (RVR) 2400 (RVR
1800 with operative touchdown zone and runway centerline lights).

*Precision Approach Category II (CAT II) Runway*. A runway with an
instrument approach procedure which provides for approaches to a minima
less than CAT I to as low as a decision height (DH) of not less than
100 feet (30 m) and RVR of not less than RVR 1200.

*Precision Approach Category III (CAT III) Runway*. A runway with an
instrument approach procedure which provides for approaches to minima
less than CAT II.

*Runway (RW).* A defined rectangular surface on an airport prepared or
suitable for the landing or takeoff of airplanes.

*Runway Blast Pad*. A surface adjacent to the ends of runways provided
to reduce the erosive effect of jet blast and propeller wash.

*Runway Protection Zone (RPZ)*. An area off the runway end to enhance
the protection of people and property on the ground.

*Runway Safety Area (RSA).* A defined surface surrounding the runway
prepared or suitable for reducing the risk of damage to airplanes in the
event of an undershoot, overshoot, or excursion from the runway.

*Shoulder.* An area adjacent to the edge of paved runways, taxiways, or
aprons providing a transition between the pavement and the adjacent
surface; support for aircraft running off the pavement; enhanced
drainage; and blast protection.

*Small Airplane.* An airplane of 12,500 pounds (5 700 kg) or less
maximum certificated takeoff weight.

*Stopway (SWY).* A defined rectangular surface beyond the end of a
runway prepared or suitable for use in lieu of runway to support an
airplane, without causing structural damage to the airplane, during an
aborted takeoff.

*Taxilane (TL).* The portion of the aircraft parking area used for
access between taxiways and aircraft parking positions.

*Taxiway (TW).* A defined path established for the taxiing of aircraft
from one part of an airport to another.

*Taxiway Safety Area (TSA).* A defined surface alongside the taxiway
prepared or suitable for reducing the risk of damage to an airplane
unintentionally departing the taxiway.

*Threshold (TH)*. The beginning of that portion of the runway available
for landing. In some instances, the landing threshold may be displaced.

*Displaced Threshold.* The portion of pavement behind a displaced
threshold may be available for takeoffs in either direction and landings
from the opposite direction.

*Relocated Threshold.* The portion of pavement behind a relocated
threshold is not available for takeoff or landing. It may be available
for taxiing of aircraft.

*Visual Runway.* A runway without an existing or planned straight-in
instrument approach procedure.

**3. [RELATED/REFERENCED READING MATERIAL]{.underline}3**. The following
is a listing of documents referenced in other parts of this advisory
circular. Advisory Circulars 00‑2 and 00-44 may be obtained by writing
to: The U.S. Department of Transportation; Utilization and Storage
Section, M-443.2; Washington, D.C. 20590. Instructions for obtaining
these publications are found in AC 00-2 and AC 00-44.

**NOTE: Some of the ACs in this paragraph have been cancelled but are
still referenced in the main document.  They will continue to be listed
here and shown as cancelled until the next complete revision of the
document.**

 \
a. AC 00‑2, Advisory Circular Checklist.

b\. AC 00‑44, Status of Federal Aviation Regulations.

c\. AC 20‑35, Tiedown Sense.

d\. AC 70/7460‑1, Obstruction Marking and Lighting.

e\. AC 70/7460‑2, Proposed Construction or Alteration of Objects that
May Affect the Navigable Airspace.

f\. AC 107‑1, Aviation Security‑Airports.

g\. AC 120‑29, Criteria for Approving Category I and Category II Landing
Minima for FAR Part 121 Operators.

h\. AC 150/5000‑3, Address List for Regional Airports Divisions and
Airports District/Field Offices. (Cancelled)

i\. AC 150/5060‑5, Airport Capacity and Delay.

j\. AC 150/5070‑3, Planning the Airport Industrial Park.

k\. AC 150/5070‑6, Airport Master Plans.

l\. AC 150/5190‑1, Minimum Standards for Commercial Aeronautical
Activities on Public Airports. (Cancelled by AC 150/5190-5)

m\. AC 150/5190‑4, A Model Zoning Ordinance to Limit Height of Objects
Around Airports.

n\. AC 150/5190-5, Exclusive Rights and Minimum Standards for Commercial
Aeronautical Activities.

o\. AC 150/5200‑33, Hazardous Wildlife Attractants On or Near Airports.

p\. AC 150/5220-16, Automated Weather Observing Systems (AWOS) for
Non-Federal Applications.

q\. AC 150/5320‑4, Aircraft Fuel Storage, Handling, and Dispensing on
Airports.

r\. AC 150/5320‑5, Airport Drainage.

s\. AC 150/5320‑6, Airport Pavement Design and Evaluation.

t\. AC 150/5320‑14, Airport Landscaping for Noise Control Purposes.

u\. AC 150/5325‑4, Runway Length Requirements for Airport Design.

v\. AC 150/5340‑1, Standards for Airport Marking.

w\. AC 150/5340‑5, Segmented Circle Marker Systems.

x\. AC 150/5340‑14, Economy Approach Lighting Aids. (Cancelled by AC
150/5340-30)

y\. AC 150/5340‑18, Standards for Airport Sign Systems.

z\. AC 150/5340‑21, Airport Miscellaneous Lighting Visual Aids.
(Cancelled by AC 150/5340-30)

aa. AC 150/5340‑24, Runway and Taxiway Edge Lighting System. (Cancelled
by AC 150/5340-30)

bb. AC 150/5340‑28, Precision Approach Path Indicator (PAPI) Systems.
(Cancelled by AC 150/5340-30)

cc\. AC 150/5340-30, Design and Installation Details for Airport Visual
Aids

dd. AC 150/5345‑52, Generic Visual Slope Indicators (GVGI).

ee. AC 150/5360‑13, Planning and Design Guidelines for Airport Terminal
Facilities.

ff. AC 150/5370‑10, Standards for Specifying Construction of Airports.

gg. AC 150/5390‑2, Heliport Design.

hh. 14 CFR Part 23, Airworthiness Standards: Normal, Utility, Acrobatic,
and Commuter Category Airplanes.

ii\. 14 CFR Part 25, Airworthiness Standards: Transport Category
Airplanes.

jj. 14 CFR Part 77, Objects Affecting Navigable Airspace.

kk. 14 CFR Part 97, Standard Instrument Approach Procedures.

ll. 14 CFR Part 135, Operating Requirements: Commuter and On Demand
Operations and Rules Governing Persons On Board Such Aircraft.

mm\. 14 CFR Part 139, Certification of Airports.

nn. 14 CFR Part 151, Federal Aid to Airports.

oo. 14 CFR Part 152, Airport Aid Program.

pp. 14 CFR Part 153, Acquisition of U.S. Land for Public Airports.
(Removed from Title 14)

qq. 14 CFR Part 154, Acquisition of Land for Public Airports Under the
Airport and Airway Development Act of 1970. (Removed from Title 14)

rr. 14 CFR Part 157, Notice of Construction, Alteration, Activation, and
Deactivation of Airports.

ss. Order 1050.1, Policies and Procedures for Considering Environmental
Impacts.

tt. Order 5050.4, Airport Environmental Handbook.

uu. Order 5100.38, Airport Improvement Program (AIP) Handbook.

vv. Order 7400.2, Procedures for Handling Airspace Matters.

ww. Order 8200.1, United States Standard Flight Inspection Manual.

xx\. Order 8260.3, United States Standard for Terminal Instrument
Procedures (TERPS).

**4. [AIRPORT REFERENCE CODE (ARC)]{.underline}4**. The ARC is a coding
system used to relate airport design criteria to the operational and
physical characteristics of the airplanes intended to operate at the
airport.

a\. [Coding System]{.underline}. The airport reference code has two
components relating to the airport design aircraft. The first component,
depicted by a letter, is the *aircraft approach category* and relates to
aircraft approach speed (operational characteristic). The second
component, depicted by a Roman numeral, is the *airplane design group*
and relates to airplane wingspan or tailheight (physical
characteristics), whichever is the most restrictive. Generally, runways
standards are related to aircraft approach speed, airplane wingspan, and
designated or planned approach visibility minimums. Taxiway and taxilane
standards are related to airplane design group.

b\. [Airport Design.]{.underline} Airport design first requires
selecting the ARC(s), then the lowest designated or planned approach
visibility minimums for each runway, and then applying the airport
design criteria associated with the airport reference code and the
designated or planned approach visibility minimums.

\(1\) An upgrade in the first component of the ARC may result in an
increase in airport design standards. Table 1-1 depicts these increases.

\(2\) An upgrade in the second component of the ARC generally will
result in a major increase in airport design standards.

\(3\) An airport upgrade to provide for lower approach visibility
minimums may result in an increase in airport design standards.
Table 1-2 depicts these increases.

\(4\) Operational minimums are based on current criteria, runways,
airspace, and instrumentation. Unless this is taken into consideration
in the development of the airport, the operational minimums may be other
than proposed.

\(5\) For airports with two or more runways, it may be desirable to
design all airport elements to meet the requirements of the most
demanding ARC. However, it may be more practical to design some airport
elements, e.g., a secondary runway and its associated taxiway, to
standards associated with a lesser demanding ARC.

**5. [AIRPORT LAYOUT PLAN]{.underline}5**. An Airport Layout Plan (ALP)
is a scaled drawing of existing and proposed land and facilities
necessary for the operation and development of the airport. Any airport
will benefit from a carefully developed plan that reflects current FAA
design standards and planning criteria. For guidance on developing
Airport Master Plans, refer to AC 150/5070‑6, *Airport Master Plans.*

a\. [FAA-Approved ALP]{.underline}. All airport development carried out
at Federally obligated airports must be done in accordance with an
FAA-approved ALP. The FAA-approved ALP, to the extent practicable,
should conform to the FAA airport design standards existing at the time
of its approval. Due to unique site, environmental, or other
constraints, the FAA may approve an ALP not fully complying with design
standards. Such approval requires an FAA study and finding that the
proposed modification is safe for the specific site and conditions. When
the FAA upgrades a standard, airport owners should, to the extent
practicable, include the upgrade in the ALP before starting future
development.

b\. [Guidance]{.underline}. AC 150/5070‑6, Airport Master Plans,
contains background information on the development of ALPs, as well as a
detailed listing of the various components that constitute a
well‑appointed ALP.

c\. [Electronic Plans]{.underline}. The FAA recommends the development
of electronic ALPs where practical.

**6. [MODIFICATION OF AIRPORT DESIGN STANDARDS TO MEET LOCAL
CONDITIONS]{.underline}6**. "Modification to standards" means any change
to FAA design standards other than dimensional standards for runway
safety areas. Unique local conditions may require modification to
airport design standards for a specific airport. A modification to an
airport design standard related to new construction, reconstruction,
expansion, or upgrade on an airport which received Federal aid requires
FAA approval. The request for modification should show that the
modification will provide an acceptable level of safety, economy,
durabil­ity, and workmanship. Appendixes 8 and 9 discuss the relationship
between airplane physical characteristics and the design of airport
elements. This rationale along with the computer program cited in
appendix 11 may be used to show that the modification will provide an
acceptable level of safety for the specified conditions, including the
type of aircraft.

**7. [NOTICE TO THE FAA OF AIRPORT DEVELOPMENT]{.underline}7**. 14 CFR
Part 157, Notice of Construction, Activation, and Deactivation of
Airports, requires persons proposing to construct, activate, or
deactivate an airport to give notice of their intent to the FAA. The
notice applies to proposed alterations to the takeoff and landing areas,
traffic patterns, and airport use, e.g., a change from private-use to
public‑use.

a\. [Notice Procedure]{.underline}. 14 CFR Part 157 requires airport
proponents to notify the appropriate FAA Airports Regional or District
Office at least 30 days before construction, alteration, deactivation,
or the date of the proposed change in use. In an emergency involving
essential public service, health, or safety, or when delay would result
in a hardship, a proponent may notify the FAA by telephone and submit
Form 7480‑1, Notice of Landing Area Proposal, within 5 days.

b\. [The Notice]{.underline}. The notice consists of a completed FAA
Form 7480‑1, a layout sketch, and a location map. The layout sketch
should show the airport takeoff and landing area configuration in
relation to buildings, trees, fences, power lines, and other similar
significant features. The preferred type of location map is the
7.5 minute U.S. Geological Survey Quadrangle Map showing the location of
the airport site. Form 7480‑1 lists FAA Airports Office addresses.

c\. [FAA Action]{.underline}. The FAA evaluates the airport proposal for
its impact upon the: safe and efficient use of navigable airspace;
operation of air navigation facilities; existing or potential airport
capacity; and safety of persons and property on the ground. The FAA
notifies proponents of the results of the FAA evaluation.

d\. [Penalty for Failure to Provide Notice]{.underline}. Persons who
fail to give notice are subject to civil penalty.

**8. [NOTICE TO THE FAA OF PROPOSED CONSTRUCTION]{.underline}8**. 14 CFR
Part 77, Objects Affecting Navigable Airspace, requires persons
proposing any construction or alteration described in 14 CFR
Section 77.13(a) to give 30-day notice to the FAA of their intent. This
includes any construction or alteration of structures more than 200 feet
(61 m) in height above the ground level or at a height that penetrates
defined imaginary surfaces located in the vicinity of a public-use
airport.

a\. [Airport Data Requirements]{.underline}. Future airport development
plans and feasibility studies on file with the FAA may influence the
determina­tions resulting from 14 CFR Part 77 studies. To assure full
consideration of future airport development in 14 CFR Part 77 studies,
airport owners must have their plans on file with the FAA. The necessary
plan data includes, as a minimum, planned runway end coordinates,
elevation, and type of approach for any new runway or runway extension.

b\. [Penalty for Failure to Provide Notice]{.underline}. Persons who
knowingly and willingly fail to give such notice are subject to criminal
prosecu­tion.

**9. [FAA STUDIES]{.underline}9**. The FAA studies existing and proposed
objects and activities, on and in the vicinity of public-use airports.
These objects and activities are not limited to obstructions to air
navigation, as defined in 14 CFR Part 77. These studies focus on the
efficient use of the airport and the safety of persons and property on
the ground. As the result of these studies, the FAA may resist, oppose,
or recommend against the presence of objects or activities in the
vicinity of a public-use airport that conflict with an airport planning
or design standard/recommendation. This policy is stated as a notice on
page 32152 of Volume 54, No. 149, of the Federal Register, dated Friday,
August 4, 1989. FAA studies conclude:

a\. Whether an obstruction to air navigation is a hazard to air
navigation;

b\. Whether an object or activity on or in the vicinity of an airport is
objectionable;

c\. Whether the need to alter, remove, mark, or light an object exists;

d\. Whether to approve an Airport Layout Plan;

e\. Whether proposed construction, enlargement, or modification to an
airport would have an adverse effect on the safe and efficient use of
navigable airspace; or

f\. Whether a change in an operational procedure is feasible.

**10. [FEDERAL ASSISTANCE]{.underline}10**. The FAA administers a grant
program (per Order 5100.38, Airport Improvement Program (AIP) Handbook)
which provides financial assistance for developing public-use airports.
Persons interested in this program can obtain information from FAA
Airports Regional or District Offices. Technical assistance in airport
development is also available from these offices.

**11. [ENVIRONMENTAL ASSESSMENTS]{.underline}11**. Federal grant
assistance in, or ALP approval of, new airport construction or major
expansion normally requires an assessment of potential environmental
impacts in accordance with FAA Order 5050.4B, National Environmental
Policy Act (NEPA) Implementing Instructions for Airport Projects, and
the National Environmental Policy Act of 1969.

**12. [STATE ROLE]{.underline}12**. Many State aeronautics commissions
or similar departments require prior approval and, in some instances, a
license for the establishment and operation of an airport. Some States
administer a financial assistance program similar to the Federal program
and technical advice. Proponents should contact their respective State
aeronautics commissions or departments for information on licensing and
assistance programs.

**13. [LOCAL ROLE]{.underline}13**. Most communities have zoning
ordinances, building codes, and fire regulations which may affect
airport development. Some have or are in the process of developing codes
or ordinances regulating environmental issues such as noise and air
quality. Others may have specific procedures for establishing an
airport.

**14. to 199. [RESERVED]{.underline}14**

**a. Recommendations.** Other objects which are desirable to clear, if
practicable, are objects which do not have a substantial adverse effect
on the airport but, if removed, will enhance operations. These include
objects in the controlled activity area and obstructions to air
navigation which are not covered in paragraph 211.a, especially those
penetrating an approach surface. On a paved runway, the approach surface
starts 200 feet (61 m) beyond the area usable for takeoff or landing,
whichever is more demanding. On an unpaved runway, the approach surface
starts at the end of the area usable for takeoff or landing.

**212. RUNWAY PROTECTION ZONE (RPZ).** The RPZ\'s function is to enhance
the protection of people and property on the ground. This is achieved
through airport owner control over RPZs. Such control includes clearing
RPZ areas (and maintaining them clear) of incompatible objects and
activities. Control is preferably exercised through the acquisition of
sufficient property interest in the RPZ.

**b. Standards.**

**(1) RPZ Configuration/Location.** The RPZ is trapezoidal in shape and
centered about the extended runway centerline. The controlled activity
area and a portion of the Runway OFA are the two components of the RPZ
(see Figure 2-3). The RPZ dimension for a particular runway end is a
function of the type of aircraft and approach visibility minimum
associated with that runway end. Table 2‑4 provides standard dimensions
for RPZs. Other than with a special application of declared distances,
the RPZ begins 200 feet (60 m) beyond the end of the area usable for
takeoff or landing. With a special application of declared distances,
see Appendix 14, separate approach and departure RPZs are required for
each runway end.

**(a) The Runway OFA.** Paragraph 307 contains the location, dimension,
and clearing standards for the Runway OFA.

**(b) The Controlled Activity Area.** The controlled activity area is
the portion of the RPZ beyond and to the sides of the Runway OFA.

**(2) Land Use**. In addition to the criteria specified in paragraph
211, the following land use criteria apply within the RPZ:

**(a)** While it is desirable to clear all objects from the RPZ, some
uses are permitted, provided they do not attract wildlife (see paragraph
202.g., *Wildlife Hazards,* and Appendix 17 for dimensional standards),
are outside of the Runway OFA, and do not interfere with navigational
aids. Automobile parking facilities, although discouraged, may be
permitted, provided the parking facilities and any associated
appurtenances, in addition to meeting all of the preceding conditions,
are located outside of the object free area extension (as depicted in
Figure 2‑3). Fuel storage facilities should not be located in the RPZ.

**(b)** Land uses prohibited from the RPZ are residences and places of
public assembly. (Churches, schools, hospitals, office buildings,
shopping centers, and other uses with similar concentrations of persons
typify places of public assembly.) Fuel storage facilities should not be
located in the RPZ.

**c. Recommendations.** Where it is determined to be impracticable for
the airport owner to acquire and plan the land uses within the entire
RPZ, the RPZ land use standards have recommendation status for that
portion of the RPZ not controlled by the airport owner.

**d. FAA Studies of Objects and Activities in the Vicinity of
Airports.** The FAA policy is to protect the public investment in the
national airport system. To implement this policy, the FAA studies
existing and proposed objects and activities, both off and on public-use
airports, with respect to their effect upon the safe and efficient use
of the airports and safety of persons and property on the ground. These
objects need not be obstructions to air navigation, as defined in 14 CFR
Part 77. As the result of a study, the FAA may issue an advisory
recommendation in opposition to the presence of any off-airport object
or activity in the vicinity of a public-use airport that conflicts with
an airport planning or design standard or recommendation.

**213. to 299. RESERVED**

######## Table 2-1. Runway Separation Standards for aircraft approach categories A & B

<table>
<colgroup>
<col style="width: 22%" />
<col style="width: 6%" />
<col style="width: 13%" />
<col style="width: 0%" />
<col style="width: 14%" />
<col style="width: 0%" />
<col style="width: 14%" />
<col style="width: 0%" />
<col style="width: 14%" />
<col style="width: 14%" />
</colgroup>
<tbody>
<tr class="odd">
<td rowspan="2">ITEM</td>
<td rowspan="2"><p>DIM</p>
<p><u>1/</u></p></td>
<td colspan="8">AIRPLANE DESIGN GROUP</td>
</tr>
<tr class="even">
<td>I <u>2/</u></td>
<td colspan="2">I</td>
<td colspan="2">II</td>
<td colspan="2">III</td>
<td>IV</td>
</tr>
<tr class="odd">
<td colspan="10"><em>Visual runways and runways with not lower than
¾-statute mile (1200 m) approach visibility minimums</em></td>
</tr>
<tr class="even">
<td><em>Runway Centerline to:</em></td>
<td></td>
<td></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
</tr>
<tr class="odd">
<td rowspan="2"><blockquote>
<p>Parallel Runway Centerline</p>
</blockquote></td>
<td rowspan="2">H</td>
<td colspan="8">- Refer to paragraphs 207 and 208 -</td>
</tr>
<tr class="even">
<td></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
</tr>
<tr class="odd">
<td></td>
<td></td>
<td></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
</tr>
<tr class="even">
<td><blockquote>
<p>Holdline</p>
</blockquote></td>
<td></td>
<td colspan="8">- Refer to Advisory Circular 150/5340-1 -</td>
</tr>
<tr class="odd">
<td></td>
<td></td>
<td></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
</tr>
<tr class="even">
<td><blockquote>
<p>Taxiway/Taxilane Centerline <u>3/</u></p>
</blockquote></td>
<td>D</td>
<td><p>150 ft</p>
<p>45 m</p></td>
<td colspan="2"><p>225 ft</p>
<p>67.5 m</p></td>
<td colspan="2"><p>240 ft</p>
<p>72 m</p></td>
<td colspan="2"><p>300 ft</p>
<p>90 m</p></td>
<td><p>400 ft</p>
<p>120 m</p></td>
</tr>
<tr class="odd">
<td></td>
<td></td>
<td></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
</tr>
<tr class="even">
<td><blockquote>
<p>Aircraft Parking Area</p>
</blockquote></td>
<td>G</td>
<td><p>125 ft</p>
<p>37.5 m</p></td>
<td colspan="2"><p>200 ft</p>
<p>60 m</p></td>
<td colspan="2"><p>250 ft</p>
<p>75 m</p></td>
<td colspan="2"><p>400 ft</p>
<p>120 m</p></td>
<td><p>500 ft</p>
<p>150 m</p></td>
</tr>
<tr class="odd">
<td></td>
<td></td>
<td></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
</tr>
<tr class="even">
<td rowspan="2"><blockquote>
<p>Helicopter Touchdown Pad</p>
</blockquote></td>
<td rowspan="2"></td>
<td colspan="8">- Refer to Advisory Circular 150/5390-2 -</td>
</tr>
<tr class="odd">
<td></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
</tr>
<tr class="even">
<td colspan="10"><em>Runways with lower than ¾-statute mile (1200 m)
approach visibility minimums</em> <em><u>4/</u></em></td>
</tr>
<tr class="odd">
<td><em>Runway Centerline to:</em></td>
<td></td>
<td colspan="8"></td>
</tr>
<tr class="even">
<td rowspan="2"><blockquote>
<p>Parallel Runway Centerline</p>
</blockquote></td>
<td rowspan="2">H</td>
<td colspan="8">- Refer to paragraphs 207 and 208 -</td>
</tr>
<tr class="odd">
<td></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
</tr>
<tr class="even">
<td></td>
<td></td>
<td></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
</tr>
<tr class="odd">
<td><blockquote>
<p>Holdline</p>
</blockquote></td>
<td></td>
<td colspan="8">- Refer to Advisory Circular 150/5340-1 -</td>
</tr>
<tr class="even">
<td></td>
<td></td>
<td></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
</tr>
<tr class="odd">
<td><blockquote>
<p>Taxiway/Taxilane Centerline <u>3/</u></p>
</blockquote></td>
<td>D</td>
<td><p>200 ft</p>
<p>60 m</p></td>
<td colspan="2"><p>250 ft</p>
<p>75 m</p></td>
<td colspan="2"><p>300 ft</p>
<p>90 m</p></td>
<td colspan="2"><p>350 ft</p>
<p>105 m</p></td>
<td><p>400 ft</p>
<p>120 m</p></td>
</tr>
<tr class="even">
<td></td>
<td></td>
<td></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
</tr>
<tr class="odd">
<td><blockquote>
<p>Aircraft Parking Area</p>
</blockquote></td>
<td>G</td>
<td><p>400 ft</p>
<p>120 m</p></td>
<td colspan="2"><p>400 ft</p>
<p>120 m</p></td>
<td colspan="2"><p>400 ft</p>
<p>120 m</p></td>
<td colspan="2"><p>400 ft</p>
<p>120 m</p></td>
<td><p>500 ft</p>
<p>150 m</p></td>
</tr>
<tr class="even">
<td></td>
<td></td>
<td></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
</tr>
<tr class="odd">
<td rowspan="2"><blockquote>
<p>Helicopter Touchdown Pad</p>
</blockquote></td>
<td rowspan="2"></td>
<td colspan="8">- Refer to Advisory Circular 150/5390-2 -</td>
</tr>
<tr class="even">
<td colspan="2"></td>
<td colspan="2"></td>
<td colspan="2"></td>
<td></td>
<td></td>
</tr>
</tbody>
</table>

[1]{.underline}/ Letters correspond to the dimensions on Figure 2-1.

