+------------------------------------+---------------+----------------+
| ![](media/image1.wmf)              | **Advisory**  |                |
|                                    |               |                |
| U.S. Department                    | **Circular**  |                |
|                                    |               |                |
| of Transportation                  |               |                |
|                                    |               |                |
| **Federal Aviation**               |               |                |
|                                    |               |                |
| **Administration**                 |               |                |
+------------------------------------+---------------+----------------+
| **Subject:** AIRPORT DESIGN        | **Date:**     | **AC No:**     |
|                                    | 1/3/2008      | 150/5300-13    |
|                                    |               |                |
|                                    | **Initiated   | **Change:** 12 |
|                                    | by:** AAS-100 |                |
+------------------------------------+---------------+----------------+

1.  **PURPOSE.** This Change reschedules the One Engine Inoperative
    (OEI) implementation date from January 1, 2008, to January 1, 2009.

This Change also does the following---

a.  Corrects the definitions for Aircraft Approach Category and
    Displaced Threshold and removes the definition for Relocated
    Threshold in Chapter 1.

b.  Adds Advisory Circulars 150/5190-6 and 150/5190-7 to the list of
    Reading Material in Chapter 1.

c.  Makes an editorial correction to the titles of Tables 3-1 through
    3-3 and note 1 of Figure 2-3.

d.  Adds wording to paragraph 415 requiring end-around taxiway projects
    to be pre-approved by the Office of Airport Safety and Standards,
    Airport Engineering Division.

e.  Changes the applicability of the Appendix 2, paragraph 3b, to allow
    the use of these standards to object to objects affecting navigable
    airspace relative to 14 Code of Federal Regulations (CFR) Part 77.

f.  Changes Figures A2-3 and A2-4 to properly identify the starting
    elevation of the 40:1 and 62.5:1 surfaces when a clearway is
    present.

g.  Adds paragraph 5 to Appendix 16 identifying what Airport Airspace
    Analysis Survey criteria to use based on current or planned
    instrument approaches serving the runway ends.

h.  Changes the required survey required in Tables A16-1A, A16-1B, and
    A16-1C to be in line with AC 150/5300-18 requirements.

i.  Removes the reference to an APV OFZ in Table A16-1B and changes the
    requirements to match those in Table A16-1C.

j.  Removes Table A16-2.

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

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![](media/image2.png){width="2.5in" height="0.5798611111111112in"}

David L. Bennett

Director of Airport Safety and Standards

**Chapter 1. REGULATORY REQUIREMENTS**

**AND DEFINITION OF TERMS**

**Number range level0Number range level1Number range level2Number range
level3Number range level4Number range level5Number range level6Number
range level71. [GENERAL]{.underline}Number range level0Number range
level1Number range level2Number range level3Number range level4Number
range level5Number range level6Number range level71**. 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 the certificated
maximum flap setting and maximum landing weight at standard atmospheric
conditions. 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.* A threshold that is located at a point on the
runway other than the designated beginning of the runway.

*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. The most current versions of
the ACs listed below are available online at www.faa.gov.

**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. (Cancelled)

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. (Cancelled)

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. (Cancelled by AC 150/5190-6 and AC 150/5190-7)

o\. AC 150/5190-6, Exclusive Rights at Federally-Obligated Airports

p\. AC 150/5190-7, Minimum Standards for Commercial Aeronautical
Activities

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

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

s\. AC 150/5230‑4, Aircraft Fuel Storage, Handling, and Dispensing on
Airports.

t\. AC 150/5320‑5, Airport Drainage.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

> ii\. AC 150/5390‑2, Heliport Design.

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

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

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

mm\. 14 CFR Part 97, Standard Instrument Approach Procedures.

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

oo. 14 CFR Part 139, Certification of Airports.

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

qq. 14 CFR Part 152, Airport Aid Program.

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

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

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

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

vv. Order 5050.4, Airport Environmental Handbook.

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

xx\. Order 7400.2, Procedures for Handling Airspace Matters.