[2]{.underline}/ These dimensional [213]{.mark}standards pertain to
facilities for small airplanes exclusively.

[3]{.underline}/ The taxiway/taxilane centerline separation standards
are for sea level. At higher elevations, an increase to these separation
distances may be required to keep taxiing and holding airplanes clear of
the OFZ (refer to paragraph 206).

[4]{.underline}/ For approaches with visibility less than ½-statute
miles, runway centerline to taxiway/taxilane centerline separation
increases to 400 feet (120 m).

######## Table 2-2. Runway Separation Standards for aircraft approach categories C & D

+----------------+---+-------+-------+-------+-------+-------+-------+
| ITEM           | D | AIR   |       |       |       |       |       |
|                | I | PLANE |       |       |       |       |       |
|                | M | D     |       |       |       |       |       |
|                |   | ESIGN |       |       |       |       |       |
|                | [ | GROUP |       |       |       |       |       |
|                | 1 |       |       |       |       |       |       |
|                | / |       |       |       |       |       |       |
|                | ] |       |       |       |       |       |       |
|                | { |       |       |       |       |       |       |
|                | . |       |       |       |       |       |       |
|                | u |       |       |       |       |       |       |
|                | n |       |       |       |       |       |       |
|                | d |       |       |       |       |       |       |
|                | e |       |       |       |       |       |       |
|                | r |       |       |       |       |       |       |
|                | l |       |       |       |       |       |       |
|                | i |       |       |       |       |       |       |
|                | n |       |       |       |       |       |       |
|                | e |       |       |       |       |       |       |
|                | } |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   | I     | II    | III   | IV    | V     | VI    |
+----------------+---+-------+-------+-------+-------+-------+-------+
| *Visual        |   |       |       |       |       |       |       |
| runways and    |   |       |       |       |       |       |       |
| runways with   |   |       |       |       |       |       |       |
| not lower than |   |       |       |       |       |       |       |
| ¾-statute mile |   |       |       |       |       |       |       |
| (1200 m)       |   |       |       |       |       |       |       |
| approach       |   |       |       |       |       |       |       |
| visibility     |   |       |       |       |       |       |       |
| minimums*      |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| *Runway        |   |       |       |       |       |       |       |
| Centerline     |   |       |       |       |       |       |       |
| to:*           |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| > Parallel     | H | \-    |       |       |       |       |       |
| > Runway       |   | Refer |       |       |       |       |       |
| > Centerline   |   | to    |       |       |       |       |       |
|                |   | parag |       |       |       |       |       |
|                |   | raphs |       |       |       |       |       |
|                |   | 207   |       |       |       |       |       |
|                |   | and   |       |       |       |       |       |
|                |   | 208 - |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| > Holdline     |   | \-    |       |       |       |       |       |
|                |   | Refer |       |       |       |       |       |
|                |   | to    |       |       |       |       |       |
|                |   | Adv   |       |       |       |       |       |
|                |   | isory |       |       |       |       |       |
|                |   | Cir   |       |       |       |       |       |
|                |   | cular |       |       |       |       |       |
|                |   | 150/5 |       |       |       |       |       |
|                |   | 340-1 |       |       |       |       |       |
|                |   | -     |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| > Ta           | D | 300   | 300   | 400   | 400   | [     | 500   |
| xiway/Taxilane |   | ft    | ft    | ft    | ft    | 3]{.u | ft    |
| > Centerline   |   |       |       |       |       | nderl |       |
| > [2           |   | 90 m  | 90 m  | 120 m | 120 m | ine}/ | 150 m |
| /]{.underline} |   |       |       |       |       |       |       |
|                |   |       |       |       |       | [     |       |
|                |   |       |       |       |       | 3]{.u |       |
|                |   |       |       |       |       | nderl |       |
|                |   |       |       |       |       | ine}/ |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| > Aircraft     | G | 400   | 400   | 500   | 500   | 500   | 500   |
| > Parking Area |   | ft    | ft    | ft    | ft    | ft    | ft    |
|                |   |       |       |       |       |       |       |
|                |   | 120 m | 120 m | 150 m | 150 m | 150 m | 150 m |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| > Helicopter   |   | \-    |       |       |       |       |       |
| > Touchdown    |   | Refer |       |       |       |       |       |
| > Pad          |   | to    |       |       |       |       |       |
|                |   | Adv   |       |       |       |       |       |
|                |   | isory |       |       |       |       |       |
|                |   | Cir   |       |       |       |       |       |
|                |   | cular |       |       |       |       |       |
|                |   | 150/5 |       |       |       |       |       |
|                |   | 390-2 |       |       |       |       |       |
|                |   | -     |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| *Runways with  |   |       |       |       |       |       |       |
| lower than     |   |       |       |       |       |       |       |
| ¾-statute mile |   |       |       |       |       |       |       |
| (1200 m)       |   |       |       |       |       |       |       |
| approach       |   |       |       |       |       |       |       |
| visibility     |   |       |       |       |       |       |       |
| minimums*      |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| *Runway        |   |       |       |       |       |       |       |
| Centerline     |   |       |       |       |       |       |       |
| to:*           |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| > Parallel     | H | \-    |       |       |       |       |       |
| > Runway       |   | Refer |       |       |       |       |       |
| > Centerline   |   | to    |       |       |       |       |       |
|                |   | parag |       |       |       |       |       |
|                |   | raphs |       |       |       |       |       |
|                |   | 207   |       |       |       |       |       |
|                |   | and   |       |       |       |       |       |
|                |   | 208 - |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| > Holdline     |   | \-    |       |       |       |       |       |
|                |   | Refer |       |       |       |       |       |
|                |   | to    |       |       |       |       |       |
|                |   | Adv   |       |       |       |       |       |
|                |   | isory |       |       |       |       |       |
|                |   | Cir   |       |       |       |       |       |
|                |   | cular |       |       |       |       |       |
|                |   | 150/5 |       |       |       |       |       |
|                |   | 340-1 |       |       |       |       |       |
|                |   | -     |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| > Ta           | D | 400   | 400   | 400   | 400   | [     | [     |
| xiway/Taxilane |   | ft    | ft    | ft    | ft    | 3]{.u | 5]{.u |
| > Centerline   |   |       |       |       |       | nderl | nderl |
| > [2           |   | 120 m | 120 m | 120 m | 120 m | ine}/ | ine}/ |
| /]{.underline} |   |       |       |       |       | [     |       |
|                |   |       |       |       |       | 4/]{. | [     |
|                |   |       |       |       |       | under | 5]{.u |
|                |   |       |       |       |       | line} | nderl |
|                |   |       |       |       |       |       | ine}/ |
|                |   |       |       |       |       | [     |       |
|                |   |       |       |       |       | 3]{.u |       |
|                |   |       |       |       |       | nderl |       |
|                |   |       |       |       |       | ine}/ |       |
|                |   |       |       |       |       | [     |       |
|                |   |       |       |       |       | 4/]{. |       |
|                |   |       |       |       |       | under |       |
|                |   |       |       |       |       | line} |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| > Aircraft     | G | 500   | 500   | 500   | 500   | 500   | 500   |
| > Parking Area |   | ft    | ft    | ft    | ft    | ft    | ft    |
|                |   |       |       |       |       |       |       |
|                |   | 150 m | 150 m | 150 m | 150 m | 150 m | 150 m |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| > Helicopter   |   | \-    |       |       |       |       |       |
| > Touchdown    |   | Refer |       |       |       |       |       |
| > Pad          |   | to    |       |       |       |       |       |
|                |   | Adv   |       |       |       |       |       |
|                |   | isory |       |       |       |       |       |
|                |   | Cir   |       |       |       |       |       |
|                |   | cular |       |       |       |       |       |
|                |   | 150/5 |       |       |       |       |       |
|                |   | 390-2 |       |       |       |       |       |
|                |   | -     |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+

[1]{.underline}/ Letters correspond to the dimensions on Figure 2-1.

[2]{.underline}/ The taxiway/taxilane centerline separation standards
are for sea level. At higher elevations, an increase to these separation
distances may be required to keep taxiing and holding airplanes clear of
the OFZ (refer to paragraph 206).

[3]{.underline}/ For Airplane Design Group V, the standard runway
centerline to parallel taxiway centerline separation distance is 400 ft
(120 m) for airports at or below an elevation of 1,345 feet (410 m); 450
feet (135 m) for airports between elevations of 1,345 feet (410 m) and
6,560 feet 2,000 m); and 500 feet (150 m) for airports above an
elevation of 6,560 feet (2,000 m).

[4]{.underline}/ For approaches with visibility less than ½-statute
mile, the separation distance increases to 500 feet (150 m) plus
required OFZ elevation adjustment.

[5]{.underline}/ For approaches with visibility down to ½-statute mile,
the separation distance increases to 500 feet (150 m) plus elevation
adjustment. For approaches with visibility less than ½-statute mile, the
separation distance increases to 550 feet (168 m) plus required OFZ
elevation adjustment.

Table 2-3. Taxiway and taxilane separation standards

+----------------+---+-------+-------+-------+-------+-------+-------+
| ITEM           | D | AIR   |       |       |       |       |       |
|                | I | PLANE |       |       |       |       |       |
|                | M | D     |       |       |       |       |       |
|                |   | ESIGN |       |       |       |       |       |
|                | [ | GROUP |       |       |       |       |       |
|                | 1 |       |       |       |       |       |       |
|                | / |       |       |       |       |       |       |
|                | ] |       |       |       |       |       |       |
|                | { |       |       |       |       |       |       |
|                | . |       |       |       |       |       |       |
|                | u |       |       |       |       |       |       |
|                | n |       |       |       |       |       |       |
|                | d |       |       |       |       |       |       |
|                | e |       |       |       |       |       |       |
|                | r |       |       |       |       |       |       |
|                | l |       |       |       |       |       |       |
|                | i |       |       |       |       |       |       |
|                | n |       |       |       |       |       |       |
|                | e |       |       |       |       |       |       |
|                | } |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   | I     | II    | III   | IV    | V     | VI    |
+----------------+---+-------+-------+-------+-------+-------+-------+
| *Taxiway       | J | 69 ft | 105   | 152   | 215   | 267   | 324   |
| Centerline     |   |       | ft    | ft    | ft    | ft    | ft    |
| to:*           |   | 21 m  |       |       |       |       |       |
|                |   |       | 32 m  | 46.5  | 65.5  | 81 m  | 99 m  |
| > Parallel     |   |       |       | m     | m     |       |       |
| > Taxiway/     |   |       |       |       |       |       |       |
| > Taxilane     |   |       |       |       |       |       |       |
| > Centerline   |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| > Fixed or     | K | 44.5  | 65.5  | 93 ft | 129.5 | 160   | 193   |
| > Movable      |   | ft    | ft    |       | ft    | ft    | ft    |
| > Object [2    |   |       |       | 28.5  |       |       |       |
| > and          |   | 13.5  | 20 m  | m     | 39.5  | 48.5  | 59 m  |
| > 3            |   | m     |       |       | m     | m     |       |
| ]{.underline}/ |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| *Taxilane      |   | 64 ft | 97 ft | 140   | 198   | 245   | 298   |
| Centerline     |   |       |       | ft    | ft    | ft    | ft    |
| to:*           |   | 195\. | 29.5  |       |       |       |       |
|                |   | m     | m     | 42.5  | 60 m  | 74.5  | 91 m  |
| > Parallel     |   |       |       | m     |       | m     |       |
| > Taxilane     |   |       |       |       |       |       |       |
| > Centerline   |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
|                |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+
| > Fixed or     |   | 39.5  | 57.5  | 81 ft | 112.5 | 138   | 167   |
| > Movable      |   | ft    | ft    |       | ft    | ft    | ft    |
| > Object [2    |   |       |       | 24.5  |       |       |       |
| > and          |   | 12 m  | 17.5  | m     | 34 m  | 42 m  | 51 m  |
| > 3            |   |       | m     |       |       |       |       |
| ]{.underline}/ |   |       |       |       |       |       |       |
+----------------+---+-------+-------+-------+-------+-------+-------+

> [1]{.underline}/ Letters correspond to the dimensions on Figure 2-1.
>
> [2]{.underline}/ This value also applies to the edge of service and
> maintenance roads.
>
> [3]{.underline}/ Consideration of the engine exhaust wake impacted
> from turning aircraft should be given to objects located near
> runway/taxiway/taxilane intersections.

The values obtained from the following equations may be used to show
that a modification of standards will provide an acceptable level of
safety. Refer to paragraph 6 for guidance on modification of standard
requirements.

> Taxiway centerline to parallel taxiway/taxilane centerline equals 1.2
> times airplane wingspan plus 10 feet (3 m).
>
> Taxiway centerline to fixed or movable object equals 0.7 times
> airplane wingspan plus 10 feet (3 m).
>
> Taxilane centerline to parallel taxilane centerline equals 1.1 times
> airplane wingspan plus 10 feet (3 m).
>
> Taxilane centerline to fixed or movable object equals 0.6 times
> airplane wingspan plus 10 feet (3 m).

**Chapter 3. RUNWAY DESIGN**

**300. [INTRODUCTION]{.underline}300**. This chapter presents standards
for runways and runway associated elements such as shoulders, blast
pads, runway safety areas, obstacle free zones (OFZ), object free areas
(OFA), clearways, and stopways. Tables 3‑1, 3-2, and 3‑3 present the
standard widths and lengths for runway and runway-associated elements.
Also included are design standards and recommendations for rescue and
firefighting access roads. At new airports, the RSA and ROFA lengths and
the RPZ location standards are tied to runway ends. At existing
constrained airports, these criteria may, on a case-by-case basis, be
applied with respect to declared distances ends. See appendix 14.

**301. [RUNWAY LENGTH]{.underline}301**. AC 150/5325‑4 and airplane
flight manuals provide guidance on runway lengths for airport design,
including declared distance lengths. The computer program cited in
appendix 11 may be used to determine the recommended runway length for
airport design.

**302. [RUNWAY WIDTH]{.underline}302**. Tables 3‑1, 3-2, and 3-3 present
runway width standards that consider operations conducted during reduced
visibility.

**303. [RUNWAY SHOULDERS]{.underline}303**. Runway shoulders provide
resistance to blast erosion and accommodate the passage of maintenance
and emergency equipment and the occasional passage of an airplane
veering from the runway. Tables 3-1, 3-2, and 3-3 present runway
shoulder width standards. A natural surface, e.g., turf, normally
reduces the possibility of soil erosion and engine ingestion of foreign
objects. Soil with turf not suitable for this purpose requires a
stabilized or low cost paved surface. Refer to chapter 8 for further
discussion. Figure 3-1 depicts runway shoulders.

**304. [RUNWAY BLAST PAD]{.underline}304**. Runway blast pads provide
blast erosion protection beyond runway ends. Tables 3‑1, 3-2, and 3-3
contain the standard length and width for blast pads for takeoff
operations requiring blast erosion control. Refer to chapter 8 for
further discussion. Figure 3-1 depicts runway blast pads.

**305. [RUNWAY SAFETY AREA (RSA)]{.underline}305**. The runway safety
area is centered on the runway centerline. Tables 3‑1, 3‑2, and 3-3
present runway safety area dimensional standards. Figure 3-1 depicts the
runway safety area. Appendix 8 discusses the runway safety area\'s
evolution.

a\. [Design Standards]{.underline}. The runway safety area shall be:

\(1\) cleared and graded and have no potentially hazardous ruts, humps,
depressions, or other surface variations;

\(2\) drained by grading or storm sewers to prevent water accumulation;

\(3\) capable, under dry conditions, of supporting snow removal
equipment, aircraft rescue and firefighting equipment, and the
occasional passage of aircraft without causing structural damage to the
aircraft; and

\(4\) free of objects, except for objects that need to be located in the
runway safety area because of their function. Objects higher than 3
inches (7.6 cm) above grade should be constructed, to the extent
practicable, on low impact resistant supports (frangible mounted
structures) of the lowest practical height with the frangible point no
higher than 3 inches (7.6 cm) above grade. Other objects, such as
manholes, should be constructed at grade. In no case should their height
exceed 3 inches (7.6 cm) above grade.

b\. [Construction Standards]{.underline}. Compaction of runway safety
areas shall be to FAA specification P‑152 found in AC 150/5370‑10.

c\. [Sub-standard RSAs]{.underline}. RSA standards cannot be modified or
waived like other airport design standards. The dimensional standards
remain in effect regardless of the presence of natural or man-made
objects or surface conditions that might create a hazard to aircraft
that leave the runway surface. Facilities, including NAVAIDs, that would
not normally be permitted in an RSA should not be installed inside the
standard RSA dimensions even when the RSA does not meet standards in
other respects. A continuous evaluation of all practicable alternatives
for improving each sub-standard RSA is required until it meets all
standards for grade, compaction, and object frangibility. FAA Order
5200.8, Runway Safety Area Program, explains the process for conducting
this evaluation. Each FAA regional Airports division manager has a
written determination of the best practicable alternative(s) for
improving each RSA. Therefore, runway and RSA improvement projects must
comply with the determination of the FAA regional Airports division
manager.

d\. [Threshold Displacement]{.underline}. Incremental improvements that
involve the displacement of a landing threshold need to be carefully
planned so that they do not incur unnecessary costs or create situations
that could compromise operational safety.

(1) Runway thresholds that are displaced temporarily pending the planned
    relocation of objects (such as Localizer antennas) should consider
    the extra costs associated with re-arranging the runway lights,
    approach lights and navigational aids.

(2) The displacement of a threshold that does not also include
    relocation of the lead-in taxiway can create an undesirable and
    confusing operating environment for the pilot. (See paragraph 204.)

e\. [Allowance for Navigational Aids]{.underline}. The RSA is intended
to enhance the margin of safety for landing or departing aircraft.
Accordingly, the design of an RSA must account for navigational aids
that might impact the effectiveness of the RSA:

\(1\) RSA grades sometimes require approach lights to be mounted on
massive towers that could create a hazard for aircraft. Therefore,
consider any practicable RSA construction to a less demanding grade than
the standard grade to avoid the need for massive structures.

\(2\) Instrument landing system (ILS) facilities (glide slopes and
localizers) are not usually required to be located inside the RSA.
However, they do require a graded area around the antenna. (See chapter
6 for more information on the siting of ILS facilities.) RSA
construction that ends abruptly in a precipitous drop-off can result in
design proposals where the facility is located inside the RSA.
Therefore, consider any practicable RSA construction beyond the standard
dimensions that could accommodate ILS facilities if and when they are
installed.

**306. [OBSTACLE FREE ZONE (OFZ)]{.underline}306**. The OFZ clearing
standard precludes taxiing and parked airplanes and object penetrations,
except for frangible visual NAVAIDs that need to be located in the OFZ
because of their function. The runway OFZ and, when applicable, the
precision OFZ, the inner-approach OFZ, and the inner-transitional OFZ
comprise the obstacle free zone (OFZ). Figures 3-2, 3-3, 3-4, 3-5,and
3-6 show the OFZ.

a\. [Runway OFZ (ROFZ)]{.underline}. The runway OFZ is a defined volume
of airspace centered above the runway centerline. The runway OFZ is the
airspace above a surface whose elevation at any point is the same as the
elevation of the nearest point on the runway centerline. The runway OFZ
extends 200 feet (60 m) beyond each end of the runway. Its width is as
follows:

\(1\) For runways serving small airplanes exclusively:

\(a\) 300 feet (90 m) for runways with lower than 3/4‑statute mile
(1 200 m) approach visibility minimums.

\(b\) 250 feet (75 m) for other runways serving small airplanes with
approach speeds of 50 knots or more.

\(c\) 120 feet (36 m) for other runways serving small airplanes with
approach speeds of less than 50 knots.

\(2\) For runways serving large airplanes, 400 feet (120 m).

b\. [Inner-approach OFZ]{.underline}. The inner-approach OFZ is a
defined volume of airspace centered on the approach area. It applies
only to runways with an approach lighting system. The inner-approach OFZ
begins 200 feet (60 m) from the runway threshold at the same elevation
as the runway threshold and extends 200 feet (60 m) beyond the last
light unit in the approach lighting system. Its width is the same as the
runway OFZ and rises at a slope of 50 (horizontal) to 1 (vertical) from
its beginning.

c\. [Inner-transitional OFZ]{.underline}. The inner-transitional OFZ is
a defined volume of airspace along the sides of the runway OFZ and
inner-approach OFZ. It applies only to runways with lower than
3/4‑statute mile (1 200 m) approach visibility minimums.

\(1\) For runways serving small airplanes exclusively, the
inner-transitional OFZ slopes 3 (horizontal) to 1 (vertical) out from
the edges of the runway OFZ and inner-approach OFZ to a height of
150 feet (45 m) above the established airport elevation.

\(2\) For runways serving large airplanes, separate inner-transitional
OFZ criteria apply for Category (CAT) I and CAT II/III runways.

\(a\) For CAT I runways, the inner-transitional OFZ begins at the edges
of the runway OFZ and inner-approach OFZ, then rises vertically for a
height \"H\", and then slopes 6 (horizontal) to 1 (vertical) out to a
height of 150 feet (45 m) above the established airport elevation.

1\) In U.S. customary units,

H~feet~ = 61 - 0.094(S~feet~) - 0.003(E~feet~).

2\) In SI units,

H~meters~ = 18.4 - 0.094(S~meters~) - 0.003(E~meters~).

3\) S is equal to the most demanding wingspan of the airplanes using the
runway and E is equal to the runway threshold elevation above sea level.

\(b\) For CAT II/III runways, the inner-transitional OFZ begins at the
edges of the runway OFZ and inner-approach OFZ, then rises vertically
for a height \"H\", then slopes 5 (horizontal) to 1 (vertical) out to a
distance \"Y\" from runway centerline, and then slopes 6 (horizontal) to
1 (vertical) out to a height of 150 feet (45 m) above the established
airport elevation.

1\) In U.S. customary units,

H~feet~ = 53 - 0.13(S~feet~) - 0.0022(E~feet~) and distance

Y~feet~ = 440 + 1.08(S~feet~) - 0.024(E~feet~).

2\) In SI units,

H~meters~ = 16 - 0.13(S~meters~)- 0.0022(E~meters~) and distance

Y~meters~ = 132 + 1.08(S~meters~) - 0.024(E~meters~).

3\) S is equal to the most demanding wingspan of the airplanes using the
runway and E is equal to the runway threshold elevation above sea level.
Beyond the distance \"Y\" from runway centerline the inner-transitional
CAT II/III OFZ surface is identical to that for the CAT I OFZ.

d\. [Precision OFZ.]{.underline} The Precision Obstacle Free Zone (POFZ)
is defined as a volume of airspace above an area beginning at the runway
threshold, at the threshold elevation, and centered on the extended
runway centerline, 200 feet (60m) long by 800 feet (240m) wide. See
figure 3-6.

The surface is in effect only when all of the following operational
conditions are met:

(1) Vertically guided approach

(2) Reported ceiling below 250 feet and/or visibility less than ¾
    statute mile (or RVR below 4000 feet)

(3) An aircraft on final approach within two (2) miles of the runway
    threshold.

When the POFZ is in effect, a wing of an aircraft holding on a taxiway
waiting for runway clearance may penetrate the POFZ; however neither the
fuselage nor the tail may infringe on the POFZ.

The POFZ is applicable at all runway ends including displaced
thresholds.

Note: POFZ takes effect no later than January 1, 2007 for all runway
ends at which it applies.

**307. [OBJECT FREE AREA]{.underline}307**. The runway object free area
(OFA) is centered on the runway centerline. The runway OFA clearing
standard requires clearing the OFA of above ground objects protruding
above the runway safety area edge elevation. Except where precluded by
other clearing standards, it is acceptable to place objects that need to
be located in the OFA for air navigation or aircraft ground maneuvering
purposes and to taxi and hold aircraft in the OFA. Objects non-essential
for air navigation or aircraft ground maneuvering purposes are not to be
placed in the OFA. This includes parked airplanes and agricultural
operations. Tables 3‑1, 3-2, and 3-3 specify the standard dimensions of
the runway OFA. Extension of the OFA beyond the standard length to the
maximum extent feasible is encouraged. See figure 2-3.

**308. [CLEARWAY STANDARDS]{.underline}308**. The clearway (See figure
3-7) is a clearly defined area connected to and extending beyond the
runway end available for completion of the takeoff operation of
turbine-powered airplanes. A clearway increases the allowable airplane
operating takeoff weight without increasing runway length.

a\. [Dimensions]{.underline}. The clearway must be at least 500 feet
(150 m) wide centered on the runway centerline. The practical limit for
clearway length is 1,000 feet (300 m).

b\. [Clearway Plane Slope]{.underline}. The clearway plane slopes upward
with a slope not greater than 1.25 percent.

c\. [Clearing]{.underline}. Except for threshold lights no higher than
26 inches (66 cm) and located off the runway sides, no object or terrain
may protrude through the clearway plane. The area over which the
clearway lies need not be suitable for stopping aircraft in the event of
an aborted takeoff.

d\. [Control]{.underline}. An airport owner interested in providing a
clearway should be aware of the requirement that the clearway be under
its control, although not necessarily by direct ownership. The purpose
of such control is to ensure that no fixed or movable object penetrates
the clearway plane during a takeoff operation.

e\. [Notification]{.underline}. When a clearway is provided, the
clearway length and the declared distances, as specified in appendix 14,
paragraph 7, shall be provided in the Airport/Facility Directory (and in
the Aeronautical Information Publication (AIP), for international
airports) for each operational direction.

**309. [STOPWAY STANDARDS]{.underline}309**. A stopway is an area beyond
the takeoff runway, centered on the extended runway centerline, and
designated by the airport owner for use in decelerating an airplane
during an aborted takeoff. It must be at least as wide as the runway and
able to support an airplane during an aborted takeoff without causing
structural damage to the airplane. Their limited use and high
construction cost, when compared to a full-strength runway that is
usable in both directions, makes their construction less cost effective.
See figure 3‑8. When a stopway is provided, the stopway length and the
declared distances, as specified in appendix 14, paragraph 7, shall be
provided in the Airport/Facility Directory (and in the Aeronautical
Information Publication for international airports) for each operational
direction.

**310. [RESCUE AND FIREFIGHTING ACCESS]{.underline}310**. Rescue and
firefighting access roads are normally needed to provide unimpeded
two-way access for rescue and firefighting equipment to potential
accident areas. Connecting these access roads, to the extent practical,
with the operational surfaces and other roads will facilitate aircraft
rescue and firefighting operations.

a\. [Recommendation]{.underline}. It is recommended that the entire
runway safety area (RSA) and runway protection zone (RPZ) be accessible
to rescue and firefighting vehicles so that no part of the RSA or RPZ is
more than 330 feet (100 m) from either an all weather road or a paved
operational surface. Where an airport is adjacent to a body of water, it
is recommended that boat launch ramps with appropriate access roads be
provided.

b\. [All Weather Capability]{.underline}. Rescue and firefighting access
roads are all weather roads designed to support rescue and firefighting
equipment traveling at normal response speeds. Establish the widths of
the access roads on a case-by-case basis considering the type(s) of
rescue and firefighting equipment available and planned at the airport.
The first 300 feet (90 m) adjacent to a paved operational surface should
be paved. Where an access road crosses a safety area, the safety area
standards for smoothness and grading control. For other design and
construction features, use local highway specifications.

c\. [Road Usage]{.underline}. Rescue and firefighting access roads are
special purpose roads that supplement but do not duplicate or replace
sections of a multi-purpose road system. Restricting their use to rescue
and firefighting access equipment precludes their being a hazard to air
navigation.

**311. to 399. RESERVED.**

**Table 3-1. Runway design standards for aircraft approach category A &
B visual runways and runways with not lower than 3/4-statute mile (1,200
m) approach visibility minimums**

+-------------------+-----+-----------+-------+------+-------+-------+
| **ITEM**          | #   | ###       |       |      |       |       |
|                   | ### | ##### AIR |       |      |       |       |
|                   | ### | PLANE DES |       |      |       |       |
|                   | # D | IGN GROUP |       |      |       |       |
|                   | IM  |           |       |      |       |       |
|                   |     |           |       |      |       |       |
|                   | **  |           |       |      |       |       |
|                   | [1] |           |       |      |       |       |
|                   | {.u |           |       |      |       |       |
|                   | nde |           |       |      |       |       |
|                   | rli |           |       |      |       |       |
|                   | ne} |           |       |      |       |       |
|                   | /** |           |       |      |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | **I       | **I** | **   | **    | *     |
|                   |     | [2]{.unde |       | II** | III** | *IV** |
|                   |     | rline}/** |       |      |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Length     | A   | \- Refer  |       |      |       |       |
|                   |     | to        |       |      |       |       |
|                   |     | paragraph |       |      |       |       |
|                   |     | 301 -     |       |      |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Width      | B   | 60 ft     | 60 ft | 75   | 100   | 150   |
|                   |     |           |       | ft   | ft    | ft    |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 18 m      | 18 m  | 23 m | 30 m  | 45 m  |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Shoulder   |     | 10 ft     | 10 ft | 10   | 20 ft | 25 ft |
| Width             |     |           |       | ft   |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 3 m       | 3 m   | 3 m  | 6 m   | 7.5 m |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Blast Pad  |     | 80 ft     | 80 ft | 95   | 140   | 200   |
| Width             |     |           |       | ft   | ft    | ft    |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 24 m      | 24 m  | 29 m | 42 m  | 60 m  |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Blast Pad  |     | 60 ft     | 100   | 150  | 200   | 200   |
| Length            |     |           | ft    | ft   | ft    | ft    |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 18 m      | 30 m  | 45 m | 60 m  | 60 m  |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Safety     | C   | 120 ft    | 120   | 150  | 300   | 500   |
| Area Width        |     |           | ft    | ft   | ft    | ft    |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 36 m      | 36 m  | 45 m | 90 m  | 150 m |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Safety     |     | 240 ft    | 240   | 300  | 600   | 600   |
| Area              |     |           | ft    | ft   | ft    | ft    |
|                   |     |           |       |      |       |       |
| Length Prior to   |     |           |       |      |       |       |
| Landing Threshold |     |           |       |      |       |       |
| [3]{.underline}/, |     |           |       |      |       |       |
| [4]{.underline}/  |     |           |       |      |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 72 m      | 72 m  | 90 m | 180 m | 180 m |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Safety     | P   | 240 ft    | 240   | 300  | 600   | 1,000 |
| Area Length       |     |           | ft    | ft   | ft    | ft    |
| Beyond RW End     |     |           |       |      |       |       |
| [3]{.underline}/, |     |           |       |      |       |       |
| [4]{.underline}/  |     |           |       |      |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 72 m      | 72 m  | 90 m | 180 m | 300 m |
+-------------------+-----+-----------+-------+------+-------+-------+
| Obstacle Free     |     | \- Refer  |       |      |       |       |
| Zone Width and    |     | to        |       |      |       |       |
| Length            |     | paragraph |       |      |       |       |
|                   |     | 306 -     |       |      |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Object     | Q   | 250 ft    | 400   | 500  | 800   | 800   |
| Free Area Width   |     |           | ft    | ft   | ft    | ft    |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 75 m      | 120 m | 150  | 240 m | 240 m |
|                   |     |           |       | m    |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Object     | R   | 240 ft    | 240   | 300  | 600   | 1,000 |
| Free Area Length  |     |           | ft    | ft   | ft    | ft    |
| Beyond RW End     |     |           |       |      |       |       |
| [5]{.underline}/  |     |           |       |      |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 72 m      | 72 m  | 90 m | 180 m | 300 m |
+-------------------+-----+-----------+-------+------+-------+-------+

> [1]{.underline}/ Letters correspond to the dimensions on figures 2-1
> and 2-3. Use this table only when both ends of the runway provide not
> lower than ¾-statute mile approach visibility minimums.
>
> [2]{.underline}/ These dimensional standards pertain to facilities for
> small airplanes exclusively.
>
> [3]{.underline}/ The runway safety area (RSA) length begins at each
> runway end when a stopway is not provided. When a stopway is provided,
> the length begins at the stopway end.
>
> [4]{.underline}/ The standard RSA length beyond the runway end may be
> reduced to the standard RSA length prior to landing threshold if a
> standard Engineered Materials Arresting System (EMAS) is provided. To
> qualify for this reduction, the EMAS installation must provide the
> ability to stop the critical aircraft exiting the end of the runway at
> 70 knots, and the runway must provide either instrument or visual
> vertical guidance for approaches in the opposite direction. See AC
> 150/5220-22.
>
> [5]{.underline}/ The runway object free area length beyond the end of
> the runway never exceeds the standard RSA length beyond the runway end
> as provided by note 4 above.

**Table 3-2. Runway design standards for aircraft approach category A &
B runways with lower than 3/4-statute mile (1,200 m) approach visibility
minimums**

+-------------------+-----+-----------+-------+------+-------+-------+
| **ITEM**          | #   | ###       |       |      |       |       |
|                   | ### | ##### AIR |       |      |       |       |
|                   | ### | PLANE DES |       |      |       |       |
|                   | # D | IGN GROUP |       |      |       |       |
|                   | IM  |           |       |      |       |       |
|                   |     |           |       |      |       |       |
|                   | **  |           |       |      |       |       |
|                   | [1] |           |       |      |       |       |
|                   | {.u |           |       |      |       |       |
|                   | nde |           |       |      |       |       |
|                   | rli |           |       |      |       |       |
|                   | ne} |           |       |      |       |       |
|                   | /** |           |       |      |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | **I       | **I** | **   | **    | *     |
|                   |     | [2]{.unde |       | II** | III** | *IV** |
|                   |     | rline}/** |       |      |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Length     | A   | \- Refer  |       |      |       |       |
|                   |     | to        |       |      |       |       |
|                   |     | paragraph |       |      |       |       |
|                   |     | 301 -     |       |      |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Width      | B   | 75 ft     | 100   | 100  | 100   | 150   |
|                   |     |           | ft    | ft   | ft    | ft    |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 23 m      | 30 m  | 30 m | 30 m  | 45 m  |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Shoulder   |     | 10 ft     | 10 ft | 10   | 20 ft | 25 ft |
| Width             |     |           |       | ft   |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 3 m       | 3 m   | 3 m  | 6 m   | 7.5 m |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Blast Pad  |     | 95 ft     | 120   | 120  | 140   | 200   |
| Width             |     |           | ft    | ft   | ft    | ft    |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 29 m      | 36 m  | 36 m | 42 m  | 60 m  |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Blast Pad  |     | 60 ft     | 100   | 150  | 200   | 200   |
| Length            |     |           | ft    | ft   | ft    | ft    |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 18 m      | 30 m  | 45 m | 60 m  | 60 m  |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Safety     | C   | 300 ft    | 300   | 300  | 400   | 500   |
| Area Width        |     |           | ft    | ft   | ft    | ft    |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 90 m      | 90 m  | 90 m | 120 m | 150 m |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Safety     |     | 600 ft    | 600   | 600  | 600   | 600   |
| Area              |     |           | ft    | ft   | ft    | ft    |
|                   |     |           |       |      |       |       |
| Length Prior to   |     |           |       |      |       |       |
| Landing Threshold |     |           |       |      |       |       |
| [3]{.underline}/, |     |           |       |      |       |       |
| [4]{.underline}/  |     |           |       |      |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 180 m     | 180 m | 180  | 180 m | 180 m |
|                   |     |           |       | m    |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Safety     | P   | 600 ft    | 600   | 600  | 800   | 1,000 |
| Area Length       |     |           | ft    | ft   | ft    | ft    |
| Beyond RW End     |     |           |       |      |       |       |
| [3]{.underline}/  |     |           |       |      |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 180 m     | 180 m | 180  | 240 m | 300 m |
|                   |     |           |       | m    |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
| Obstacle Free     |     | \- Refer  |       |      |       |       |
| Zone Width and    |     | to        |       |      |       |       |
| Length            |     | paragraph |       |      |       |       |
|                   |     | 306 -     |       |      |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Object     | Q   | 800 ft    | 800   | 800  | 800   | 800   |
| Free Area Width   |     |           | ft    | ft   | ft    | ft    |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 240 m     | 240 m | 240  | 240 m | 240 m |
|                   |     |           |       | m    |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
| Runway Object     | R   | 600 ft    | 600   | 600  | 800   | 1,000 |
| Free Area Length  |     |           | ft    | ft   | ft    | ft    |
| Beyond RW End     |     |           |       |      |       |       |
| [5]{.underline}/  |     |           |       |      |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+
|                   |     | 180 m     | 180 m | 180  | 240 m | 300 m |
|                   |     |           |       | m    |       |       |
+-------------------+-----+-----------+-------+------+-------+-------+

> [1]{.underline}/ Letters correspond to the dimensions on figures 2-1
> and 2-3. Use this table for both ends of the runway even when one end
> does not have lower than ¾-statute mile visibility minimums.
>
> [2]{.underline}/ These dimensional standards pertain to facilities for
> small airplanes exclusively.
>
> [3]{.underline}/ The runway safety area (RSA) length begins at each
> runway end when a stopway is not provided. When a stopway is provided,
> the length begins at the stopway end.
>
> [4]{.underline}/ The standard RSA length beyond the runway end may be
> reduced to the standard RSA length prior to landing threshold if a
> standard Engineered Materials Arresting System (EMAS) is provided. To
> qualify for this reduction, the EMAS installation must provide the
> ability to stop the critical aircraft exiting the end of the runway at
> 70 knots, and the runway must provide either instrument or visual
> vertical guidance for approaches in the opposite direction. See AC
> 150/5220-22.
>
> [5]{.underline}/ The runway object free area length beyond the end of
> the runway never exceeds the standard RSA length beyond the runway end
> as provided by note 4 above.

**Table 3-3. Runway design standards for aircraft approach categories C
& D**

+-------------------+-----+------+------+------+------+------+------+
| **ITEM**          | #   | ##   |      |      |      |      |      |
|                   | ### | #### |      |      |      |      |      |
|                   | ### | ## A |      |      |      |      |      |
|                   | # D | IRPL |      |      |      |      |      |
|                   | IM  | ANE  |      |      |      |      |      |
|                   |     | DESI |      |      |      |      |      |
|                   | **  | GN G |      |      |      |      |      |
|                   | [1] | ROUP |      |      |      |      |      |
|                   | {.u |      |      |      |      |      |      |
|                   | nde |      |      |      |      |      |      |
|                   | rli |      |      |      |      |      |      |
|                   | ne} |      |      |      |      |      |      |
|                   | /** |      |      |      |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | *    | **   | **I  | **   | *    | **   |
|                   |     | *I** | II** | II** | IV** | *V** | VI** |
+-------------------+-----+------+------+------+------+------+------+
| Runway Length     | A   | \-   |      |      |      |      |      |
|                   |     | R    |      |      |      |      |      |
|                   |     | efer |      |      |      |      |      |
|                   |     | to   |      |      |      |      |      |
|                   |     | p    |      |      |      |      |      |
|                   |     | arag |      |      |      |      |      |
|                   |     | raph |      |      |      |      |      |
|                   |     | 301  |      |      |      |      |      |
|                   |     | -    |      |      |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
| Runway Width      | B   | 100  | 100  | 100  | 150  | 150  | 200  |
|                   |     | ft   | ft   | ft   | ft   | ft   | ft   |
|                   |     |      |      | [2]{ |      |      |      |
|                   |     |      |      | .und |      |      |      |
|                   |     |      |      | erli |      |      |      |
|                   |     |      |      | ne}/ |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 30 m | 30 m | 30 m | 45 m | 45 m | 60 m |
|                   |     |      |      | [2]{ |      |      |      |
|                   |     |      |      | .und |      |      |      |
|                   |     |      |      | erli |      |      |      |
|                   |     |      |      | ne}/ |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
| Runway Shoulder   |     | 10   | 10   | 20   | 25   | 35   | 40   |
| Width             |     | ft   | ft   | ft   | ft   | ft   | ft   |
| [3]{.underline}/  |     |      |      | [2]{ |      |      |      |
|                   |     |      |      | .und |      |      |      |
|                   |     |      |      | erli |      |      |      |
|                   |     |      |      | ne}/ |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 3 m  | 3 m  | 6 m  | 7.5  | 10.5 | 12 m |
|                   |     |      |      | [2]{ | m    | m    |      |
|                   |     |      |      | .und |      |      |      |
|                   |     |      |      | erli |      |      |      |
|                   |     |      |      | ne}/ |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
| Runway Blast Pad  |     | 120  | 120  | 140  | 200  | 220  | 280  |
| Width             |     | ft   | ft   | ft   | ft   | ft   | ft   |
|                   |     |      |      | [2]{ |      |      |      |
|                   |     |      |      | .und |      |      |      |
|                   |     |      |      | erli |      |      |      |
|                   |     |      |      | ne}/ |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 36 m | 36 m | 42 m | 60 m | 66 m | 84 m |
|                   |     |      |      | [2]{ |      |      |      |
|                   |     |      |      | .und |      |      |      |
|                   |     |      |      | erli |      |      |      |
|                   |     |      |      | ne}/ |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
| Runway Blast Pad  |     | 100  | 150  | 200  | 200  | 400  | 400  |
| Length            |     | ft   | ft   | ft   | ft   | ft   | ft   |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 30 m | 45 m | 60 m | 60 m | 120  | 120  |
|                   |     |      |      |      |      | m    | m    |
+-------------------+-----+------+------+------+------+------+------+
| Runway Safety     | C   | 500  | 500  | 500  | 500  | 500  | 500  |
| Area Width        |     | ft   | ft   | ft   | ft   | ft   | ft   |
| [4]{.underline}/  |     |      |      |      |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 150  | 150  | 150  | 150  | 150  | 150  |
|                   |     | m    | m    | m    | m    | m    | m    |
+-------------------+-----+------+------+------+------+------+------+
| Runway Safety     |     | 600  | 600  | 600  | 600  | 600  | 600  |
| Area              |     | ft   | ft   | ft   | ft   | ft   | ft   |
|                   |     |      |      |      |      |      |      |
| Length Prior to   |     |      |      |      |      |      |      |
| Landing Threshold |     |      |      |      |      |      |      |
| [5]{.underline}/, |     |      |      |      |      |      |      |
| [6]{.underline}/  |     |      |      |      |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 180  | 180  | 180  | 180  | 180  | 180  |
|                   |     | m    | m    | m    | m    | m    | m    |
+-------------------+-----+------+------+------+------+------+------+
| Runway Safety     | P   | 1    | 1    | 1    | 1    | 1    | 1    |
| Area Length       |     | ,000 | ,000 | ,000 | ,000 | ,000 | ,000 |
| Beyond RW End     |     | ft   | ft   | ft   | ft   | ft   | ft   |
| [5]{.underline}/, |     |      |      |      |      |      |      |
| [6]{.underline}/  |     |      |      |      |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 300  | 300  | 300  | 300  | 300  | 300  |
|                   |     | m    | m    | m    | m    | m    | m    |
+-------------------+-----+------+------+------+------+------+------+
| Obstacle Free     |     | \-   |      |      |      |      |      |
| Zone Width and    |     | R    |      |      |      |      |      |
| Length            |     | efer |      |      |      |      |      |
|                   |     | to   |      |      |      |      |      |
|                   |     | p    |      |      |      |      |      |
|                   |     | arag |      |      |      |      |      |
|                   |     | raph |      |      |      |      |      |
|                   |     | 306  |      |      |      |      |      |
|                   |     | -    |      |      |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
| Runway Object     | Q   | 800  | 800  | 800  | 800  | 800  | 800  |
| Free Area Width   |     | ft   | ft   | ft   | ft   | ft   | ft   |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 240  | 240  | 240  | 240  | 240  | 240  |
|                   |     | m    | m    | m    | m    | m    | m    |
+-------------------+-----+------+------+------+------+------+------+
| Runway Object     | R   | 1    | 1    | 1    | 1    | 1    | 1    |
| Free Area Length  |     | ,000 | ,000 | ,000 | ,000 | ,000 | ,000 |
| Beyond RW End     |     | ft   | ft   | ft   | ft   | ft   | ft   |
| [7]{.underline}/  |     |      |      |      |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 300  | 300  | 300  | 300  | 300  | 300  |
|                   |     | m    | m    | m    | m    | m    | m    |
+-------------------+-----+------+------+------+------+------+------+

> [1]{.underline}/ Letters correspond to the dimensions on figures 2-1
> and 2-3.
>
> 2/ For Airplane Design Group III serving airplanes with maximum
> certificated takeoff weight greater than 150,000 pounds (68,100 kg),
> the standard runway width is 150 feet (45 m), the shoulder width is 25
> feet (7.5 m), and the runway blast pad width is 200 feet (60 m).
>
> 3/ Design Groups V and VI normally require stabilized or paved
> shoulder surfaces.
>
> 4/ For Airport Reference Code C-I and C-11, a runway safety area width
> of 400 feet (120 m) is permissible. For runways designed after 2/28/83
> to serve Aircraft Approach Category D, the runway safety area width
> increases 20 feet (6 m) for each 1,000 feet (300 m) of airport
> elevation above MSL. Refer to paragraph 305.
>
> 5/ The runway safety area (RSA) length begins at each runway end when
> a stopway is not provided. When a stopway is provided, the length
> begins at the stopway end.
>
> [6]{.underline}/ The standard RSA length beyond the runway end may be
> reduced to the standard RSA length prior to landing threshold if a
> standard Engineered Materials Arresting System (EMAS) is provided. To
> qualify for this reduction, the EMAS installation must provide the
> ability to stop the critical aircraft exiting the end of the runway at
> 70 knots, and the runway must provide either instrument or visual
> vertical guidance for approaches in the opposite direction. See AC
> 150/5220-22.
>
> [7]{.underline}/ The runway object free area length beyond the end of
> the runway never exceeds the standard RSA length beyond the runway end
> as provided by note 6 above.