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

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

######## Table 2-4. Runway protection zone (RPZ) dimensions

+-----------+-----------+-----------+-----------+-----------+-----------+
| Approach  | F         | D         |           |           |           |
|           | acilities | imensions |           |           |           |
| V         |           |           |           |           |           |
| isibility | Expected  |           |           |           |           |
|           |           |           |           |           |           |
| Minimums  | To Serve  |           |           |           |           |
| [1]{.un   |           |           |           |           |           |
| derline}/ |           |           |           |           |           |
+-----------+-----------+-----------+-----------+-----------+-----------+
|           |           | Length    | Inner     | Outer     | RPZ       |
|           |           |           |           |           |           |
|           |           | L         | Width     | Width     | acres     |
|           |           |           |           |           |           |
|           |           | Feet      | W~1~ feet | W~2~ feet |           |
|           |           |           |           |           |           |
|           |           | (meters)  | (meters)  | (meters)  |           |
+-----------+-----------+-----------+-----------+-----------+-----------+
| Visual    | Small     | 1,000     | 250       | 450       | 8.035     |
|           |           |           |           |           |           |
| And       | Aircraft  | \(300\)   | \(75\)    | \(135\)   |           |
|           |           |           |           |           |           |
| Not lower | Ex        |           |           |           |           |
| than      | clusively |           |           |           |           |
|           |           |           |           |           |           |
| 1-Mile (1 |           |           |           |           |           |
| 600 m)    |           |           |           |           |           |
+-----------+-----------+-----------+-----------+-----------+-----------+
|           | Aircraft  | 1,000     | 500       | 700       | 13.770    |
|           |           |           |           |           |           |
|           | Approach  | \(300\)   | \(150\)   | \(210\)   |           |
|           |           |           |           |           |           |
|           | C         |           |           |           |           |
|           | ategories |           |           |           |           |
|           |           |           |           |           |           |
|           | A & B     |           |           |           |           |
+-----------+-----------+-----------+-----------+-----------+-----------+
|           | Aircraft  | 1,700     | 500       | 1,010     | 29.465    |
|           |           |           |           |           |           |
|           | Approach  | \(510\)   | \(150\)   | \(303\)   |           |
|           |           |           |           |           |           |
|           | C         |           |           |           |           |
|           | ategories |           |           |           |           |
|           |           |           |           |           |           |
|           | C & D     |           |           |           |           |
+-----------+-----------+-----------+-----------+-----------+-----------+
| Not lower | All       | 1,700     | 1,000     | 1,510     | 48.978    |
| than      |           |           |           |           |           |
|           | Aircraft  | \(510\)   | \(300\)   | \(453\)   |           |
| ¾-Mile (1 |           |           |           |           |           |
| 200 m)    |           |           |           |           |           |
+-----------+-----------+-----------+-----------+-----------+-----------+
| Lower     | All       | 2,500     | 1,000     | 1,750     | 78.914    |
| than      |           |           |           |           |           |
|           | Aircraft  | \(750\)   | \(300\)   | \(525\)   |           |
| ¾-Mile (1 |           |           |           |           |           |
| 200 m)    |           |           |           |           |           |
+-----------+-----------+-----------+-----------+-----------+-----------+

[1]{.underline}/ The RPZ dimensional standards are for the runway end
with the specified approach visibility minimums. The departure RPZ
dimensional standards are equal to or less than the approach RPZ
dimensional standards. When a RPZ begins other than 200 feet (60 m)
beyond the runway end, separate approach and departure RPZs should be
provided. Refer to Appendix 14 for approach and departure RPZs.

![](media/image3.wmf){width="5.040277777777778in"
height="7.996527777777778in"}

Figure 2-3. Runway protection zone

**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**

> (Refer also to Appendix 16 for the establishment of new approaches)

+-------------------+-----+-----------+-------+------+-------+-------+
| **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**

> (Refer also to Appendix 16 for the establishment of new approaches)

+-------------------+-----+-----------+-------+------+-------+-------+
| **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

(Refer also to Appendix 16 for the establishment of new approaches)