This page intentionally left blank.

**Chapter 4. TAXIWAY AND TAXILANE DESIGN**

**400. INTRODUCTION.** This chapter presents the design standards for
taxiways, taxilanes, and associated airport elements.

**401. DIMENSIONAL STANDARDS.** Tables 4-1 and 4-2 present the
dimensional standards for taxiway, taxilanes, and associated elements.
Appendix 9 discusses the relationship between airplane physical
characteristics and the design of taxiway and taxilane elements. The
rationale presented there is useable, on a case-by-case basis, to adapt
separation standards to meet unusual local conditions or to accommodate
a specific airplane within an airplane design group.

**402. TAXIWAY SHOULDERS.** Provide stabilized or paved shoulders to
reduce the possibility of blast erosion and engine ingestion problems
associated with jet engines that overhang the edge of the taxiway
pavement. Table 4-1 presents taxiway shoulder width standards. Soil with
turf not suitable for this purpose requires a stabilized or low-cost
paved surface. Chapter 8 contains additional information on this
subject.

**403. TAXIWAY SAFETY AREA (TSA).** The taxiway safety area is centered
on the taxiway centerline. Table 4-1 presents taxiway safety area
dimensional standards.

**a. Design Standards.** The taxiway safety area shall be:

\(1\) cleared and graded and have no potentially hazardous ruts, humps,
depressions, or other surface variations;

\(2\) drained by grading or storm sewers to prevent water accumulation;

\(3\) capable, under dry conditions, of supporting snow removal
equipment, aircraft rescue and firefighting equipment, and the
occasional passage of aircraft without causing structural damage to the
aircraft, and

\(4\) free of objects, except for objects that need to be located in the
taxiway safety area because of their function. Objects higher than 3
inches (7.6 cm) above grade should be constructed on low impact
resistant supports (frangible mounted structures) of the lowest
practical height with the frangible point no higher than 3 inches (7.6
cm) above grade. Other objects, such as manholes, should be constructed
at grade. In no case should their height exceed 3 inches (7.6 cm) above
grade.

**b. Construction Standards.** Compaction of taxiway safety areas shall
be to FAA specification P-152 found in AC 150/5370-10.

**404. TAXIWAY AND TAXILANE OBJECT FREE AREA (OFA).** The taxiway and
taxilane OFAs are centered on the taxiway and taxilane centerlines as
shown in figures A9-2, A9-3, and A9-4.

**a.** The taxiway and taxilane OFA clearing standards prohibit service
vehicle roads, parked airplanes, and above ground objects, except for
objects that need to be located in the OFA for air navigation or
aircraft ground maneuvering purposes. Vehicles may operate within the
OFA provided they give right of way to oncoming aircraft by either
maintaining a safe distance ahead or behind the aircraft or by exiting
the OFA to let the aircraft pass. Provide vehicular exiting areas along
the outside of the OFA where required. Table 4-1 specifies the standard
dimensions for OFAs.

**b.** OFA clearance fillets shall be provided at intersections and
turns where curved taxiway or taxilane centerline pavement markings,
reflectors, or lighting are provided. The OFA clearance fillets shall be
configured to provide the standard wingtip clearance for the using
aircraft. Appendix 9 provides guidance for finding the wingtip trace and
Table 4-3 specifies the standard wingtip clearances.

**c.** Offset taxilane pavement markings may be used at existing
facilities where it is impracticable to upgrade the facility to existing
standards or as a temporary measure to assure adequate wingtip clearance
until upgraded facilities meeting design standards are completed. The
offset taxilane pavement markings should be located on an arc offset and
parallel to the curved centerline. The radius of the offset arc should
be approximately (R^2^ + d^2^)^0.5^. R being the radius of the taxilane
turn and d being a representative distance from the center of cockpit to
the center of the main undercarriage of the larger wingspan aircraft.
Increasing the offset radius increases the clearance inside of the curve
while decreasing the clearance outside of the curve. Both clearances for
each of the larger wingspan aircraft need to be examined. Where offset
taxilane pavement markings are provided, centerline lighting or
reflectors are required.

**405. PARALLEL TAXIWAY**. A basic airport consists of a runway with a
full-length parallel taxiway, an apron, and connecting transverse
taxiways between the runway, parallel taxiway, and the apron.

**a. Separation Distance.** Tables 2-1 and 2-2 show the standard
separation distances between parallel taxiways and runways.

**b. Centerline Profile.** The centerline profile of a parallel taxiway
should prevent excessive longitudinal grades on crossover or transverse
taxiways. Chapter 5 provides the standards for taxiway longitudinal
grades.

**406. TAXIWAY INTERSECTIONS.** An airplane pilot may negotiate a
taxiway turn by either maintaining the cockpit over the centerline or by
judgmental oversteering.

**a. Cockpit Over Centerline.** Taxiway intersections designed to
accommodate cockpit over centerline steering require more pavement, but
enable more rapid movement of traffic with minimal risk of aircraft
excursions from the pavement surface. Intersections should be designed
to accommodate cockpit over centerline steering to the extent
practicable. Where taxiway centerline lighting or reflectors are
installed, intersections shall be designed for cockpit over centerline
steering.

**b. Judgmental Oversteering.** Taxiway intersections designed to
accommodate the judgmental oversteering method of maneuvering require
the least pavement widening. However, judgmental oversteering requires
complex maneuvering, increases the risk of aircraft excursions from the
pavement surface, and slows the flow of traffic.

**c. Design.** Figure 4-1 shows the most common designs of
taxiway-taxiway intersections and tables 4-1 and 4-2 present associated
dimensional standards. The designs also apply to taxiway-apron
intersections. Adjusting these shapes to achieve more efficient
construction procedures may be desirable and should be a cost basis
consideration. For example, squaring the venturi areas or designing the
pavement fillets, by using either the methodology presented in appendix
10 or a computer program to provide the standard taxiway edge safety
margin, may produce a more cost-effective design. Figure 4-4 is a
printout from such a program that is operable on an IBM PC compatible
computer. Appendix 11 gives details on availability of this program.

**d. Limitations.** The criteria depicted in figure 4-1 apply to
taxiway-taxiway intersections and taxiway-apron intersections and not to
runway-taxiway intersections. Discussion and details on runway-taxiway
intersections with accompanying figures are in subsequent paragraphs.

**407. ENTRANCE TAXIWAYS.**

**a. Dual Use.** An entrance taxiway also serves as the final exit
taxiway on a bidirectional runway. It is normally in the form of an "L"
taxiway intersection with a right angle connection to the runway.

**b. Radius.** The centerline radius of curvature should be as large as
possible to accommodate higher speeds. The radius is dependent on the
separation distance between the runway and parallel taxiway.

**c. Design.** The entrance design shown in figure 4-5, with a
centerline radius of 200 feet (60 m), will allow entrance speeds of 20
mph (30 km per hour), the minimum design speed for the taxiway system.
Larger radii will permit higher entrance speeds. The design width
requires at least the taxiway edge safety margin specified in table 4-1.

**408. BYPASS TAXIWAYS.** Air traffic personnel at busy airports
encounter occasional bottlenecks when moving airplanes ready for
departure to the desired takeoff runway. Bottlenecks result when a
preceding airplane is not ready for takeoff and blocks the access
taxiway. Bypass taxiways provide flexibility in runway use by permitting
ground maneuvering of steady streams of departing airplanes. An analysis
of existing and projected traffic indicates if a bypass taxiway will
enhance traffic flow.

**a. Location.** Bypass taxiway locations are normally at or near the
runway end. They can be parallel to the main entrance taxiway serving
the runway, as shown in figure 4-6, or used in combination with the dual
parallel taxiways, as depicted in figure 4-7.

**b. Design.** Bypass taxiway widths require at least the standard
taxiway edge safety margin. The separation and clearance standards are
the same as for parallel taxiways.

**409. HOLDING BAYS.** Providing holding bays instead of bypass taxiways
also enhances capacity. Holding bays provide a standing space for
airplanes awaiting final air traffic control (ATC) clearance and to
permit those airplanes already cleared to move to their runway takeoff
position. By virtue of their size, they enhance maneuverability for
holding airplanes while also permitting bypass operations. A holding bay
should be provided when runway operations reach a level of 30 per hour.

**a. Location.** Although the most advantageous position for a holding
bay is adjacent to the taxiway serving the runway end, it may be
satisfactory in other locations. Place holding bays to keep airplanes
out of the OFZ and the runway safety area, as well as avoiding
interference with instrument landing system operations.

**b. Design.** Figure 4-8 shows some typical holding bay configurations.
Paving the area between dual parallel taxiways may provide an acceptable
holding bay.

**410. TURNAROUNDS.** A turnaround can serve as a combination holding
bay and bypass taxiway, when it is not economically feasible to provide
a parallel taxiway. The turnaround needs to extend far enough away from
the runway so airplanes will be able to remain behind the hold line.
Figure 4-9 shows a taxiway turnaround.

**411. DUAL PARALLEL TAXIWAYS.** To accommodate high-density traffic,
airport planners should consider multiple access to runways. For
example, to facilitate ATC handling when using directional flow
releases, e.g., south departure, west departure, etc., airplanes may be
selectively queued on dual (or even triple) parallel taxiways. A dual
parallel taxiway need not extend the full length of runway. Crossover
taxiways between dual parallel taxiways increase flexibility. See figure
4-10.

**412. TAXIWAY BETWEEN PARALLEL RUNWAYS.** A taxiway located between two
parallel runways requires a centerline separation from each runway to
meet the standard separation distance specified in table 2-1.

**413. EXIT TAXIWAYS.** Design and locate exit taxiways to meet the
operational requirements of the airport.

**a. Efficiency.** Appendix 9 provides guidance on exit taxiway location
utilization. AC 150/5060-5 provides guidance on the effect of exit
taxiway location on runway capacity. Exit taxiways should permit free
flow to the parallel taxiway or at least to a point where air traffic
control considers the airplane clear of the runway.

**b. Type.** A decision to provide a right-angled exit taxiway or a
standard acute-angled exit taxiway rests upon an analysis of the
existing and contemplated traffic. The purpose of an acute-angled exit
taxiway, commonly referred to as a "high speed exit," is to enhance
airport capacity. However, when the design peak hour traffic is less
than 30 operations (landings and takeoffs), a properly located
right-angled exit taxiway will achieve an efficient flow of traffic.

**c. Separation.** The type of exit taxiway influences runway and
taxiway separation. The standard runway-taxiway separations specified in
tables 2-1 and 2-2 are satisfactory for right-angled exit taxiways. A
separation distance of at least 600 feet (180 m) is necessary for an
efficient acute-angled exit taxiway, which includes a reverse curve for
"double-back" operations. The runway-taxiway separations specified in
tables 2-1 and 2-2 are adequate for acute-angled exits where the taxiway
traffic flow is in the direction of landing.

**d. Configuration.** Figure 4-1 illustrates the configuration for a
right-angled exit taxiway. An entrance spiral of at least 30 degrees and
300 feet (90 m) in length should be provided. Figure 4-12 illustrates
the standard acute-angled exit taxiway with a 30-degree angle of
intersection and a 1,400-foot (420 m) entrance spiral. When runway
capacity needs justify the additional cost, high-visibility taxiway
centerline lights can be added and the exit taxiway widened by doubling
the taxiway edge safety margin. These design enhancements will increase
pilot acceptance of an exit. Figures 4-13 and 4-14 present a computer
printout of layout data for a 1,400-foot (420 m) spiral exit using a
program operable on IBM compatible equipment. Appendix 11 gives details
on the availability of this program.

**414. APRON TAXIWAYS AND TAXILANES.** Requirements often exist to
provide through-taxi routes across an apron and to provide access to
gate positions or other terminal areas.

**a. Apron Taxiways.** Apron taxiways may be located either inside or
outside the movement area. Apron taxiways require the same separations
as other taxiways. When the apron taxiway is along the edge of the
apron, locate its centerline inward from the apron edge at a distance
equal to one-half of the width of the taxiway structural pavement. A
shoulder is necessary along the outer edge in addition to the taxiway
safety area and the separations specified in tables 2-1, 2-2, 2-3, and
4-1.

**b. Taxilanes.** Taxilanes are located outside the movement area.
Taxilanes provide access from taxiways (usually an apron taxiway) to
airplane parking positions and other terminal areas. When the taxilane
is along the edge of the apron, locate its centerline inward from the
apron edge at a distance equal to one-half of the width of the taxiway
structural pavement and satisfy other apron edge taxiway criteria, i.e.,
a shoulder, safety area, and the separations specified in tables 2-1,
2-2, 2-3, and 4-1.

**c. Visibility.** Airport traffic control tower personnel require a
clear line of sight to all apron taxiways under air traffic control
(ATC). Although ATC is not responsible for controlling taxilane traffic,
a clear line of sight to taxilanes is desirable.

**415. END-AROUND TAXIWAYS.** In an effort to increase operational
capacity, airports have added dual and sometimes triple parallel
runways, which can cause delays when outboard runway traffic has to
cross active inboard runways to make its way to the terminal. To improve
efficiency and provide a safe means of movement around the departure end
of a runway, it might be feasible to construct a taxiway that allows
aircraft to transition around the ends of the runway. This type of
taxiway is called an End-Around Taxiway (EAT). See figure 4-15.

**a. Design Considerations.** End-around taxiways must remain outside of
the standard runway safety area (RSA), which extends 1,000 feet along
the centerline extended of the departure end of the runway (DER). In
addition, the EAT must be entirely outside of the ILS critical area. An
airspace study for each site should be performed to verify if the tail
height of the critical design group aircraft operating on the EAT does
not penetrate any FAA Order 8260.3 TERPS surface and meets the
requirements of 14 CFR 121.189 for the net takeoff flight path to clear
all obstacles either by a height of at least 35 feet vertically, or by
at least 200 feet horizontally within the airport boundaries.

**b. Visual Screen.** The placement and configuration of EATs must take
into account additional restrictions to prevent interfering with
navigational aids, approaches and departures from the runway(s) with
which they are associated. In order to avoid potential issues where
pilots departing from a runway with an EAT might mistake an aircraft
taxiing on the EAT for one actually crossing near the departure end of
the runway, a visual screen type device may be required, depending on
the elevation changes at a specific location. Through a partial or
complete masking effect, the visual screen will enable pilots to better
discern when an aircraft is crossing the active runway versus operating
on the EAT. The intent is to eliminate any false perceptions of runway
incursions, which could lead to unnecessary aborted takeoffs, and alert
pilots to actual incursion situations. A visual screen is required for
any new EAT unless the elevation of the EAT centerline, at a point in
line with the extended runway centerline, is at least 29 feet below the
elevation at the DER, so the terrain creates a natural masking of the
aircraft on the EAT. Research has shown that "masking" is accomplished
at a height where a critical design group aircraft's wing-mounted engine
nacelle would be blocked from view, as discerned from the V-1 point
during take-off. DO not locate the visual screen structure within any
runway safety area, taxiway obstacle free zone, critical ILS area, or
should it penetrate the inner approach OFZ, the approach light plane or
other TERPS surfaces.

**(1) Screen Sizing.** The size of the EAT visual screen is dependent on
the runway geometry, the size of the critical design group aircraft
operating at that particular airport (on both the departing and EAT),
and the elevation relationship between the EAT and the departing runway.

**(a) Horizontal Geometry.** The width of the screen should be designed
to be perceived to originate and end at the taxiway/runway hold line(s)
at the DER from a position on the runway equivalent to V1 (take-off
decision speed under maximum conditions) for the critical design group
aircraft. In order to calculate the screen width, the distance to where
the screen will be located beyond the runway end must first be
determined. From the runway centerline location of V1 for the design
aircraft, lines are drawn through the runway hold line position closest
to the DER (normally derived from the Aircraft Holding Position Location
in Advisory Circular 150/5340-18) and extended until they intersect with
a line perpendicular to the runway at the screen location. See figure
4-16. Use the formula in Figure 4-17 to calculate the width of the
visual screen.

**(b) Vertical Geometry.** The vertical height of the screen must be
designed so the top of the screen will mask that portion of an aircraft
that extends up to where the top of a wing-mounted engine nacelle would
be of a critical design group aircraft taxiing on the EAT, as viewed
from the cockpit of the same design group aircraft at the typical V1
point on the departure runway. In a situation where the EAT and the DER
elevation are the same, the lower edge of the visual panels should be at
the same vertical height as the centerline of the DER. The visual panels
of the screen should extend from that point, up to the heights shown in
table 4-4, depending on the design group aircraft. For the higher design
groups, it is permissible to have the lower limit of the visual screen
up to two (2) feet above the DER elevation, as shown in table 4-4.
Variations in terrain at the site where the screen is to be constructed
will need to be considered, and they may result in the screen being a
sizeable distance off the ground. In the event the EAT and DER are at
different elevations, either higher or lower, the overall screen height
will have to be adjusted to ensure the same masking capability. Tables
4-5, 4-6, and 4-7 provide guidance on determining the height of the
visual screen for the respective design groups if the elevation of the
EAT is below the elevation of the DER. If the EAT is lower than 29 feet
in elevation as compared to the centerline of the DER, a screen is not
required. Table 4-8 provides guidance on determining the height of the
visual screen for design groups 3 through 6 if the elevation of the EAT
is above the elevation of the DER. It may be feasible to grade the site
of the visual screen to allow for an additional 2-foot separation
between the visual screen panels and the ground for mowing access.

**(2) Screen Construction.** The visual screen must be constructed to
perform as designed and be durable, resistant to weather, frangible, and
resistant to excessive wind speeds. The visual screen comprises
foundations, frame, connection hardware, and front panels.

**(a) Foundations.** The foundation of the screen structure should be
sufficient to hold the visual screen in position. The base of the
foundation should have a sufficient mow strip around it to provide a
safety buffer between mowing equipment and the screen structure.

**(b) Frame**. The frame structure of the screen should be constructed
so it is durable, able to withstand wind loading, and frangible in
construction. Figure 4-18 illustrates three methods for constructing the
frame structure, depending on the overall height of the structure. The
visual screen structure should be constructed to allow the front panels
of the screen to be angled upward 12 (1) degrees from the vertical
plane. All connections within the frame structure, the panels, and the
foundations should be designed to break away from the structure in the
event an aircraft impacts them.

**(c) Front Panel.** The front panel of the visual screen should be
designed so it is conspicuous from the runway side of the screen. The
front panel should be constructed of aluminum honeycomb material, as
described in the next paragraph. The replaceable front panels should be
12 feet long and 4 feet high and attached to the frame structure so as
to allow easy replacement if necessary. See figure 4-19.

**(i) Aluminum Honeycomb Performance Criteria.** The screen panels
should be constructed of aluminum honeycomb material, as described in
this section. The front panel of the screen should be constructed of
4-foot-tall panels, with the remaining difference added as required. For
example, three 4-foot-high panels plus one 1-foot-tall panel would be
used to create a 13-foot-tall screen. These panels should be undersized
by 0.50 inches to allow for thermal and deflection movements. The front
and back panel faces should be specified to meet the required deflection
allowance and should be a minimum 0.04 inches thick. The honeycomb
material should be of sufficient thickness to meet the required
deflection allowance, but should not be more than 3 inches thick. The
internal aluminum honeycomb diameter should be of sufficient strength to
meet the required deflection allowance, but should not be more than 0.75
inches in diameter. The panel edge closures should be of aluminum tube
that is 1 inch times the thickness of the honeycomb and sealed. The
deflection allowance for the screen is 0.50 inches maximum at the center
of the panel when supported by four points at the corner of the panel.
The panel faces should have a clear anodized finish on both front and
back. The wind-loading deflection should be as specified in table 4-9.

**(ii) Pattern.** The front panel of the screen should visually depict a
continuous, alternating red and white, diagonal striping of 12-foot-wide
stripes set at a 45-degree angle five (5) degrees, sloped either all to
the left or all to the right. To provide maximum contrast, the slope of
the diagonal striping on the screen should be opposite the slope of
aircraft tails operating in the predominant flow on the EAT, as shown in
Figure 4-20.

**(iii) Color.** The front panel of the screen should be reflective red
and white. The colors of the retroreflective sheeting used to create the
visual screen must conform to Chromaticity Coordinate Limits shown in
table 4-10, when measured in accordance with Federal Specification
FP-85, Section 718.01(a), or ASTM D 4956.

**(iv) Reflectivity.** The surface of the front panel should be
reflective on the runway side of the screen. Measurements should be made
in accordance with ASTM E810, *Standard Test Method for Coefficient of
Retro-reflection of Retro-reflective Sheeting.* The sheeting must
maintain at least 90 percent of its values, as shown in table 4-11, with
water falling on the surface, when measured in accordance with the
standard rainfall test of FP-85, Section 718.02(a), and Section 7.10.0
of AASHTO M 268.

**(v) Adhesion.** The screen surface material must have a
pressure-sensitive adhesive, which conforms to adhesive requirements of
FP-85 (Class 1) and ASTM D 4956 (Class 1). The pressure-sensitive
adhesive is recommended for application by hand or with a mechanical
squeeze roller applicator. This type adhesive lends itself to
large-scale rapid production of signs. Applications should be made with
sheeting and substrate at temperatures above 65˚ F (18˚C).

**(3) Environmental Performance.** The front panel of the screen surface
material and all its required components must be designed for continuous
outdoor use under the following conditions:

**(a) Temperature.** Screen surface material must withstand the
following ambient temperature ranges: -4 degrees to +131 degrees F (-20
degrees to +55 degrees C).

**(b) Wind Loading.** The screen must be able to sustain exposure to
wind velocities of at least 90 mph or the appropriate velocity rating
anticipated for the specific airport location, whichever is greater.

**(c) Rain.** The screen surface material must withstand exposure to
wind-driven rain.

**(d) Sunlight.** The screen surface material must withstand exposure to
direct sunlight.

**(e) Lighting.** If required, the top edge of the visual screen should
be illuminated with steady burning, L-810 FAA-approved obstruction
lighting, as provided in the current version of AC 150/5345-43, and
positioned as specified in paragraph 58(b) of the current version of AC
70/7460-1.

(**4) Provision for Alternate Spacing of Visual Screen.** If access is
needed through the area where the visual screen is constructed, various
sections of the screen may be staggered up to 50 feet from each other,
as measured from the runway end, so an emergency vehicle can safely
navigate between the staggered sections of screen. The sections of
screen must be overlapped so the screen appears to be unbroken when
viewed from the runway, at the V1 takeoff position.

**(5) Frangibility.** The screen structure, including all of its
components, should be of the lowest mass possible to meet the design
requirements so as to minimize damage should the structure be impacted.
The foundations at ground level should be designed so they will shear on
impact, the vertical supports should be designed so they will give way,
and the front panels should be designed so they will release from the
screen structure if impacted. The vertical support posts should be
tethered at the base so they will not tumble when struck. Figure 4-21
provides information on how this level of frangibility can be achieved.

**(6) Navigational Aid Consideration.** The following considerations
should be given when determining the siting and orientation of the
visual screen. The visual screen may have adverse affects on
navigational aids if it is not sited properly. The uniqueness and
complexity of the airport siting environment requires that all
installations be addressed on a case-by-case basis, so mitigations can
be developed to ensure the installation of the visual screen does not
significantly navigational aid performance.

**(a) Approach Light Plane.** No part of the visual screen may penetrate
the approach light plane.

**(b) Radar Interference.** Research has shown that a visual screen
erected on an airport equipped with Airport Surface Detection Equipment
(ASDE) may reflect signals that are adverse to the ASDE operation. To
avoid this, the visual screen should be tilted back/away (on the side
facing the ASDE) 12 degrees (1). This will minimize or eliminate false
radar targets generated by reflections off the screen surface. Examples
of this tilting are shown in figure 4-18.

**(c) Instrument Landing System (ILS) Interference.** Research has shown
that the presence of visual screens on a runway instrumented with an ILS
system (localizer and glide slope) will generally not affect or
interfere with the operation of the system. An analysis must be
performed for glide slopes, especially null reference glide slopes,
prior to the installation of the screens. The uniqueness and complexity
of the airport siting environment requires that all installations be
addressed on a case-by-case basis, so mitigations can be developed to
ensure the installation of the visual screen does not significantly
impact the performance of the ILS.

**416. to 499. RESERVED.**

######## 

######## Table 4-1. Taxiway dimensional standards

+-------------------+-----+------+------+------+------+------+------+
| ITEM              | DIM | AIRP |      |      |      |      |      |
|                   |     | LANE |      |      |      |      |      |
|                   | [   | DE   |      |      |      |      |      |
|                   | 1]{ | SIGN |      |      |      |      |      |
|                   | .un | G    |      |      |      |      |      |
|                   | der | ROUP |      |      |      |      |      |
|                   | lin |      |      |      |      |      |      |
|                   | e}/ |      |      |      |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | I    | II   | III  | IV   | V    | VI   |
+-------------------+-----+------+------+------+------+------+------+
| Taxiway Width     | W   | 25   | 35   | 50   | 75   | 75   | 100  |
|                   |     | ft   | ft   | ft   | ft   | ft   | ft   |
|                   |     |      |      | [2]{ |      |      |      |
|                   |     |      |      | .und |      |      |      |
|                   |     |      |      | erli |      |      |      |
|                   |     |      |      | ne}/ |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 7.5  | 10.5 | 15 m | 23 m | 23 m | 30 m |
|                   |     | m    | m    | [2]{ |      |      |      |
|                   |     |      |      | .und |      |      |      |
|                   |     |      |      | erli |      |      |      |
|                   |     |      |      | ne}/ |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
| Taxiway Edge      |     | 5 ft | 7.5  | 10   | 15   | 15   | 20   |
| Safety Margin     |     |      | ft   | ft   | ft   | ft   | ft   |
| [3]{.underline}/  |     |      |      | [4]{ |      |      |      |
|                   |     |      |      | .und |      |      |      |
|                   |     |      |      | erli |      |      |      |
|                   |     |      |      | ne}/ |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 1.5  | 2.25 | 3 m  | 4.5  | 4.5  | 6 m  |
|                   |     | m    | m    | [4]{ | m    | m    |      |
|                   |     |      |      | .und |      |      |      |
|                   |     |      |      | erli |      |      |      |
|                   |     |      |      | ne}/ |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
| Taxiway Pavement  |     | \-   |      |      |      |      |      |
| Fillet            |     | R    |      |      |      |      |      |
| Configuration     |     | efer |      |      |      |      |      |
|                   |     | to   |      |      |      |      |      |
|                   |     | T    |      |      |      |      |      |
|                   |     | able |      |      |      |      |      |
|                   |     | 4-2  |      |      |      |      |      |
|                   |     | -    |      |      |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
|                   |     |      |      |      |      |      |      |
+-------------------+-----+------+------+------+------+------+------+
| Taxiway Shoulder  |     | 10   | 10   | 20   | 25   | 35   | 40   |
| Width             |     | ft   | ft   | ft   | ft   | ft   | ft   |
|                   |     |      |      |      |      | [5]{ | [5]{ |
|                   |     |      |      |      |      | .und | .und |
|                   |     |      |      |      |      | erli | erli |
|                   |     |      |      |      |      | ne}/ | ne}/ |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 3 m  | 3 m  | 6 m  | 7.5  | 10.5 | 12 m |
|                   |     |      |      |      | m    | m    | [5]{ |
|                   |     |      |      |      |      | [5]{ | .und |
|                   |     |      |      |      |      | .und | erli |
|                   |     |      |      |      |      | erli | ne}/ |
|                   |     |      |      |      |      | ne}/ |      |
+-------------------+-----+------+------+------+------+------+------+
| Taxiway Safety    | E   | 49   | 79   | 118  | 171  | 214  | 262  |
| Area Width        |     | ft   | ft   | ft   | ft   | ft   | ft   |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 15 m | 24 m | 36 m | 52 m | 65 m | 80 m |
+-------------------+-----+------+------+------+------+------+------+
| Taxiway Object    |     | 89   | 131  | 186  | 259  | 320  | 386  |
| Free Area Width   |     | ft   | ft   | ft   | ft   | ft   | ft   |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 27 m | 40 m | 57 m | 79 m | 97 m | 118  |
|                   |     |      |      |      |      |      | m    |
+-------------------+-----+------+------+------+------+------+------+
| Taxilane Object   |     | 79   | 115  | 162  | 225  | 276  | 334  |
| Free Area Width   |     | ft   | ft   | ft   | ft   | ft   | ft   |
+-------------------+-----+------+------+------+------+------+------+
|                   |     | 24 m | 35 m | 49 m | 68 m | 84 m | 102  |
|                   |     |      |      |      |      |      | m    |
+-------------------+-----+------+------+------+------+------+------+

> [1]{.underline}/ Letters correspond to the dimensions on figures 2-1
> and 4-1.
>
> [2]{.underline}/ For airplanes in Airplane Design Group III with a
> wheelbase equal to or greater than 60 feet (18 m), the standard
> taxiway width is 60 feet (18 m).

[3]{.underline}/ The taxiway edge safety margin is the minimum
acceptable distance between the outside of the airplane wheels and the
pavement edge.

> [4]{.underline}/ For airplanes in Airplane Design Group III with a
> wheelbase equal to or greater than 60 feet (18 m), the taxiway edge
> safety margin is 15 feet (4.5 m).

[5]{.underline}/ Airplanes in Airplane Design Groups V and VI normally
require stabilized or paved taxiway shoulder surfaces.

> Consideration should be given to objects near runway/taxiway/taxilane
> intersections, which can be impacted by exhaust wake from a turning
> aircraft.
>
> The values obtained from the following equations may be used to show
> that a modification of standards will provide an acceptable level of
> safety. Refer to paragraph 6 for guidance on modification of standards
> requirements.

Taxiway safety area width equals the airplane wingspan;

> Taxiway OFA width equals 1.4 times airplane wingspan plus 20 feet (6
> m); and
>
> Taxilane OFA width equals 1.2 times airplane wingspan plus 20 feet (6
> m).

![](media/image3.wmf)

**Figure 4-1. Taxiway intersection details**

**Table 4-2. Taxiway fillet dimensions**

+--------------------+----+------+------+------+------+------+------+
| ITEM               | D  | AIRP |      |      |      |      |      |
|                    | IM | LANE |      |      |      |      |      |
|                    |    | DE   |      |      |      |      |      |
|                    | [1 | SIGN |      |      |      |      |      |
|                    | ]{ | G    |      |      |      |      |      |
|                    | .u | ROUP |      |      |      |      |      |
|                    | nd |      |      |      |      |      |      |
|                    | er |      |      |      |      |      |      |
|                    | li |      |      |      |      |      |      |
|                    | ne |      |      |      |      |      |      |
|                    | }/ |      |      |      |      |      |      |
+--------------------+----+------+------+------+------+------+------+
|                    |    | I    | II   | III  | IV   | V    | VI   |
|                    |    |      |      | [2]{ |      |      |      |
|                    |    |      |      | .und |      |      |      |
|                    |    |      |      | erli |      |      |      |
|                    |    |      |      | ne}/ |      |      |      |
+--------------------+----+------+------+------+------+------+------+
| Radius of Taxiway  | R  | 75   | 75   | 100  | 150  | 150  | 170  |
| Turn               |    | ft   | ft   | ft   | ft   | ft   | ft   |
| [3]{.underline}/   |    |      |      |      |      |      |      |
+--------------------+----+------+------+------+------+------+------+
|                    |    | 22.5 | 22.5 | 30 m | 45 m | 45 m | 51 m |
|                    |    | m    | m    |      |      |      |      |
+--------------------+----+------+------+------+------+------+------+
| Length of Lead-in  | L  | 50   | 50   | 150  | 250  | 250  | 250  |
| to Fillet          |    | ft   | ft   | ft   | ft   | ft   | ft   |
+--------------------+----+------+------+------+------+------+------+
|                    |    | 15 m | 15 m | 45 m | 75 m | 75 m | 75 m |
+--------------------+----+------+------+------+------+------+------+
| Fillet Radius for  | F  | 60   | 55   | 55   | 85   | 85   | 85   |
| Tracking           |    | ft   | ft   | ft   | ft   | ft   | ft   |
| Centerline         |    |      |      |      |      |      |      |
+--------------------+----+------+------+------+------+------+------+
|                    |    | 18 m | 16.5 | 16.5 | 25.5 | 25.5 | 25.5 |
|                    |    |      | m    | m    | m    | m    | m    |
+--------------------+----+------+------+------+------+------+------+
| Fillet Radius for  | F  | 62.5 | 57.5 | 68   | 105  | 105  | 110  |
| Judgmental         |    | ft   | ft   | ft   | ft   | ft   | ft   |
| Oversteering       |    |      |      |      |      |      |      |
| Symmetrical        |    |      |      |      |      |      |      |
| Widening           |    |      |      |      |      |      |      |
| [4]{.underline}/   |    |      |      |      |      |      |      |
+--------------------+----+------+------+------+------+------+------+
|                    |    | 1    | 1    | 20.4 | 31.5 | 31.5 | 33 m |
|                    |    | 8.75 | 7.25 | m    | m    | m    |      |
|                    |    | m    | m    |      |      |      |      |
+--------------------+----+------+------+------+------+------+------+
| Fillet Radius for  | F  | 62.5 | 57.5 | 60   | 97   | 97   | 100  |
| Judgmental         |    | ft   | ft   | ft   | ft   | ft   | ft   |
| Oversteering One   |    |      |      |      |      |      |      |
| Side Widening      |    |      |      |      |      |      |      |
| [5]{.underline}/   |    |      |      |      |      |      |      |
+--------------------+----+------+------+------+------+------+------+
|                    |    | 1    | 1    | 18 m | 29 m | 29 m | 30 m |
|                    |    | 8.75 | 7.25 |      |      |      |      |
|                    |    | m    | m    |      |      |      |      |
+--------------------+----+------+------+------+------+------+------+

> [1]{.underline}/ Letters correspond to the dimensions on figure 4-1.
>
> [2]{.underline}/ Airplanes in Airplane Design Group III with a
> wheelbase equal to or greater than 60 feet (18 m) should use a fillet
> radius of 50 feet (15 m).
>
> [3]{.underline}/ Dimensions for taxiway fillet designs relate to the
> radius of taxiway turn specified. Figures 4-2 and 4-3 show taxiway
> fillet designs that provide the standard taxiway edge safety margin
> for a range of wheelbase and undercarriage width combinations.
> Custom-designed pavement fillet are necessary when the specified "R"
> or the undercarriage (also undercarriage to cockpit) dimensions fall
> outside of the standard taxiway edge safety margin of figures 4-2 and
> 4-3. The equations in appendix 10 or the use of a computer program
> offer this ability. Appendix 11 gives details on availability of this
> program.
>
> [4]{.underline}/ The center sketch of figure 4-1 displays pavement
> fillets with symmetrical taxiway widening.
>
> [5]{.underline}/ The lower sketch of figure 4-1 displays a pavement
> fillet with taxiway widening on one side.

**Table 4-3. Wingtip clearance standards**

  -------------------- ------ ---------- ------- ------- ------- ------- -------
  ITEM                 DIM    AIRPLANE                                   
                              DESIGN                                     
                              GROUP                                      

                              I          II      III     IV      V       VI

  Taxiway Wingtip             20 ft      26 ft   34 ft   44 ft   53 ft   62 ft
  Clearance                                                              

                              6 m        8 m     10.5 m  13.5 m  16 m    19 m

  Taxilane Wingtip            15 ft      18 ft   22 ft   27 ft   31 ft   36 ft
  Clearance                                                              

                              4.5 m      5.5 m   6.5 m   8 m     9.5 m   11 m
  -------------------- ------ ---------- ------- ------- ------- ------- -------

> The values obtained from the following equations may be used to show
> that a modification of standards will provide an acceptable level of
> safety. Refer to paragraph 6 for guidance on modification of standards
> requirements.
>
> Taxiway wingtip clearance equals 0.2 times airplane wingspan plus 10
> feet (3 m) and
>
> Taxilane wingtip clearance equals 0.1 times airplane wingspan plus 10
> feet (3 m).

![](media/image4.wmf)

**Figure 4-2. Maintaining cockpit over centerline**

![](media/image5.wmf)

**Figure 4-3. Judgmental oversteering**

![](media/image6.png){width="6.429861111111111in"
height="7.658333333333333in"}

**Figure 4-4. Example of pavement fillet computer program printout**

![](media/image7.wmf)

**Figure 4-5. Entrance taxiway**

> ![](media/image8.wmf)

**Figure 4-6. Bypass taxiway**

![](media/image9.wmf)

**Figure 4-7. Dual parallel taxiway entrance**

![](media/image10.wmf)

**Figure 4-8. Typical holding bay configurations**

![](media/image11.wmf)

**Figure 4-9. Taxiway turnaround**

![](media/image12.wmf)

**Figure 4-10. Crossover taxiway**

![](media/image13.wmf)

**Figure 4-11. Right-angled exit taxiway**

![](media/image14.wmf)

**Figure 4-12. Acute-angled exit taxiway**

![](media/image15.png){width="6.066666666666666in"
height="8.160416666666666in"}

**Figure 4-13. Example of acute-angled exit taxiway computer layout data
page 1**

![](media/image16.png){width="6.493055555555555in"
height="7.458333333333333in"}

**Figure 4-14. Example of acute-angled exit taxiway computer layout data
page 2**

![](media/image17.wmf)

**Figure 4-15. Typical end-around taxiway layout**

![](media/image18.wmf)

**Figure 4-16. End-around taxiway visual screen width calculations**

$$\begin{array}{r}
\angle A = \text{arctan}\frac{Dh}{Dv} \\
 \\
\left( \text{tan}\angle A(Dv + Ds) \right) = \frac{1}{2}De
\end{array}$$

> Where: D~v~ = Distance from Average V1 location (defined in Federal
> Aviation Regulation 1.2 as takeoff decision speed) for Design Group
> aircraft to Departure Runway End.
>
> D~s~ = Distance from Departure Runway End to the EAT Visual Screen
> Location
>
> D~h~ = Distance from the Departure Runway End Centerline to the
> Centerline of Taxiway
>
> at Hold Position Marking
>
> D~e~ = Total Width of EAT Visual Screen

**Figure 4-17. Visual screen width calculation formula**

**Table 4-4. Visual screen height calculation formula (same elevation as
runway)**

**EAT Visual Screen Height Calculation -- EAT and Runway at Same
Elevation**

  -------------- --------------------- ---------------- -----------------
  **Design       **Typical Design      **Required       **Required Height
  Group**        Group Engine Nacelle  Screen Surface   of Top Edge of
                 Height**              Height**         Screen (Above
                                                        Runway Centerline
                                                        Elevation)**

  III            9 ft                  10 ft            10 ft

  IV             12 ft                 13 ft            13 ft

  V              18 ft                 16 ft            18 ft

  VI             18 ft                 16 ft            18 ft
  -------------- --------------------- ---------------- -----------------

**Table 4-5. Visual screen height calculation formula (EAT below DER
elevation) for Design Group III**

**Design Group III Aircraft**

**EAT Visual Screen Height Calculation --**

**EAT At or Below DER Elevation**

  ---------------------- ---------------------- --------------------------
  **Elevation Difference **Required Screen      **Required Height of Top
  (ft)**                 Surface Height (ft)**  Edge of Screen (+ DER
                                                Centerline Elevation)
                                                (ft)**

  0                      10                     10

  1                      10                     10

  2                      10                     10

  3                      10                     10

  4                      10                     10

  5                      10                     10

  6                      10                     10

  7                      10                     10

  8                      10                     10

  9                      10                     10

  10                     10                     10

  11                     9                      9

  12                     9                      9

  13                     9                      9

  14                     9                      9

  15                     9                      9

  16                     9                      9

  17                     9                      9

  18                     9                      9

  19                     9                      9

  20                     8                      8

  21                     8                      8

  22                     8                      8

  23                     8                      8

  24                     8                      8

  25                     8                      8

  26                     8                      8

  27                     8                      8

  28                     8                      8

  29+                    0                      0
  ---------------------- ---------------------- --------------------------

**Table 4-6. Visual screen height calculation formula (EAT below DER
elevation) for Design Group IV**

**Design Group IV Aircraft**

**EAT Visual Screen Height Calculation --**

**EAT At or Below DER Elevation**

  ------------------- ----------------- ----------------------------------
  **Elevation         **Required Screen **Required Height of Top Edge of
  Difference (ft)**   Surface Height    Screen (+/- DER Centerline
                      (ft)**            Elevation) (ft)**

  0                   13                13

  1                   13                13

  2                   13                13

  3                   13                13

  4                   13                13

  5                   13                13

  6                   13                13

  7                   13                13

  8                   13                13

  9                   13                13

  10                  13                13

  11                  13                13

  12                  13                13

  13                  13                13

  14                  12                12

  15                  12                12

  16                  12                12

  17                  11                11

  18                  11                11

  19                  11                11

  20                  10                10

  21                  10                10

  22                  10                10

  23                  9                 9

  24                  9                 9

  25                  9                 9

  26                  8                 8

  27                  8                 8

  28                  8                 8

  29+                 0                 0
  ------------------- ----------------- ----------------------------------

**Table 4-7. Visual screen height calculation formula (EAT below DER
elevation) for Design Groups V and VI**

**Design Group V and VI Aircraft**

**EAT Visual Screen Height Calculation --**

**EAT At or Below DER Elevation**

  ------------------- ----------------- ----------------------------------
  **Elevation         **Required Screen **Required Height of Top Edge of
  Difference (ft)**   Surface Height    Screen (+/- DER Centerline
                      (ft)**            Elevation) (ft)**

  0                   13                18

  1                   13                18

  2                   13                18

  3                   13                18

  4                   13                18

  5                   13                17

  6                   13                16

  7                   13                15

  8                   13                14

  9                   13                13

  10                  13                13

  11                  13                13

  12                  13                13

  13                  13                13

  14                  12                12

  15                  12                12

  16                  12                12

  17                  11                11

  18                  11                11

  19                  11                11

  20                  10                10

  21                  10                10

  22                  10                10

  23                  9                 9

  24                  9                 9

  25                  9                 9

  26                  8                 8

  27                  8                 8

  28                  8                 8

  29+                 0                 0
  ------------------- ----------------- ----------------------------------

**Table 4-8. Visual screen vertical height calculation tables**

**Design Group III -VI Aircraft EAT Visual Screen Height Calculation --
EAT Above DER Elevation**

  ---------- ------------------ ------------------------ ---------------------
  **Design   **Required Height  **Add Elevation          **Calculate: NEW
  Group**    of Top Edge of     Difference -- EAT above  Required Height of
             Screen (Above      DER**                    Top Edge of Screen
             Runway Centerline                           (Above DER Centerline
             Elevation) (ft)**                           Elevation) (ft)**

  III        10                 \+ Elevation Difference  = New Required Height
                                                         of Top Edge of Screen

  IV         13                                          

  V          18                                          

  VI         18                                          
  ---------- ------------------ ------------------------ ---------------------

![](media/image19.wmf)

**Figure 4-18. Examples of mounting screen to vertical column**

![](media/image20.wmf)

**Figure 4-19. Examples of panel layout for 13-foot-high screen**

**Table 4-9. Visual screen panel wind-loading deflection allowance**

+-----------------------------+-------------------+-------------------+
| WIND SPEED                  | DEFLECTION        | STRENGTH          |
|                             |                   |                   |
| (3 SEC GUST)                |                   |                   |
+-----------------------------+-------------------+-------------------+
| 90 MPH                      | .074 PSI          | .17 PSI           |
+-----------------------------+-------------------+-------------------+
| 130 MPH                     | .074 PSI          | .35 PSI           |
+-----------------------------+-------------------+-------------------+
| 150 MPH                     | .074 PSI          | .47 PSI           |
+-----------------------------+-------------------+-------------------+

![](media/image21.wmf){width="6.732638888888889in"
height="1.9819444444444445in"}

**Figure 4-20. Diagonal stripe orientation**

**Table 4-10. CIE chromaticity coordinate limits**

<table style="width:100%;">
<colgroup>
<col style="width: 8%" />
<col style="width: 7%" />
<col style="width: 7%" />
<col style="width: 7%" />
<col style="width: 7%" />
<col style="width: 7%" />
<col style="width: 7%" />
<col style="width: 7%" />
<col style="width: 7%" />
<col style="width: 7%" />
<col style="width: 7%" />
<col style="width: 12%" />
</colgroup>
<tbody>
<tr class="odd">
<td><strong><u>Color</u></strong></td>
<td><strong><u>x</u></strong></td>
<td><strong><u>y</u></strong></td>
<td><strong><u>X</u></strong></td>
<td><strong><u>Y</u></strong></td>
<td><strong><u>x</u></strong></td>
<td><strong><u>y</u></strong></td>
<td><strong><u>x</u></strong></td>
<td><strong><u>y</u></strong></td>
<td><strong><u>Min</u></strong></td>
<td><strong><u>Max</u></strong></td>
<td><strong><u>Munsell Paper</u></strong></td>
</tr>
<tr class="even">
<td><strong>White</strong></td>
<td>.303</td>
<td>.287</td>
<td>.368</td>
<td>.353</td>
<td>.340</td>
<td>.380</td>
<td>.274</td>
<td>.316</td>
<td>35.0</td>
<td></td>
<td><p>6.3GY</p>
<p>6.77/0.8</p></td>
</tr>
<tr class="odd">
<td><strong>Red</strong></td>
<td>.613</td>
<td>.297</td>
<td>.708</td>
<td>.292</td>
<td>.636</td>
<td>.364</td>
<td>.558</td>
<td>.352</td>
<td>8.0</td>
<td>12.0</td>
<td><p>8.2R</p>
<p>3.78/14.0</p></td>
</tr>
</tbody>
</table>

**Table 4-11. Minimum reflection levels**

**Minimum Coefficient of Retroreflection Candelas/Foot Candle/Square
Foot/Candelas/Lux/Square Meter**

+--------------------+-----------------+----------------+--------------+
| **Observation      | **Entrance      | **White**      | **Red**      |
| Angle              | Angle           |                |              |
| [1]{.underline}/** | [2]             |                |              |
|                    | {.underline}/** |                |              |
| **(degrees)**      |                 |                |              |
|                    | **(degrees)**   |                |              |
+--------------------+-----------------+----------------+--------------+
| 0.2                | -4              | 70             | 14.5         |
+--------------------+-----------------+----------------+--------------+
| 0.2                | +30             | 30             | 6.0          |
+--------------------+-----------------+----------------+--------------+
| 0.5                | -4              | 30             | 7.5          |
+--------------------+-----------------+----------------+--------------+
| 0.5                | +30             | 15             | 3.0          |
+--------------------+-----------------+----------------+--------------+

> (Reflectivity must conform to Federal Specification FP-85 Table 718-1
> and ASTM D 4956.)
>
> [1]{.underline}/ Observation (Divergence) Angle--The angle between the
> illumination axis and the observation axis.
>
> [2]{.underline}/ Entrance (Incidence) Angle--The angle from the
> illumination axis to the retroreflector axis. The retroreflector axis
> is an axis perpendicular to the retroreflective surface.