+-----------------------------+----+----+----+-----+----+----+----+
| **ITEM**                    | #  | ## |    |     |    |    |    |
|                             | ## | ## |    |     |    |    |    |
|                             | ## | ## |    |     |    |    |    |
|                             | ## | ## |    |     |    |    |    |
|                             | #  |  A |    |     |    |    |    |
|                             | DI | IR |    |     |    |    |    |
|                             | M  | PL |    |     |    |    |    |
|                             |    | AN |    |     |    |    |    |
|                             | ** | E  |    |     |    |    |    |
|                             | [1 | DE |    |     |    |    |    |
|                             | ]{ | SI |    |     |    |    |    |
|                             | .u | GN |    |     |    |    |    |
|                             | nd |  G |    |     |    |    |    |
|                             | er | RO |    |     |    |    |    |
|                             | li | UP |    |     |    |    |    |
|                             | ne |    |    |     |    |    |    |
|                             | }/ |    |    |     |    |    |    |
|                             | ** |    |    |     |    |    |    |
+-----------------------------+----+----+----+-----+----+----+----+
|                             |    | *  | ** | *   | ** | *  | ** |
|                             |    | *I | II | *II | IV | *V | VI |
|                             |    | ** | ** | I** | ** | ** | ** |
+-----------------------------+----+----+----+-----+----+----+----+
| Runway Length               | A  | \- |    |     |    |    |    |
|                             |    | R  |    |     |    |    |    |
|                             |    | ef |    |     |    |    |    |
|                             |    | er |    |     |    |    |    |
|                             |    | to |    |     |    |    |    |
|                             |    | p  |    |     |    |    |    |
|                             |    | ar |    |     |    |    |    |
|                             |    | ag |    |     |    |    |    |
|                             |    | ra |    |     |    |    |    |
|                             |    | ph |    |     |    |    |    |
|                             |    | 3  |    |     |    |    |    |
|                             |    | 01 |    |     |    |    |    |
|                             |    | -  |    |     |    |    |    |
+-----------------------------+----+----+----+-----+----+----+----+
| Runway Width                | B  | 1  | 1  | 100 | 1  | 1  | 2  |
|                             |    | 00 | 00 | ft  | 50 | 50 | 00 |
|                             |    | ft | ft | [   | ft | ft | ft |
|                             |    |    |    | 2]{ |    |    |    |
|                             |    |    |    | .un |    |    |    |
|                             |    |    |    | der |    |    |    |
|                             |    |    |    | lin |    |    |    |
|                             |    |    |    | e}/ |    |    |    |
+-----------------------------+----+----+----+-----+----+----+----+
|                             |    | 30 | 30 | 30  | 45 | 45 | 60 |
|                             |    | m  | m  | m   | m  | m  | m  |
|                             |    |    |    | [   |    |    |    |
|                             |    |    |    | 2]{ |    |    |    |
|                             |    |    |    | .un |    |    |    |
|                             |    |    |    | der |    |    |    |
|                             |    |    |    | lin |    |    |    |
|                             |    |    |    | e}/ |    |    |    |
+-----------------------------+----+----+----+-----+----+----+----+
| Runway Shoulder Width       |    | 10 | 10 | 20  | 25 | 35 | 40 |
| [3]{.underline}/            |    | ft | ft | ft  | ft | ft | ft |
|                             |    |    |    | [   |    |    |    |
|                             |    |    |    | 2]{ |    |    |    |
|                             |    |    |    | .un |    |    |    |
|                             |    |    |    | der |    |    |    |
|                             |    |    |    | lin |    |    |    |
|                             |    |    |    | e}/ |    |    |    |
+-----------------------------+----+----+----+-----+----+----+----+
|                             |    | 3  | 3  | 6 m | 7  | 10 | 12 |
|                             |    | m  | m  | [   | .5 | .5 | m  |
|                             |    |    |    | 2]{ | m  | m  |    |
|                             |    |    |    | .un |    |    |    |
|                             |    |    |    | der |    |    |    |
|                             |    |    |    | lin |    |    |    |
|                             |    |    |    | e}/ |    |    |    |
+-----------------------------+----+----+----+-----+----+----+----+
| Runway Blast Pad Width      |    | 1  | 1  | 140 | 2  | 2  | 2  |
|                             |    | 20 | 20 | ft  | 00 | 20 | 80 |
|                             |    | ft | ft | [   | ft | ft | ft |
|                             |    |    |    | 2]{ |    |    |    |
|                             |    |    |    | .un |    |    |    |
|                             |    |    |    | der |    |    |    |