![](media/image22.wmf)

**Figure 4-21. Examples of frangibility connections**

![](media/image23.png){width="6.992361111111111in"
height="8.14861111111111in"}

Figure A1-11. Lotus cell-formulas page 2

Appendix 2. RUNWAY END SITING REQUIREMENTS

1.  **PURPOSE1.** This appendix contains guidance on siting thresholds
    to meet approach obstacle clearance requirements and departure
    obstacle clearance requirements.

2.  **APPLICATION2.**

    a.  The threshold should be located at the beginning of the
        full-strength runway pavement or runway surface. However,
        displacement of the threshold may be required when an object
        that obstructs the airspace required for landing and/or
        departing airplanes is beyond the airport owner\'s power to
        remove, relocate, or lower. Thresholds may also be displaced for
        environmental considerations, such as noise abatement, or to
        provide the standard RSA and ROFA lengths.

    b.  When a hazard to air navigation exists, the amount of
        displacement of the threshold or reduction of the TODA should be
        based on the operational requirements of the most demanding
        airplanes. The standards in this appendix minimize the loss of
        operational use of the established runway and reflect the FAA
        policy of maximum utilization and retention of existing paved
        areas on airports.

    c.  Displacement of a threshold reduces the length of runway
        available for landings. Depending on the reason for displacement
        of the threshold, the portion of the runway behind a displaced
        threshold may be available for takeoffs in either direction and
        landings from the opposite direction. Refer to Appendix 14,
        Declared Distances, for additional information.

    d.  Where specifically noted, the Glidepath Angle (GPA) and
        Threshold Crossing Height (TCH) of a vertically guided approach
        may be altered (usually increased) rather than displacing the
        threshold. Examples of approaches with positive vertical
        guidance include Instrument Landing System (ILS), Microwave
        Landing System (MLS), Localizer Performance with Vertical
        Guidance (LPV), Lateral Navigation/Vertical Navigation
        (LNAV/VNAV), and required navigation performance (RNP).
        Alternatively, a combination of threshold displacement and
        altering of the Glidepath Angle/ Threshold Crossing
        Height (GPA/TCH) may also be accomplished.  Guidelines for
        maximum and minimum values of TCH and GPA are contained in FAA
        Order 8260.3, *United States Standard for Terminal Instrument
        Procedures* *(TERPS).* The tradeoff between threshold
        displacement, TCH, and GPA is complex, but can be analyzed by
        applying formula contained in the order. Contact the appropriate
        FAA Airports Regional or District Office for assistance on the
        specific requirements and effects of GPA and TCH changes.

3.  **LIMITATIONS3.**

    a.  These standards should not be interpreted as an FAA blanket
        endorsement of the alternative to displace or relocate a runway
        threshold. Threshold displacement or relocation should be
        undertaken only after a full evaluation reveals that
        displacement or relocation is the only practical alternative.

    b.  The standards in this appendix are not applicable for
        identifying objects affecting navigable airspace. See Title 14
        Code of Federal Regulations Part 77, Objects Affecting Navigable
        Airspace.

4.  **EVALUATION CONSIDERATIONS4.**

    a.  **Possible Actions.** When a penetration to a threshold siting
        surface defined in paragraph 5 exists, one or more of the
        following actions are required:

        1.  Approach Surfaces.

            a.  The object is removed or lowered to preclude penetration
                of applicable threshold siting surfaces;

            b.  The threshold is displaced to preclude object
                penetration of applicable threshold siting surfaces,
                with a resulting shorter landing distance; or

            c.  The GPA and/or TCH is/are modified, or a combination of
                threshold displacement and GPA/TCH increase is
                accomplished.

            d.  Visibility minimums are raised.

            e.  Night operations are prohibited unless the obstruction
                is lighted or an approved Visual Glide Slope Indicator
                (VGSI) is used.

        2.  Departure Surfaces for Designated Runways. The applicability
            of the surface defined in Table A2-1 is dependant on the
            designation of primary runway(s) for departure. The Airport
            Sponsor, through the Airports District Office to the
            Regional Airspace Procedures Team (RAPT), will identify
            runway end(s) intended primarily for instrument departures.
            The determination of primary runway(s) for departure does
            not prohibit or negate the use of other runways. It only
            identifies the applicability of the surface in Table A2-1 to
            the runway end(s).

            a.  Remove, relocate, or lower (or both relocate and lower)
                the object to preclude penetration of applicable siting
                surfaces unless it is fixed by function and/or
                designated impracticable. Within 6000' of the Table A2-1
                surface origin, objects less than or equal to an
                elevation determined by application of the formula below
                are allowable.

E + (0.025 x D)

> *Where:*
>
> E = DER elevation
>
> D = Distance from OCS origin to object in feet

b.  Decrease the Takeoff Distance Available (TODA) to preclude object
    penetration of applicable siting surfaces, with a resulting shorter
    takeoff distance (the Departure End of the Runway (DER) is
    coincident with the end of the TODA where a clearway is not in
    effect); or

**(c)** Modify instrument departures. Contact the Flight Procedures
Office (FPO) for guidance. Objects penetrating by ≤ 35 feet may not
require actions (a) or (b); however, they will impact departure
minimums/climb gradients or departure procedures.

b.  **Relevant Factors for Evaluation.**

    1.  Types of airplanes that will use the runway and their
        performance characteristics.

    2.  Operational disadvantages associated with accepting higher
        landing/ takeoff minimums.

    3.  Cost of removing, relocating, or lowering the object.

    4.  Effect of the reduced available landing/takeoff length when the
        runway is wet or icy.

    5.  Cost of extending the runway if insufficient runway length would
        remain as a result of displacing the threshold. The
        environmental aspects of a runway extension need to also be
        evaluated under this consideration.

    6.  Cost and feasibility of relocating visual and electronic
        approach aids, such as threshold lights, visual glide slope
        indicator, runway end identification lights, localizer, glide
        slope (to provide a threshold crossing height of not more than
        60 feet (18 m)), approach lighting system, and runway markings.

    7.  Effect of the threshold change on noise abatement.

```{=html}
<!-- -->
```
5.  **CLEARANCE REQUIREMENTS5.** The standard shape, dimensions, and
    slope of the surface used for locating a threshold are dependent
    upon the type of aircraft operations currently conducted or
    forecasted, the landing visibility minimums desired, and the types
    of instrumentation available or planned for that runway end.

    a.  **Approaches with Positive Vertical Guidance.**

Table A2-1 and Figure A2‑1 describe the clearance surfaces required for
instrument approach procedures with vertical guidance.

The Glidepath Qualification Surface (GQS) limits the height of
obstructions between Decision Altitude (DA) and runway threshold (RWT).
When obstructions exceed the height of the GQS, an approach procedure
with positive vertical guidance is not authorized. Further information
can be found in the appropriate TERPS criterion.

b.  **Instrument Approach Procedures Aligned with the Runway
    Centerline.** Table A2-1 and Figure A2‑1 describe the minimum
    clearance surfaces required for instrument approach procedures
    aligned with the runway centerline.

c.  **Procedures Not Aligned with the Runway Centerline.** To
    accommodate for offset procedures, increase the lateral width at
    threshold by multiplying the width specified in the appropriate
    paragraph by 2 (offset side only). The outside offset boundary
    splays from this point at an angle equal to the amount of angular
    divergence between the final approach course and runway centerline +
    10 degrees. Extend the outside offset boundary out to the distance
    specified in the applicable paragraph and connect it to runway
    centerline with an arc of the same radius. On the side opposite the
    offset, construct the area aligned with runway centerline as
    indicated (non-offset side only). The surface slope is as specified
    in the applicable paragraph, according to Table A2-1. Figure A2-2 is
    an example of the offset procedure.

d.  **Locating or Determining the DER.** **5** The standard shape,
    dimensions, and slope of the departure surface used for determining
    the DER, as defined in TERPS, is only dependent upon whether or not
    instrument departures are being used or planned for that runway end.
    See Table A2-1 and Figures A2-1 and A2-2 for dimensions.

Subparagraph 5d(2) applies only to runways supporting Air Carrier
departures and is not to be considered a clearance surface.

\(1\) For Departure Ends at Designated Runways.

**(a)** No object should penetrate a surface beginning at the elevation
of the runway at the DER or end of clearway, and slopes at 40:1.
Penetrations by existing obstacles of 35 feet or less would not require
TODA reduction or other mitigations found in paragraph 4; however, they
may affect new or existing departure procedures.

\(2\) Departure Runway Ends Supporting Air Carrier Operations.

**(a)** Objects should be identified that penetrate a one-engine
inoperative (OEI) obstacle identification surface (OIS) starting at the
DER and at the elevation of the runway at that point, and slopes upward
at 62.5:1. See Figure A2-4.

**Note:** This surface is provided for information only and does not
take effect until January 1, 2008.

**[Table A2-1.]{.underline} Approach/Departure Requirements Table**

+---+---------------------------+-----+---+-----+-----+-----+-----+------+
|   | #########                 | *   |   |     |     |     |     | Sl   |
|   |                           | *DI |   |     |     |     |     | ope/ |
|   | ######### **Runway Type** | MEN |   |     |     |     |     |      |
|   |                           | SIO |   |     |     |     |     | **O  |
|   |                           | NAL |   |     |     |     |     | CS** |
|   |                           | S   |   |     |     |     |     |      |
|   |                           | TAN |   |     |     |     |     |      |
|   |                           | DAR |   |     |     |     |     |      |
|   |                           | DS\ |   |     |     |     |     |      |
|   |                           | *** |   |     |     |     |     |      |
|   |                           |     |   |     |     |     |     |      |
|   |                           | #   |   |     |     |     |     |      |
|   |                           | ### |   |     |     |     |     |      |
|   |                           | # F |   |     |     |     |     |      |
|   |                           | eet |   |     |     |     |     |      |
+---+---------------------------+-----+---+-----+-----+-----+-----+------+
|   |                           | #   | * |     | **  | #   | **  |      |
|   |                           | ### | * |     | C** | ### | E** |      |
|   |                           | ### | B |     |     | ### |     |      |
|   |                           | # A | * |     |     | # D |     |      |
|   |                           |     | * |     |     |     |     |      |
+---+---------------------------+-----+---+-----+-----+-----+-----+------+
| 1 | Approach end of runways   | 0   | 6 |     | 150 | 500 | 2,  | 15:1 |
|   | expected to serve small   |     | 0 |     |     |     | 500 |      |
|   | airplanes with approach   |     |   |     |     |     |     |      |
|   | speeds less than 50       |     |   |     |     |     |     |      |
|   | knots. (Visual runways    |     |   |     |     |     |     |      |
|   | only, day/night)          |     |   |     |     |     |     |      |
+---+---------------------------+-----+---+-----+-----+-----+-----+------+
| 2 | Approach end of runways   | 0   | 1 |     | 350 | 2,  | 2,  | 20:1 |
|   | expected to serve small   |     | 2 |     |     | 250 | 750 |      |
|   | airplanes with approach   |     | 5 |     |     |     |     |      |
|   | speeds of 50 knots or     |     |   |     |     |     |     |      |
|   | more. (Visual runways     |     |   |     |     |     |     |      |
|   | only, day/night)          |     |   |     |     |     |     |      |
+---+---------------------------+-----+---+-----+-----+-----+-----+------+
| 3 | Approach end of runways   | 0   | 2 |     | 500 | 1,  | 8,  | 20:1 |
|   | expected to serve large   |     | 0 |     |     | 500 | 500 |      |
|   | airplanes (Visual         |     | 0 |     |     |     |     |      |
|   | day/night); or instrument |     |   |     |     |     |     |      |
|   | minimums 1 statute mile   |     |   |     |     |     |     |      |
|   | (day only).               |     |   |     |     |     |     |      |
+---+---------------------------+-----+---+-----+-----+-----+-----+------+
| 4 | Approach end of runways   | 200 | 2 |     | 1,  | 10, | 0   | 20:1 |
|   | expected to support       |     | 0 |     | 700 | 000 |     |      |
|   | instrument night          |     | 0 |     |     |     |     |      |
|   | circling. **^1^**         |     |   |     |     |     |     |      |
+---+---------------------------+-----+---+-----+-----+-----+-----+------+
| 5 | Approach end of runways   | 200 | 2 |     | 1,  | 10, | 0   | 20:1 |
|   | expected to support       |     | 0 |     | 900 | 000 |     |      |
|   | instrument straight in    |     | 0 |     |     | *   |     |      |
|   | night operations, serving |     |   |     |     | *^2 |     |      |
|   | approach category A and B |     |   |     |     | ^** |     |      |
|   | aircraft only. **^1^**    |     |   |     |     |     |     |      |
+---+---------------------------+-----+---+-----+-----+-----+-----+------+
| 6 | Approach end of runways   | 200 | 4 |     | 1,  | 10, | 0   | 20:1 |
|   | expected to support       |     | 0 |     | 900 | 000 |     |      |
|   | instrument straight in    |     | 0 |     |     | *   |     |      |
|   | night operations serving  |     |   |     |     | *^2 |     |      |
|   | greater than approach     |     |   |     |     | ^** |     |      |
|   | category B aircraft.      |     |   |     |     |     |     |      |
|   | **^1^**                   |     |   |     |     |     |     |      |
+---+---------------------------+-----+---+-----+-----+-----+-----+------+
| 7 | Approach end of runways   | 0   | ½ |     | 760 | 10, | 0   | 30:1 |
| * | expected to accommodate   |     | w |     |     | 000 |     |      |
| * | approaches with positive  |     | i |     |     | *   |     |      |
| ^ | vertical guidance (GQS).  |     | d |     |     | *^2 |     |      |
| 3 |                           |     | t |     |     | ^** |     |      |
| , |                           |     | h |     |     |     |     |      |
| \ |                           |     | r |     |     |     |     |      |
|   |                           |     | u |     |     |     |     |      |
| 6 |                           |     | n |     |     |     |     |      |
| , |                           |     | w |     |     |     |     |      |
| \ |                           |     | a |     |     |     |     |      |
|   |                           |     | y |     |     |     |     |      |
| 7 |                           |     |   |     |     |     |     |      |
| , |                           |     | + |     |     |     |     |      |
| \ |                           |     | 1 |     |     |     |     |      |
|   |                           |     | 0 |     |     |     |     |      |
| 8 |                           |     | 0 |     |     |     |     |      |
| ^ |                           |     |   |     |     |     |     |      |
| * |                           |     |   |     |     |     |     |      |
| * |                           |     |   |     |     |     |     |      |
+---+---------------------------+-----+---+-----+-----+-----+-----+------+
| 8 | Approach end of runways   | 200 | 4 |     | 1,  | 10, | 0   | 20:1 |
|   | expected to accommodate   |     | 0 |     | 900 | 000 |     |      |
|   | instrument approaches     |     | 0 |     |     | *   |     |      |
|   | having visibility         |     |   |     |     | *^2 |     |      |
|   | minimums 3/4 but 1        |     |   |     |     | ^** |     |      |
|   | statute mile, day or      |     |   |     |     |     |     |      |
|   | night.                    |     |   |     |     |     |     |      |
+---+---------------------------+-----+---+-----+-----+-----+-----+------+
| 9 | Approach end of runways   | 200 | 4 |     | 1,  | 10, | 0   | 34:1 |
|   | expected to accommodate   |     | 0 |     | 900 | 000 |     |      |
|   | instrument approaches     |     | 0 |     |     | *   |     |      |
|   | having visibility         |     |   |     |     | *^2 |     |      |
|   | minimums \< 3/4 statute   |     |   |     |     | ^** |     |      |
|   | mile or precision         |     |   |     |     |     |     |      |
|   | approach (ILS, GLS, or    |     |   |     |     |     |     |      |
|   | MLS), day or night.       |     |   |     |     |     |     |      |
+---+---------------------------+-----+---+-----+-----+-----+-----+------+
| 1 | Approach runway ends      | The |   |     |     |     |     |      |
| 0 | having Category II        | cr  |   |     |     |     |     |      |
|   | approach minimums or      | ite |   |     |     |     |     |      |
|   | greater.                  | ria |   |     |     |     |     |      |
|   |                           | are |   |     |     |     |     |      |
|   |                           | set |   |     |     |     |     |      |
|   |                           | fo  |   |     |     |     |     |      |
|   |                           | rth |   |     |     |     |     |      |
|   |                           | in  |   |     |     |     |     |      |
|   |                           | TER |   |     |     |     |     |      |
|   |                           | PS, |   |     |     |     |     |      |
|   |                           | Or  |   |     |     |     |     |      |
|   |                           | der |   |     |     |     |     |      |
|   |                           | 8   |   |     |     |     |     |      |
|   |                           | 260 |   |     |     |     |     |      |
|   |                           | .3. |   |     |     |     |     |      |
+---+---------------------------+-----+---+-----+-----+-----+-----+------+
| 1 | Departure runway ends for | 0   |   | See |     |     |     | 40:1 |
| 1 | all instrument            | *   |   | Fig |     |     |     |      |
|   | operations.               | *^4 |   | ure |     |     |     |      |
|   |                           | ^** |   | A   |     |     |     |      |
|   |                           |     |   | 2-3 |     |     |     |      |
+---+---------------------------+-----+---+-----+-----+-----+-----+------+
| 1 | Departure runway ends     | 0   |   | See |     |     |     | 62   |
| 2 | supporting Air Carrier    | *   |   | Fig |     |     |     | .5:1 |
|   | operations. **^5^**       | *^4 |   | ure |     |     |     |      |
|   |                           | ^** |   | A   |     |     |     |      |
|   |                           |     |   | 2-4 |     |     |     |      |
+---+---------------------------+-----+---+-----+-----+-----+-----+------+

\* The letters are keyed to those shown in Figure A2-1.

Notes:

1.  Lighting of obstacle penetrations to this surface or the use of a
    VGSI, as defined by the TERPS order, may avoid displacing the
    threshold.

2.  10,000 feet is a nominal value for planning purposes. The actual
    length of these areas is dependent upon the visual descent point
    position for 20:1 and 34:1 and Decision Altitude point for the 30:1.

3.  Any penetration to this surface will limit the runway end to
    nonprecision approaches. No vertical approaches will be authorized
    until the penetration(s) is/are removed except obstacles fixed by
    function and/or allowable grading.

4.  Dimension A is measured relative to Departure End of Runway (DER) or
    TODA (to include clearway).

5.  Data Collected regarding penetrations to this surface are provided
    for information and use by the air carriers operating from the
    airport. These requirements do not take effect until January 1,
    2008.

6\. Surface dimensions/Obstacle Clearance Surface (OCS) slope represent
a nominal approach with 3 degree GPA, 50' TCH, \< 500' HAT. For specific
cases refer to TERPS. The Obstacle Clearance Surface slope (30:1)
represents a nominal approach of 3 degrees (also known as the Glide Path
Angle).  This assumes a threshold crossing height of 50 feet. Three
degrees is commonly used for ILS systems and VGSI aiming angles.  This
approximates a 30:1 approach angle that is between the 34:1 and the 20:1
notice surfaces of Part 77.  Surfaces cleared to 34:1 should accommodate
a 30:1 approach without any obstacle clearance problems.

> 7\. For runways with vertically guided approaches the criteria in Row
> 7 is in addition to the basic criteria established within the table,
> to ensure the protection of the Glidepath Qualification Surface.
>
> 8\. For planning purposes, sponsors and consultants determine a
> tentative Decision Altitude based on a 3° Glidepath angle and a
> 50-foot Threshold Crossing Height.

![](media/image24.wmf)

**Figure A2-1. Approach slopes**

![](media/image25.wmf){width="7.2in" height="4.995833333333334in"}

**Figure A2-2. Approach Slopes---With Offset Approach Course**

+-----------------------------------------------------------------------+
| ![](media/image26.wmf){width="6.970138888888889in"                    |
| height="5.194444444444445in"}                                         |
+-----------------------------------------------------------------------+
| ########                                                              |
|                                                                       |
| ########                                                              |
|                                                                       |
| ######                                                                |
| ## Figure A2-3. Departure surface for Instrument Runways TERPS (40:1) |
|                                                                       |
| \* This is an interpretation of the application of the TERPS surface  |
| associated with a clearway.                                           |
+-----------------------------------------------------------------------+

+-----------------------------------------------------------------------+
| ![](media/image27.wmf){width="7.05in" height="4.8909722222222225in"}  |
+-----------------------------------------------------------------------+
| ########                                                              |
|                                                                       |
| ########                                                              |
|                                                                       |
| ########                                                              |
|                                                                       |
| ######## Figure A2-4.                                                 |
| One-Engine Inoperative (OEI) Obstacle Identification Surface (62.5:1) |
+-----------------------------------------------------------------------+

Appendix 3. AIRPORT REFERENCE POINT

**1.
[DISCUSSION]{.underline}.**![](media/image28.png){width="3.558333333333333in"
height="5.134027777777778in"}

a\. The airport reference point (ARP) geographically locates the airport
horizontally. The ARP is normally not monumented or physically marked on
the ground. The computation of this point uses only runway length.

b\. Meaningful airport reference point computations use the ultimate
runway lengths proposed for development. These computations do not use
closed or abandoned areas. The FAA approved airport layout plan shows
the ultimate development. If there is no airport layout plan, the
ultimate runway lengths are the existing runways plus those that have
airspace approval, less closed or abandoned areas.

c\. The ARP is computed or recomputed as infrequently as possible. The
only time that a recomputation is needed is when the proposed ultimate
development is changed.

**2.** **[SAMPLE COMPUTATION]{.underline}**. The following procedure
determines the location of the airport reference point used in FAR Part
77 studies.

a\. Establish two base lines perpendicular to each other as shown in
Figure A3-1. Let the northerly base line be known as B and the westerly
as A.

b\. Establish the midpoint of each runway.

c\. Determine the perpendicular distance from the base lines to the
midpoints.

d\. Calculate the moment of areas for each base line as shown in Figure
A3-2.

e\. Divide each moment of area by the sum of areas to determine distance
of the ARP from each base line.

f\. The location is converted into latitude and longitude.

**3. [ACCURACY]{.underline}.** The latitude and longitude should be to
the nearest second. Installation of navigational aids may need
coordinates to the nearest tenth of a second. Coordinate with the
appropriate FAA Airway Facilities field office to ascertain the need for
accuracy closer than the nearest second.

**U.S. Customary Units**

> [BASE LINE A]{.underline}:
>
> 4,200 x 550 = 2,310,000
>
> [3,700]{.underline} x 1,650 = [6,105,000]{.underline}
>
> 7,900 8,415,000
>
> = [8,415,000]{.underline} = 1,065′
>
> 7,900
>
> **[BASE LINE B]{.underline}:**
>
> 4,200 x 2,100 = 8,820,000
>
> [3,700]{.underline} x 2,675 = [9,897,500]{.underline}
>
> 7,900 18,717,500
>
> = [18,717,500]{.underline} = 2,369′
>
> 7,900

######## 

######## 

######## Metric Units

> **[BASE LINE A]{.underline}:**
>
> 1 266 x 165 = 207 900
>
> [1 110]{.underline} x 495 = [549 450]{.underline}
>
> 2 370 757 350
>
> = [757 350]{.underline} = 320 m
>
> 2 370
>
> **[BASE LINE B]{.underline}:**
>
> 1 266 x 630 = 793 800
>
> [1 110]{.underline} x 803 = [891 330]{.underline}
>
> 2 370 1 685 130
>
> = [1 685 130]{.underline} = 710 m
>
> 2 370

**Note:** Since the diagonal runway is to be abandoned, it is not used
in the computation.

######## Figure A3-2. Sample computation -- airport reference point

**Appendix 6. METRIC CONVERSION AND**

**TYPICAL AIRPORT LAYOUT PLAN**

This appendix was cancelled by AC 150/5070‑6, Airport Master Plans.
Please replace pages 125--130.

This page intentionally left blank.

**Appendix 7. AIRPORT LAYOUT PLAN**

**COMPONENTS AND PREPARATION**

This appendix was cancelled by AC 150/5070‑6, Airport Master Plans.
Please replace pages 131--138.

This page intentionally left blank.

**Appendix 16. NEW INSTRUMENT APPROACH PROCEDURES**

**1. BACKGROUND1**. This appendix applies to the establishment of new
authorized instrument approach procedures. For purposes of this
appendix, an Instrument Approach Procedure (IAP) amendment or the
establishment of a Global Positioning System (GPS) instrument procedure
\"overlaying" an existing authorized instrument procedure does not
constitute a new procedure. However, a significant reduction in minima
(i.e. ¼ mile reduction in visibility and/or 50 foot reduction in
decision altitude or minimum descent altitude) would constitute a new
procedure.

**a.** This appendix identifies airport landing surface requirements to
assist airport sponsors in their evaluation and preparation of the
airport landing surface to support new instrument approach procedures.
It also lists the airport data provided by the procedure sponsor that
the FAA needs to conduct the airport airspace analysis specified in FAA
Order 7400.2, *Procedures for Handling Airspace Matters*. The airport
must be acceptable for IFR operations based on an Airport Airspace
Analysis (AAA), under FAA Order 7400.2.

**b.** FAA Order 8260, *TERPS*, reflects the contents of this appendix
as the minimum airport landing surface requirements that must be met
prior to the establishment of instrument approach procedures at a public
use airport. This order also references other FAA requirements, such as
a safety analysis to determine the need for approach lighting and other
visual enhancements to mitigate the effects of a difficult approach
environment. This is a consideration regardless of whether or not a
reduction in approach minimums is desired. Airport sponsors are always
encouraged to consider an approach lighting system to enhance the safety
of an instrument procedure. In the absence of any identified benefits or
safety enhancement from an approach light system, sponsors should at
least consider installing lower cost visual guidance aids such as REIL
or PAPI.

**c.** The tables provided in this appendix are for planning purposes
only and should be used in conjunction with the rest of the document.
All pertinent requirements within this AC and other FAA documents, as
well as local siting conditions, ultimately will determine the lowest
minimums obtainable.

**2. INTRODUCTION2**. To be authorized a new instrument approach
procedure, the runway must have an instrument runway designation.
Instrument runways are runway end specific. The runway end designation
is based on the findings of an AAA study (Refer to Order 7400.2). In
addition, the instrument runway designation for the desired minimums
must be depicted on the FAA‑approved ALP. If not depicted, a change to
the ALP is required. As part of the ALP approval process, the FAA will
conduct an AAA study to determine the runway\'s acceptability for the
desired minimums.

**3. ACTION3**. The airport landing surface must meet the standards
specified in tables A16-1 A through C, for each specified runway,
direction and have adequate airspace to support the instrument approach
procedure. When requesting an instrument procedure, the sponsor must
specify the runway direction, the desired approach minimums, whether
circling approach procedures are desired, and the survey needed to
support the procedure. For all obligated National Plan of Integrated
Airport Systems (NPIAS) airports, the sponsor must also provide a copy
of the FAA-approved ALP showing the instrument procedure(s) requested.
An ALP is also recommended for all other airports.

**4. DEFINITIONS3**.

**a. Precision Approach.** An instrument approach procedure providing
course and vertical path guidance conforming to ILS, or MLS, precision
system performance standards contained in ICAO annex 10. Table A16-1A
defines the requirements for ILS, LAAS, WAAS, MLS, and other precision
systems.

**b.** **Approach Procedure with Vertical Guidance (APV).** An
instrument approach procedure providing course and vertical path
guidance that does not conform to ILS or MLS system performance
standards contained in ICAO annex 10, or a precision approach system
that does not meet TERPS alignment criteria. Table A16-1B defines the
requirements for WAAS and authorized barometric VNAV.

**c. Nonprecision Approach.** An instrument approach procedure providing
course guidance without vertical path guidance. Table A16-3C defines the
requirements for VOR, NDB, LDA, GPS (TS0-129) or other authorized RNAV
system.

**Table A16‑1A. Precision Instrument Approach Requirements.**

+--------------------------+---------------------+---------------------+
| #                        | \<3/4 statute mile  | \< 1-statute mile   |
| # Visibility Minimums^1^ |                     |                     |
+--------------------------+---------------------+---------------------+
| **Height Above           | # 200               |                     |
| Touchdown** **(HAT)**^2^ |                     |                     |
+--------------------------+---------------------+---------------------+
| **TERPS Glidepath        | # Table A2-1, Ro    |                     |
| Qualification Surface    | w 7, Criteria, and  |                     |
| (GQS)^3^**               | Appendix 2, par. 5a |                     |
|                          |                     |                     |
|                          | Clear               |                     |
+--------------------------+---------------------+---------------------+
| **TERPS precision        | Clear               | See Note 5          |
| \"W\"**                  |                     |                     |
|                          |                     |                     |
| **surfaces ^4^**         |                     |                     |
+--------------------------+---------------------+---------------------+
| **TERPS Paragraph 251**  | 34:1 Clear          | 20:1 Clear          |
+--------------------------+---------------------+---------------------+
| **Precision Obstacle     | Required            | Not Required        |
| Free Zone (POFZ) 200 x   |                     |                     |
| 800^6^**                 |                     |                     |
+--------------------------+---------------------+---------------------+
| **Airport Layout         | # Required          |                     |
| Plan^7^**                |                     |                     |
+--------------------------+---------------------+---------------------+
| **Minimum Runway         | 4,200 ft (1,280 m)  |                     |
| Length**                 | (Paved)             |                     |
+--------------------------+---------------------+---------------------+
| **Runway Markings (See   | Precision           | Nonprecision        |
| AC 150/5340-1)**         |                     |                     |
+--------------------------+---------------------+---------------------+
| **Holding Position Signs | #                   | Nonprecision        |
| & Markings (See          |                     |                     |
| AC 150/5340‑1 and        | # Precision         |                     |
| AC 150/5340‑18)**        |                     |                     |
+--------------------------+---------------------+---------------------+
| **Runway Edge            | HIRL / MIRL         |                     |
| Lights**^8^              |                     |                     |
+--------------------------+---------------------+---------------------+
| **Parallel Taxiway** ^9^ | Required            |                     |
+--------------------------+---------------------+---------------------+
| **Approach Lights**^10^  | # MA                | # Recommended       |
|                          | LSR, SSALR, or ALSF |                     |
+--------------------------+---------------------+---------------------+
| **Runway Design          | \< 3/4-statute mile | 3/4-statute mile    |
| Standards; e.g.,         | approach visibility | approach visibility |
| Obstacle Free Zone (OFZ) | minimums            | minimums            |
| ^11^**                   |                     |                     |
+--------------------------+---------------------+---------------------+
| **Threshold Siting       | Table A2-1, Row 9,  | Table A2-1, Row 8,  |
| Criteria To Be Met**     | Criteria            | Criteria            |
| ^12^                     |                     |                     |
+--------------------------+---------------------+---------------------+
| **Survey Required for    | Table A16-2, Row    | Table A16-2, Row 9, |
| Lowest Minima**          | 10, Criteria        | Criteria            |
+--------------------------+---------------------+---------------------+

1.  Visibility minimums are subject to application of FAA Order 8260.3
    (TERPS) and associated orders or this table, whichever are higher.

2.  The HAT indicated is for planning purposes only. Actual obtainable
    HAT is determined by TERPS.

3.  The GQS is applicable to approach procedures providing vertical path
    guidance. It limits the magnitude of penetration of the obstruction
    clearance surfaces overlying the final approach course. The intent
    is to provide a descent path from DA to landing free of obstructions
    that could destabilize the established glidepath angle. The GQS is
    centered on a course from the DA point to the runway threshold. Its
    width is equal to the precision "W" surface at DA, and tapers
    uniformly to a width 100 feet from the runway edges. If the GQS is
    penetrated, vertical guidance instrument approach procedures
    (ILS/MLS/WAAS/LAAS/Baro-VNAV) are not authorized

4.  The "W" surface is applicable to precision approach procedures. It
    is a sloping obstruction clearance surface (OCS) overlying the final
    approach course centerline. The surface slope varies with glidepath
    angle. The "W" surface must be clear to achieve lowest precision
    minimums. Surface slope varies with glide path angle, 102/angle;
    e.g., for optimum 3º glide path 34:1 surface must be clear.

5.  If the W surface is penetrated, HAT and visibility will be increased
    as required by TERPS.

6.  This is a new airport surface (see paragraph 306). .

7.  An ALP is only required for airports in the NPIAS; it is recommended
    for all others**.**

8.  Runway edge lighting is required for night minimums. High intensity
    lights are required for RVR-based minimums.

9.  A parallel taxiway must lead to the threshold and, with airplanes on
    centerline, keep the airplanes outside the OFZ.

10. To achieve lower visibility minimums based on credit for lighting, a
    TERPS specified approach light system is required.

11. Indicates what chart should be followed in the related chapters of
    this document.

12. Circling procedures to a secondary runway from the primary approach
    will not be authorized when the secondary runway does not meet
    threshold siting (reference Appendix 2), OFZ (reference
    paragraph 306) criteria, and TERPS Order paragraph 251 criteria.

**Table A16‑1B. Approach Procedure With Vertical Guidance (APV-RNP)**

##### Approach Requirements

+-----------------+-------------+--------------+---------------+------+
| ## Visibil      | \<          | \< 1-statute | 1-statute     | \>1  |
| ity Minimums^1^ | 3/4-statute | mile         | mile          | -sta |
|                 | mile        |              |               | tute |
|                 |             |              |               | mile |
|                 |             |              |               | ^14^ |
+-----------------+-------------+--------------+---------------+------+
| ## H            | 250         | 300          | 350           | 400  |
| eight Above Tou |             |              |               |      |
| chdown (HAT)^2^ |             |              |               |      |
+-----------------+-------------+--------------+---------------+------+
| ## T            | Table A2-1, |              |               |      |
| ERPS Glidepath  | Row 7,      |              |               |      |
| Qualification S | Criteria,   |              |               |      |
| urface (GQS)^3^ | and         |              |               |      |
|                 | Appendix 2, |              |               |      |
|                 | par. 5a     |              |               |      |
|                 |             |              |               |      |
|                 | Clear       |              |               |      |
+-----------------+-------------+--------------+---------------+------+
| ## TERP         | 34:1 clear  | 20:1 clear   | 20:1 clear,   |      |
| S Paragraph 251 |             |              | or            |      |
|                 |             |              | penetrations  |      |
|                 |             |              | lighted for   |      |
|                 |             |              | night         |      |
|                 |             |              | minimums (See |      |
|                 |             |              | AC 70/7460-1) |      |
+-----------------+-------------+--------------+---------------+------+
| **Precision     | Required    | Recommended  |               |      |
| Obstacle Free   |             |              |               |      |
| Zone (POFZ) 200 |             |              |               |      |
| x 800^4^**      |             |              |               |      |
+-----------------+-------------+--------------+---------------+------+
| **Airport       | # Required  |              |               |      |
| Layout          |             |              |               |      |
| Plan^5^**       |             |              |               |      |
+-----------------+-------------+--------------+---------------+------+
| **Minimum       | 4,200 ft    | 3,200 ft     | 3,200 ft (975 |      |
| Runway Length** | (1,280 m)   | (975 m)^6^   | m)^6,7^       |      |
|                 |             |              |               |      |
|                 | (Paved)     | (Paved)      |               |      |
+-----------------+-------------+--------------+---------------+------+
| **Runway        | N           |              | No            |      |
| Markings (See   | onprecision |              | nprecision^7^ |      |
| AC              |             |              |               |      |
| 150/5340-1)**   | (Precision  |              |               |      |
|                 | R           |              |               |      |
|                 | ecommended) |              |               |      |
+-----------------+-------------+--------------+---------------+------+
| **Holding       | N           |              | No            |      |
| Position Signs  | onprecision |              | nprecision^7^ |      |
| & Markings (See |             |              |               |      |
| AC 150/5340‑1   | # (         |              |               |      |
| and             | Precision R |              |               |      |
| AC              | ecommended) |              |               |      |
|  150/5340‑18)** |             |              |               |      |
+-----------------+-------------+--------------+---------------+------+
| **Runway Edge   | HIRL / MIRL |              | MIRL/LIRL     |      |
| Lights^8^**     |             |              |               |      |
+-----------------+-------------+--------------+---------------+------+
| **Parallel      | Required    |              | Recommended   |      |
| Taxiway ^9^**   |             |              |               |      |
+-----------------+-------------+--------------+---------------+------+
| **Approach      | # R         |              | # Recommended |      |
| Lights^10^**    | equired^11^ |              |               |      |
+-----------------+-------------+--------------+---------------+------+
| **Runway Design | APV OFZ     |              |               |      |
| Standards;      | Required    |              |               |      |
| e.g., Obstacle  |             |              |               |      |
| Free Zone (OFZ) |             |              |               |      |
| ^12^**          |             |              |               |      |
+-----------------+-------------+--------------+---------------+------+
| **Threshold     | Table A2-1, |              | Appendix 2,   |      |
| Siting Criteria | Row 4 and   |              |               |      |
| To Be Met       | 9, Criteria |              | Table A2-1,   |      |
| ^13^**          |             |              | Lines 4 and   |      |
|                 |             |              | 8, Criteria   |      |
+-----------------+-------------+--------------+---------------+------+
| **Survey        | Table       |              |               |      |
| Required for    | A16-2, Row  |              |               |      |
| Lowest Minima** | 6, Criteria |              |               |      |
+-----------------+-------------+--------------+---------------+------+

1.  Visibility minimums are subject to the application of FAA Order
    8260.3 (TERPS) and associated orders or this table, whichever is
    higher.

2.  The HAT indicated is for planning purposes only. Actual obtainable
    HAT is determined by TERPS.

3.  The GQS is applicable to approach procedures providing vertical path
    guidance. It limits the magnitude of penetration of the obstruction
    clearance surfaces overlying the final approach course. The intent
    is to provide a descent path from DA to landing free of obstructions
    that could destabilize the established glidepath angle. The GQS is
    centered on a course from the DA point to the runway threshold. Its
    width is equal to the precision "W" surface at DA, and tapers
    uniformly to a width 100 feet from the runway edges. If the GQS is
    penetrated, vertical guidance instrument approach procedures
    (ILS/MLS/WAAS/LAAS/Baro-VNAV) are not authorized

4.  This is a new airport surface (see paragraph 306)

5.  An ALP is only required for obligated airports in the NPIAS; it is
    recommended for all others**.**

6.  Runways less than 3,200 feet are protected by 14 CFR Part 77 to a
    lesser extent (77.23(a)(2) is not applicable for runways less than
    3,200 feet). However runways as short as 2400 feet could support an
    instrument approach provided the lowest HAT is based on clearing any
    200-foot obstacle within the final approach segment.

7.  Unpaved runways require case-by-case evaluation by regional Flight
    Standards personnel.

8.  Runway edge lighting is required for night minimums. High intensity
    lights are required for RVR-based minimums.

9.  A parallel taxiway must lead to the threshold and, with airplanes on
    centerline, keep the airplanes outside the OFZ.

10. To achieve lower visibility minimums based on credit for lighting, a
    TERPS specified approach light system is required.

11. ODALS, MALS, SSALS are acceptable. For LPV based minima approach
    lights are recommended not required.

12. Indicates what chart should be followed in the related chapters in
    this document.

13. Circling procedures to a secondary runway from the primary approach
    will not be authorized when the secondary runway does not meet
    threshold siting (reference Appendix 2), OFZ (reference
    paragraph 306) and TERPS paragraph 251 criteria.

14. For circling requirements, see Table 16-1C.

##### Table A16‑1C. Nonprecision Approach Requirements

+-----------------+---------+---+---------+---+----------+---------+---------+
| ## Visibil      | \<      | \ |         |   | 1        | \>1-    | C       |
| ity Minimums^1^ | 3/4-    | < |         |   | -statute | statute | ircling |
|                 | statute | 1 |         |   | mile     | mile    |         |
|                 | mile    | - |         |   |          |         |         |
|                 |         | s |         |   |          |         |         |
|                 |         | t |         |   |          |         |         |
|                 |         | a |         |   |          |         |         |
|                 |         | t |         |   |          |         |         |
|                 |         | u |         |   |          |         |         |
|                 |         | t |         |   |          |         |         |
|                 |         | e |         |   |          |         |         |
|                 |         | m |         |   |          |         |         |
|                 |         | i |         |   |          |         |         |
|                 |         | l |         |   |          |         |         |
|                 |         | e |         |   |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Height Above  | 300     |   | 340     | 4 |          | 450     | Varies  |
| Touchdown ^2^** |         |   |         | 0 |          |         |         |
|                 |         |   |         | 0 |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **TERPS         | 34:1    |   | 20:1    | 2 |          |         |         |
| Paragraph 251** | clear   |   | clear   | 0 |          |         |         |
|                 |         |   |         | : |          |         |         |
|                 |         |   |         | 1 |          |         |         |
|                 |         |   |         | c |          |         |         |
|                 |         |   |         | l |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | a |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | o |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | p |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | n |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | t |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | a |          |         |         |
|                 |         |   |         | t |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | o |          |         |         |
|                 |         |   |         | n |          |         |         |
|                 |         |   |         | s |          |         |         |
|                 |         |   |         | l |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | g |          |         |         |
|                 |         |   |         | h |          |         |         |
|                 |         |   |         | t |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | d |          |         |         |
|                 |         |   |         | f |          |         |         |
|                 |         |   |         | o |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | n |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | g |          |         |         |
|                 |         |   |         | h |          |         |         |
|                 |         |   |         | t |          |         |         |
|                 |         |   |         | m |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | n |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | m |          |         |         |
|                 |         |   |         | u |          |         |         |
|                 |         |   |         | m |          |         |         |
|                 |         |   |         | s |          |         |         |
|                 |         |   |         |   |          |         |         |
|                 |         |   |         | ( |          |         |         |
|                 |         |   |         | S |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | A |          |         |         |
|                 |         |   |         | C |          |         |         |
|                 |         |   |         | 7 |          |         |         |
|                 |         |   |         | 0 |          |         |         |
|                 |         |   |         | / |          |         |         |
|                 |         |   |         | 7 |          |         |         |
|                 |         |   |         | 4 |          |         |         |
|                 |         |   |         | 6 |          |         |         |
|                 |         |   |         | 0 |          |         |         |
|                 |         |   |         | - |          |         |         |
|                 |         |   |         | 1 |          |         |         |
|                 |         |   |         | ) |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Airport       | # R     |   |         |   |          |         | # Reco  |
| Layout          | equired |   |         |   |          |         | mmended |
| Plan^3^**       |         |   |         |   |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Minimum       | 4,200   |   | 3,200   | 3 |          |         |         |
| Runway**        | ft      |   | ft (975 | , |          |         |         |
|                 | (1,280  |   | m)^4^   | 2 |          |         |         |
| **Length**      | m)      |   |         | 0 |          |         |         |
|                 |         |   | (Paved) | 0 |          |         |         |
|                 | (Paved) |   |         | f |          |         |         |
|                 |         |   |         | t |          |         |         |
|                 |         |   |         | ( |          |         |         |
|                 |         |   |         | 9 |          |         |         |
|                 |         |   |         | 7 |          |         |         |
|                 |         |   |         | 5 |          |         |         |
|                 |         |   |         | m |          |         |         |
|                 |         |   |         | ) |          |         |         |
|                 |         |   |         | ^ |          |         |         |
|                 |         |   |         | 4 |          |         |         |
|                 |         |   |         | , |          |         |         |
|                 |         |   |         | 5 |          |         |         |
|                 |         |   |         | ^ |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Runway        | Pr      |   | N       |   |          |         | Visual  |
| Markings (See   | ecision |   | onpreci |   |          |         | (Ba     |
| AC              |         |   | sion^5^ |   |          |         | sic)^5^ |
| 150/5340-1)**   |         |   |         |   |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Holding       | #       |   | Nonpr   |   |          |         | Visual  |
| Position Signs  |         |   | ecision |   |          |         | (Ba     |
| & Markings (See | # Pr    |   |         |   |          |         | sic)^5^ |
| AC 150/5340‑1   | ecision |   |         |   |          |         |         |
| and             |         |   |         |   |          |         |         |
| AC              |         |   |         |   |          |         |         |
|  150/5340‑18)** |         |   |         |   |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Runway Edge   | HIRL /  |   |         | M |          |         | MIRL /  |
| Lights^6^**     | MIRL    |   |         | I |          |         | LIRL    |
|                 |         |   |         | R |          |         |         |
|                 |         |   |         | L |          |         | (R      |
|                 |         |   |         | / |          |         | equired |
|                 |         |   |         | L |          |         | only    |
|                 |         |   |         | I |          |         | for     |
|                 |         |   |         | R |          |         | night   |
|                 |         |   |         | L |          |         | minima) |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Parallel      | R       |   |         | R |          |         |         |
| Taxiway ^7^**   | equired |   |         | e |          |         |         |
|                 |         |   |         | c |          |         |         |
|                 |         |   |         | o |          |         |         |
|                 |         |   |         | m |          |         |         |
|                 |         |   |         | m |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | n |          |         |         |
|                 |         |   |         | d |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | d |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Approach      | # MA    |   | # Requi | R |          |         | Not     |
| Lights^8^**     | LSR, SS |   | red ^9^ | e |          |         | R       |
|                 | ALR, or |   |         | c |          |         | equired |
|                 |  ALSF R |   |         | o |          |         |         |
|                 | equired |   |         | m |          |         |         |
|                 |         |   |         | m |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | n |          |         |         |
|                 |         |   |         | d |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | d |          |         |         |
|                 |         |   |         | ^ |          |         |         |
|                 |         |   |         | 9 |          |         |         |
|                 |         |   |         | ^ |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Runway Design | \<3/4-  |   | ≥       |   |          |         | Not     |
| Standards, e.g. | statute |   | 3/4-    |   |          |         | R       |
| Obstacle Free   | mile    |   | statute |   |          |         | equired |
| Zone            | a       |   | mile    |   |          |         |         |
| (OFZ)^10^**     | pproach |   | a       |   |          |         |         |
|                 | vis     |   | pproach |   |          |         |         |
|                 | ibility |   | vis     |   |          |         |         |
|                 | m       |   | ibility |   |          |         |         |
|                 | inimums |   | m       |   |          |         |         |
|                 |         |   | inimums |   |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Threshold     | Table   |   | Table   | T |          |         | Table   |
| Siting Criteria | A2-1,   |   | A2-1,   | a |          |         | A2-1,   |
| To Be Met       |         |   |         | b |          |         |         |
| ^11^**          | Row 9,  |   | Row 8,  | l |          |         | Row     |
|                 | C       |   | C       | e |          |         | 1--2,   |
|                 | riteria |   | riteria | A |          |         |         |
|                 |         |   |         | 2 |          |         | C       |
|                 |         |   |         | - |          |         | riteria |
|                 |         |   |         | 1 |          |         |         |
|                 |         |   |         | , |          |         |         |
|                 |         |   |         |   |          |         |         |
|                 |         |   |         | R |          |         |         |
|                 |         |   |         | o |          |         |         |
|                 |         |   |         | w |          |         |         |
|                 |         |   |         | 1 |          |         |         |
|                 |         |   |         | - |          |         |         |
|                 |         |   |         | - |          |         |         |
|                 |         |   |         | 5 |          |         |         |
|                 |         |   |         | , |          |         |         |
|                 |         |   |         |   |          |         |         |
|                 |         |   |         | C |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | t |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | a |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Survey        | Table   |   | Table   | T |          |         | Table   |
| Required for    | A16-2,  |   | A16-2,  | a |          |         | A16-2,  |
| Lowest Minima** |         |   |         | b |          |         |         |
|                 | Row 5,  |   | Row 4,  | l |          |         | Row     |
|                 | C       |   | C       | e |          |         | 1,2,3,  |
|                 | riteria |   | riteria | A |          |         | C       |
|                 |         |   |         | 1 |          |         | riteria |
|                 |         |   |         | 6 |          |         |         |
|                 |         |   |         | - |          |         |         |
|                 |         |   |         | 2 |          |         |         |
|                 |         |   |         | , |          |         |         |
|                 |         |   |         |   |          |         |         |
|                 |         |   |         | R |          |         |         |
|                 |         |   |         | o |          |         |         |
|                 |         |   |         | w |          |         |         |
|                 |         |   |         | 3 |          |         |         |
|                 |         |   |         | , |          |         |         |
|                 |         |   |         | C |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | t |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | a |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+

1.  Visibility minimums are subject to the application of FAA Order
    8260.3 (TERPS) and associated orders or this table, whichever is
    higher.