|                             |    |    |    | lin |    |    |    |
|                             |    |    |    | e}/ |    |    |    |
+-----------------------------+----+----+----+-----+----+----+----+
|                             |    | 36 | 36 | 42  | 60 | 66 | 84 |
|                             |    | m  | m  | m   | m  | m  | m  |
|                             |    |    |    | [   |    |    |    |
|                             |    |    |    | 2]{ |    |    |    |
|                             |    |    |    | .un |    |    |    |
|                             |    |    |    | der |    |    |    |
|                             |    |    |    | lin |    |    |    |
|                             |    |    |    | e}/ |    |    |    |
+-----------------------------+----+----+----+-----+----+----+----+
| Runway Blast Pad Length     |    | 1  | 1  | 200 | 2  | 4  | 4  |
|                             |    | 00 | 50 | ft  | 00 | 00 | 00 |
|                             |    | ft | ft |     | ft | ft | ft |
+-----------------------------+----+----+----+-----+----+----+----+
|                             |    | 30 | 45 | 60  | 60 | 1  | 1  |
|                             |    | m  | m  | m   | m  | 20 | 20 |
|                             |    |    |    |     |    | m  | m  |
+-----------------------------+----+----+----+-----+----+----+----+
| Runway Safety Area Width    | C  | 5  | 5  | 500 | 5  | 5  | 5  |
| [4]{.underline}/            |    | 00 | 00 | ft  | 00 | 00 | 00 |
|                             |    | ft | ft |     | ft | ft | ft |
+-----------------------------+----+----+----+-----+----+----+----+
|                             |    | 1  | 1  | 150 | 1  | 1  | 1  |
|                             |    | 50 | 50 | m   | 50 | 50 | 50 |
|                             |    | m  | m  |     | m  | m  | m  |
+-----------------------------+----+----+----+-----+----+----+----+
| Runway Safety Area          |    | 6  | 6  | 600 | 6  | 6  | 6  |
|                             |    | 00 | 00 | ft  | 00 | 00 | 00 |
| Length Prior to Landing     |    | ft | ft |     | ft | ft | ft |
| Threshold [5]{.underline}/, |    |    |    |     |    |    |    |
| [6]{.underline}/            |    |    |    |     |    |    |    |
+-----------------------------+----+----+----+-----+----+----+----+
|                             |    | 1  | 1  | 180 | 1  | 1  | 1  |
|                             |    | 80 | 80 | m   | 80 | 80 | 80 |
|                             |    | m  | m  |     | m  | m  | m  |
+-----------------------------+----+----+----+-----+----+----+----+
| Runway Safety Area Length   | P  | 1  | 1  | 1,  | 1  | 1  | 1  |
| Beyond RW End               |    | ,0 | ,0 | 000 | ,0 | ,0 | ,0 |
| [5]{.underline}/,           |    | 00 | 00 | ft  | 00 | 00 | 00 |
| [6]{.underline}/            |    | ft | ft |     | ft | ft | ft |
+-----------------------------+----+----+----+-----+----+----+----+
|                             |    | 3  | 3  | 300 | 3  | 3  | 3  |
|                             |    | 00 | 00 | m   | 00 | 00 | 00 |
|                             |    | m  | m  |     | m  | m  | m  |
+-----------------------------+----+----+----+-----+----+----+----+
| Obstacle Free Zone Width    |    | \- |    |     |    |    |    |
| and Length                  |    | R  |    |     |    |    |    |
|                             |    | ef |    |     |    |    |    |
|                             |    | er |    |     |    |    |    |
|                             |    | to |    |     |    |    |    |
|                             |    | p  |    |     |    |    |    |
|                             |    | ar |    |     |    |    |    |
|                             |    | ag |    |     |    |    |    |
|                             |    | ra |    |     |    |    |    |
|                             |    | ph |    |     |    |    |    |
|                             |    | 3  |    |     |    |    |    |
|                             |    | 06 |    |     |    |    |    |
|                             |    | -  |    |     |    |    |    |
+-----------------------------+----+----+----+-----+----+----+----+
| Runway Object Free Area     | Q  | 8  | 8  | 800 | 8  | 8  | 8  |
| Width                       |    | 00 | 00 | ft  | 00 | 00 | 00 |
|                             |    | ft | ft |     | ft | ft | ft |
+-----------------------------+----+----+----+-----+----+----+----+
|                             |    | 2  | 2  | 240 | 2  | 2  | 2  |
|                             |    | 40 | 40 | m   | 40 | 40 | 40 |
|                             |    | m  | m  |     | m  | m  | m  |
+-----------------------------+----+----+----+-----+----+----+----+
| Runway Object Free Area     | R  | 1  | 1  | 1,  | 1  | 1  | 1  |
| Length Beyond RW End        |    | ,0 | ,0 | 000 | ,0 | ,0 | ,0 |
| [7]{.underline}/            |    | 00 | 00 | ft  | 00 | 00 | 00 |
|                             |    | ft | ft |     | ft | ft | ft |
+-----------------------------+----+----+----+-----+----+----+----+
|                             |    | 3  | 3  | 300 | 3  | 3  | 3  |
|                             |    | 00 | 00 | m   | 00 | 00 | 00 |
|                             |    | 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-II, a runway safety area width
of 400 feet (120 m) is permissible.