2.  The Height Above Touchdown (HAT) indicated is for planning purposes
    only. Actual obtainable HAT is determined by TERPS.

3.  An ALP is only required for obligated airports in the NPIAS; it is
    recommended for all others**.**

4.  Runways less than 3,200 feet are protected by 14 CFR Part 77 to a
    lesser extent. However runways as short as 2400 feet could support
    an instrument approach provided the lowest HAT is based on clearing
    any 200-foot obstacle within the final approach segment.

5.  Unpaved runways require case-by-case evaluation by regional Flight
    Standards personnel.

6.  Runway edge lighting is required for night minimums. High intensity
    lights are required for RVR-based minimums.

7.  A parallel taxiway must lead to the threshold and, with airplanes on
    centerline, keep the airplanes outside the OFZ.

8.  To achieve lower visibility minimums based on credit for lighting, a
    TERPS specified approach lighting system is required.

9.  ODALS, MALS, SSALS, SALS are acceptable.

10. Indicates what chart should be followed in the related chapters in
    this document.

11. Circling procedures to a secondary runway from the primary approach
    will not be authorized when the secondary runway does not meet
    threshold siting (reference Appendix 2), OFZ (reference paragraph
    306), and TERPS Order, 8260.3 paragraph 251, criteria.

##### Table A16‑2. Survey Requirements for Instrument Approach Procedures

The table indicates the acceptable runway obstruction survey needed to
support an instrument approach procedure. For a complete description of
the survey types and associated requirements, refer to AC 150/5300-18.

<table>
<colgroup>
<col style="width: 5%" />
<col style="width: 41%" />
<col style="width: 6%" />
<col style="width: 5%" />
<col style="width: 4%" />
<col style="width: 5%" />
<col style="width: 3%" />
<col style="width: 8%" />
<col style="width: 5%" />
<col style="width: 8%" />
<col style="width: 5%" />
</colgroup>
<tbody>
<tr class="odd">
<td></td>
<td></td>
<td colspan="9"><p id="runway-survey-type" class="heading">Runway Survey
Type</p></td>
</tr>
<tr class="even">
<td><h6 id="section-12"></h6></td>
<td><h6 id="approach">Approach</h6></td>
<td>None</td>
<td>AV</td>
<td>BV</td>
<td>ANP</td>
<td>C</td>
<td>SUPLC</td>
<td>D</td>
<td>ANAPC</td>
<td>PIR</td>
</tr>
<tr class="odd">
<td>1</td>
<td>Night Circling</td>
<td></td>
<td></td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
</tr>
<tr class="even">
<td>2</td>
<td>Non-Precision Approach ≥ 1SM, Day Only</td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
</tr>
<tr class="odd">
<td>3</td>
<td>Non-Precision Approach ≥ 1SM</td>
<td></td>
<td></td>
<td></td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
</tr>
<tr class="even">
<td>4</td>
<td>Non-Precision Approach &lt; 1SM</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
<td>X</td>
</tr>
<tr class="odd">
<td>5</td>
<td>Non-Precision Approach &lt; ¾ SM</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>X</td>
<td>X</td>
</tr>
<tr class="even">
<td>6</td>
<td>NPV Approach ≥ ¾ SM</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>X</td>
<td>X</td>
<td>X</td>
</tr>
<tr class="odd">
<td>7</td>
<td>NPV Approach &lt; ¾ SM</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>X</td>
<td>X</td>
</tr>
<tr class="even">
<td>8</td>
<td>Precision CAT I Approach &lt; 1SM</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>X</td>
<td>X</td>
<td>X</td>
</tr>
<tr class="odd">
<td>9</td>
<td>Precision CAT I Approach &lt; ¾ SM</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>X</td>
<td>X</td>
</tr>
<tr class="even">
<td>10</td>
<td>Precision CAT II Approach</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>X</td>
</tr>
<tr class="odd">
<td>11</td>
<td>Precision CAT III Approach</td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td></td>
<td>X</td>
</tr>
</tbody>
</table>

Note:

An "X" in each column for a given Approach (1 through 11) denotes a
survey that is acceptable to support that approach. As shown, multiple
surveys may support the approach, however the "X" farthest to the left
indicates the minimum survey needed.

Runway survey types from FAA No. 405, Standards for Aeronautical Surveys
and Related Products:

> **AV** - FAR77 Visual Approach - Utility runway, includes approach and
> primary surfaces only.
>
> **BV** - FAR77 Visual Approach, includes approach and primary surfaces
> only.
>
> **ANP** - FAR77 Nonprecision Approach - Utility runway, includes
> approach and primary surfaces only.
>
> **C** - FAR77 Nonprecision Approach - Visibility minimums greater than
> 3/4 mile includes approach and primary surfaces only.
>
> **SUPLC** - C Approach underlying a BV approach, includes approach and
> primary surfaces only.
>
> **D** - FAR77 Nonprecision Approach - Visibility minimums as low as
> 3/4 mile includes approach and primary surfaces only.

**ANAPC** - Area Navigation Approach - Precision, conventional landing,
includes approach, primary, transition, and missed approach surfaces.

**PIR** - FAR77 Precision Instrument Approach, includes approach and
primary surfaces only.

**Appendix 17.** **MINIMUM DISTANCES BETWEEN CERTAIN AIRPORT FEATURES
AND ANY ON-AIRPORT AGRICULTURE CROPS**

######## Table A17‑1. Minimum Distances Between Certain Airport Features and Any On-Airport Agriculture Crops

  ---------------- ------------------ ------- ------------------ ------- ------------ -----------
  Aircraft         Distance in Feet           Distance in Feet           Distance in  Distance in
  Approach         From Runway                From Runway End to         Feet from    Feet from
  Category and     Centerline to Crop         Crop                       Centerline   Edge of
  Design Group ^1^                                                       of Taxiway   Apron to
                                                                         to Crop      Crop

                   Visual &           \< ¾    Visual &           \< ¾                 
                   [\>]{.underline} ¾ mile    [\>]{.underline} ¾ mile                 
                   mile                       mile                                    

  Category A & B                                                                      
  Aircraft                                                                            

  Group I          200 ^2^            400     300^3^             600     45           40

  Group II         250                400     400^3^             600     66           58

  Group III        400                400     600                800     93           81

  Group IV         400                400     1,000              1,000   130          113

  Category C, D, &                                                                    
  E Aircraft                                                                          

  Group I          530 ^3^            575 ^3^ 1,000              1,000   45           40

  Group II         530 ^3^            575 ^3^ 1,000              1,000   66           58

  Group III        530 ^3^            575 ^3^ 1,000              1,000   93           81

  Group IV         530 ^3^            575 ^3^ 1,000              1,000   130          113

  Group V          530 ^3^            575 ^3^ 1,000              1,000   160          138

  Group VI         530 ^3^            575 ^3^ 1,000              1,000   193          167
  ---------------- ------------------ ------- ------------------ ------- ------------ -----------

1\. Design Groups are based on wing span or tail height, and Category
depends on approach speed of the aircraft as shown below:

  ---------------------------------- ------------------------------------
  **Design Group**                   **Category**

  Group I: Wing span up to 49 ft.    Category A: Speed less than 91 knots

  Group II Wing span 49 ft. up to 73 Category B: Speed 91 knots up to 120
  ft.                                knots

  Group III: Wing span 79 ft. up to  Category C: Speed 121 knots up to
  117 ft.                            140 knots

  Group IV: Wing span 113 ft. up to  Category D: Speed 141 knots up to
  170 ft.                            165 knots

  Group V: Wing span 171 ft. up to   Category E: Speed 166 knots or more
  213 ft.                            

  Group VI: Wing span 214 ft. up to  
  261 ft.                            
  ---------------------------------- ------------------------------------

2\. If the runway will only serve small airplanes (12,500 lb. and under)
in Design Group I, this dimension may be reduced to 125 feet; however,
this dimension should be increased where necessary to accommodate visual
navigational aids that may be installed. For example, farming operations
should not be allowed within 25 feet of a Precision Approach Path
Indicator (PAPI) light box.

3\. These dimensions reflect the Threshold Siting Surface (TSS) as
defined in AC 150/5300-13, Appendix 2. The TSS cannot be penetrated by
any object. Under these conditions, the TSS is more restrictive than the
OFA, and the dimensions shown here are to prevent penetration of the TSS
by crops and farm machinery.

**Appendix 18. ACRONYMS**

The acronyms presented herein are intended for use with this publication
only.

AAA Airport Airspace Analysis

AC Advisory Circular

AD Airport Design

AFD Airport Facility Directory

ADG Airplane Design Group

AIP Airport Improvement Program or Aeronautical Information Publication

ALP Airport Layout Plan

ALS Approach Lighting System

ALSF(-1, -2) Approach Lighting System with Sequenced Flashers

APV Approach Procedure with Vertical Guidance

ARC Airport Reference Code

ARP Airport Reference Point

ASDA Accelerate‑Stop Distance Available

ASDE Airport Surface Detection Equipment

ASR Airport Surveillance Radar

ATC Air Traffic Control

ATCT Airport Traffic Control Tower

AWOS Automated Weather Observing System

AZ Azimuth

BRL Building Restriction Line

CAT Category

CFR Code of Federal Regulation

CFW Center Field Wind

CWY Clearway

DA Decision Altitude

DER Departure End of Runway

DME Distance Measuring Equipment

DXF AutoCAD Drawing Interchange file format

EDS Environmental Data Service

EL Elevation

FBO Fixed Base Operator

GPA Glidepath Angle

GPS Global Positioning System

GQS Glidepath Qualification Surface

GS Glide Slope

GVGI Generic Visual Slope Indicator

HAT Height Above Touchdown

HIRL High Intensity Runway Lights

IFR Instrument Flight Rules

IGES Initial Graphics Exchange Specification file format

ILS Instrument Landing System

IM Inner Marker

IMC Instrument Meteorological Conditions

LAAS Local Area Augmentation System

LDA Landing Distance Available or Localizer Type Directional Aid

LDIN Lead‑In Lights

LIRS Low Impact Resistant Supports

LNAV Lateral Navigation

LOC Localizer

LPV Localizer Performance with Vertical Guidance

MALS Medium Intensity Approach Lighting System

MALSF Medium Intensity Approach Lighting System with Sequenced Flashers

MALSR Medium Intensity Approach Lighting System with Runway Alignment
Indicator Lights

MIRL Medium Intensity Runway Lights

MLS Microwave Landing System

MM Middle Marker

MSL Mean Sea Level

NAVAID Navigational Aid

NCDC National Climatic Data Center

NDB Nondirectional Beacon

NP Mon-Precision (Markings

NPIAS National Plan of Integrated Airport Systems

NTIS National Technical Information Service

OCS Obstacle Clearance Surface

ODALS Omnidirectional Approach Lighting System

OEI One Engine Inoperative

OFA Object Free Area

OFZ Obstacle Free Zone

OIS Obstacle Identification Surface

OM Outer Marker

NPA Non-Precision Approach

P Precision (Markings)

PA Precision Approach

PAPI Precision Approach Path Indicator

POFA Precision Object Free Area

RAIL Runway Alignment Indicator Lights

REIL Runway End Identifier Lights

RNAV Area Navigation

ROFA Runway Object Free Area

RPZ Runway Protection Zone

RSA Runway Safety Area

RVR Runway Visual Range

RW Runway

SALS Short Approach Lighting System

SSALR Short Simplified Approach Lighting System with Runway Alignment
Indicator Lights

SSALS Simplified Short Approach Lighting System

SWY Stopway

TCH Threshold Crossing Height

TERPS FAA Order 8260.3, *United States Standard for Terminal Instrument
Procedures*

TH Threshold

TL Taxilane

TODA Takeoff Distance Available

TORA Takeoff Run Available

TSA Taxiway Safety Area

TVOR Terminal Very High Frequency Omnirange

TW Taxiway

USGS United States Geological Service

V Visual (Markings)

V~1~ Takeoff decision speed

V~2~ Takeoff safety speed

VFR Visual Flight Rules

V~LOF~ Lift-off speed

V~SO~ Stalling speed or the minimum steady flight speed in the landing
configuration

VNAV Vertical Navigation

VOR Very High Frequency Omnirange

WAAS Wide Area Augmentation System

**Appendix 19. INDEX**

Accelerate-Stop Distance Available (ASDA)

definition 2

length 276

Acronyms 297

Administration Building 118

Aeronautical Studies 6, 13

Aircraft Approach Category

airplane listing 251

definition 1

selection 5

Aircraft Parking Area 10, 14, 15, 117, 139

Airplane Data 156, 165, 251

Airplane Design Group (ADG)

airplane listing 251

definition 1

selection 5

Airport Buildings 117

Airport Design Standards Modification 5

Airport Elevation

definition 1

Airport Layout Plan (ALP)

application 9

definition 1

requirements 5

Airport property requirements 9

Airport Reference Code (ARC)

definition 4

standards 5

Airport Reference Point (ARP)

definition 1

standards 109

Airport Rotating Beacon 65

Airport Surface Detection Equipment (ASDE) 66

Airport Surveillance Radar (ASR) 66

Airport survey 122

Airport Traffic Control Tower (ATCT) 65

Airport Traffic Control Tower Visibility 10, 35

Airspace Availability 9

Approach Lighting System (ALS)

ALSF-2 64

MALS 64

MALSF 64

MALSR 64

Apron for Based Airplanes 117

Aprons

criteria 10

gradient 54

Auto Parking 13, 123

Aviation easements 9

Bird Hazards 10, 13

Blast Fence

criteria 77

definition 1

Bridges

approach aprons 70

blast protection 70

curbs 70

height 69

length 69

load considerations 69

longitudinal grades 69

marking and lighting 69

pavement heating 70

security fences 7

service roads 70

siting precepts 69

width 69

## Building Plan 122

Building Restriction Lie (BRL)

> criteria 12
>
> definition 1

Bypass Taxiway 34

Category (CATI) Runway 2

Category (CATII) Runway 2

Category III (CAT III) Runway 2

Center Field Wind (CFW) Installations 66

Clear Zone 1

Clear Zone (See Runway Protection Zone) 2, 13, 276

Clearway (CWY)

definition 1

standards 22, 139, 276

Compass Calibration Pad

criteria 111

definition 1

Computer Program 34, 35, 88, 146, 153

Crosswind Runway 10, 87

Crosswinds

definition 87

Declared Distances

criteria 275, 276

definition 2

Displaced Threshold

> definition 3
>
> siting requirements 101

Dual Parallel Taxiway 34

Eating Facilities 123

Electronic Deliverables 283

Entrance Taxiway 34

Environmental Assessments 6, 9

Exit Taxiway 35, 142

FAA Studies of Objects 6***,*** 13

Federal Assistance 6

Frangible NAVAID

definition 2

Hangars 118

Hazard to Air Navigation

> definition 2
>
> determination 6

presumption 2

Holding Bay 34

Holdline

to runway 10, 14, 15, 139

Inner-approach OFZ

> definition 2
>
> standards 22

Inner-transitional OFZ

> definition 2
>
> standards 22

Instrument Approach Procedures 291

Instrument Landing System (1LS)

> glide slope 61, 62
>
> localizer 61, 62

marker beacons 61, 63

Jet Blast

> heat effects 77
>
> pressures 77

velocity distances 77

Landing Distance Available (LDA)

> definition 2
>
> length 276

Large Airplane

definition 2

Lead-in Lighting System (LDIN) 65

Local Role 6

Low Impact Resistant Supports (LIRS)

definition 2

Manager's Office 123

Microwave Landing System (MLS) 59

Modification of Airport Design Standards 5

Navigational Aids (NAVAIDs)

> clearing requirements 59
>
> non-Federal 59
>
> protection 59, 67
>
> siting 59

Nondirectional Beacon (NDB) 63

Notice to the FAA

> airport development 5
>
> proposed construction 6

Object

definition 2

Object Clearing Criteria

> recommendations 13
>
> standards 12

Object Free Area (OFA)

> definition 2
>
> standards 22, 33, 276

Obstacle Free Zone (OFZ)

> definition 2
>
> standards 21, 139

Obstruction to Air Navigation

> definition 2
>
> presumption 2
>
> survey requirement 9

Omindirectional Approach Lighting System (ODALS) 65

Parallel Taxiway 33

Precision Object Free Area 22

Property requirements 9

Public Restrooms 123

Recommendations

requirement 1

## Related Reading Material 3

Rescue and Firefighting Access Roads 23

Roads 123

Runway (RW)

> definition 3
>
> gradient 49
>
> length 21
>
> line of sight 56
>
> location 9
>
> orientation 9, 87
>
> requirements for additional runways 10, 87
>
> to aircraft parking area 10, 14, 15, 139
>
> to helicopter touchdown pad 10, 14, 15
>
> to holdline 10, 14, 15, 139
>
> to parallel runway 11
>
> to parallel taxilane 10, 12, 14, 15, 139
>
> to parallel taxiway 10, 12, 14, 15, 139
>
> width 21

Runway Blast Pad

> definition 3
>
> drainage 78
>
> gradient 54
>
> length 21, 78
>
> marking sod lighting 78
>
> surface characteristics 21
>
> surface strength 78
>
> width 21, 78

Runway Object Free Area

background 139

definition 2

standards 22, 276

Runway Obstacle Free Zone (OFZ)

> definition 2
>
> standards 21

Runway Protection Zone (RPZ)

criteria 13, 140, 276

definition 3

Runway Safety Area (RSA)

> background 139
>
> definition 3
>
> gradient 54
>
> length 21, 276
>
> surface characteristics 21
>
> width 21

Runway Shoulder

> definition (See Shoulder) 3
>
> drainage 78
>
> gradient 54
>
> marking and lighting 78
>
> strength 78
>
> surface characteristics 21

width 21, 78

Runway visibility zone 56

Runway Visual Range Facilities 66

Separation Standards 10, 14-16

Shoulder

definition 3

Small Airplane

definition 3

Standards

> applicability 5
>
> modification 5

requirements 1

State Role 6

Stopway (SWY)

> definition 3
>
> gradient 49
>
> location 23
>
> standards 139
>
> surface characteristics 23
>
> width .23

Takeoff Distance Available (TODA)

> definition 1
>
> length 276

Takeoff Run Available (TORA)

> definition 1
>
> length 276

Taxilane (TL)

> airport traffic control tower visibility 35
>
> definition 3
>
> dimensional standards 33
>
> on apron edge 35
>
> to object 10, l6, 141
>
> to parallel runway 10, 12, 14, 15, 139
>
> to parallel taxilane 10, l6, 141
>
> to parallel taxiway 10, l6, 141
>
> to parked aircraft 10, l6, 141
>
> to service and maintenance roads 10, l6, 141

Taxilane Object Free Area

> definition 2
>
> standards 33
>
> width 33, 141
>
> wingtip clearance 33

Taxiway (TW)

> airport traffic control tower visibility 35
>
> definition 3
>
> dimensional standards 33
>
> edge safety margin 34, 38
>
> gradient 54
>
> intersections 34
>
> layout 10
>
> line of sight 56
>
> on apron edge 35
>
> pavement filet 34, 38, 40, 149
>
> taxiway between parallel runways 35
>
> to object 10, 16, 141
>
> to parallel runway 10, 12, 14, 15, 139
>
> to parallel taxilane 10, l6, 141
>
> to parallel taxiway 10, l6, 141
>
> to parked aircraft 10, l6, 141
>
> to service and maintenance roads 10, l6, 141
>
> width 33, 38, 141

Taxiway Object Free Area

> definition 2
>
> standards 33
>
> width 33, 141
>
> wingtip clearance 33

Taxiway Safety Area (TSA)

> definition 3
>
> gradient 54
>
> surface characteristics 33
>
> width 33, 142

Taxiway Shoulder

definition (See Shoulder) 3

drainage 78

gradient 54

marking and lighting 78

strength 78

surface characteristics 33

width 33, 78

Terminal Very High Frequency Omnirange (TVOR) 64

Threshold (TH)

> definition 3
>
> siting requirements 101

Tiedowns 117, 118

Transient Apron 117

Tunnels

drainage 70

lighting 70

passenger and baggage 70

ventilation 70

Turnaround 35

Vehicle Parking 13, 123

Visual Runway

definition 3

Waiting Room 122

Wildlife Hazards 10, 13

Wind Analysis 9, 87

Wind Coverage 87

Wingtip Clearance 33, 146