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.

**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). Due to the safety
critical nature of these operations, it is necessary for planners to
work closely with the FAA prior to considering the use of an EAT. EATs
should be done only to enhance safety and capacity. Before EAT projects
are proposed and feasibility studies and/or design started, they must be
pre-approved by the FAA Office of Airport Safety and Standards, Airport
Engineering Division (AAS-100). Submission for project approval is
through the local Airports District Office for coordination with the
approval authority (AAS-100). 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/image4.png){width="6.992361111111111in"
height="8.14861111111111in"}

Figure A1-11. Lotus cell-formulas page 2

Appendix 2. RUNWAY END SITING REQUIREMENTS

1.  **Number range level0Number range level1Number range level2Number
    range level3Number range level4Number range level5Number range
    level6Number range level7PURPOSENumber range level0Number range
    level1Number range level2Number range level3Number range
    level4Number range level5Number range level6Number range level71.**
    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.  **Number range level1LIMITATIONS3Number range level1.**

    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 applicable for identifying
        objects affecting navigable airspace. See Title 14 Code of
        Federal Regulations Part 77, Objects Affecting Navigable
        Airspace.

4.  **EVALUATION CONSIDERATIONS4Number range level1.**

    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.

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5.  **CLEARANCE REQUIREMENTS5Number range level1Number range level2.**
    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.** **5Number range level1Number
    range level2** 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, 2009.

**Table A2-1. Approach/Departure Requirements Table**

+---+---------------------------+-----+---+-----+-----+-----+-----+------+
|   | ######### **Runway Type** | *   |   |     |     |     |     | #### |
|   |                           | *DI |   |     |     |     |     | # Sl |
|   |                           | MEN |   |     |     |     |     | ope/ |
|   |                           | SIO |   |     |     |     |     |      |
|   |                           | NAL |   |     |     |     |     | **O  |
|   |                           | S   |   |     |     |     |     | CS** |
|   |                           | 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,
    2009.

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/image5.png){width="6.788888888888889in"                     |
| height="5.842361111111111in"}                                         |
+-----------------------------------------------------------------------+
| ########                                                              |
|                                                                       |
| ########                                                              |
|                                                                       |
| ######                                                                |
| ## Figure A2-3. Departure surface for Instrument Runways TERPS (40:1) |
+-----------------------------------------------------------------------+

+-----------------------------------------------------------------------+
| ![](media/image6.wmf)                                                 |
+-----------------------------------------------------------------------+
| ########                                                              |
|                                                                       |
| ########                                                              |
|                                                                       |
| ########                                                              |
|                                                                       |
| ######## Figure A2-4.                                                 |
| One-Engine Inoperative (OEI) Obstacle Identification Surface (62.5:1) |
+-----------------------------------------------------------------------+

**Appendix 16. NEW INSTRUMENT APPROACH PROCEDURES**

**Number range level0Number range level1Number range level2Number range
level3Number range level4Number range level5Number range level6Number
range level71. BACKGROUNDNumber range level0Number range level1Number
range level2Number range level3Number range level4Number range
level5Number range level6Number range level71.** 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.Number range level2** 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.Number range level1 INTRODUCTION2Number range level1.** 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.Number range level1 ACTION3Number range level1.** 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.Number range level1 DEFINITIONS3Number range level1.**

**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 A16-1C defines the
requirements for VOR, NDB, LDA, GPS (TS0-129) or other authorized RNAV
system.

**5. AIRPORT AIRSPACE ANALYSIS SURVEYS.**

**a.** Use the standards identified in ACs 150/5300-16, 1505300-17, and
150/5300-18 to survey and compile the appropriate data to support the
development of instrument procedures.

**b.** When the runway has or is planned to have an approach that has
vertical guidance (ILS, MLS or PAR, APV, LPV, RNP, TLS, LNAV/VNAV,
etc.), use the Vertically Guided Airport Airspace Analysis Survey
criteria in AC 150/5300-18.

**c.** When the runway has or is planned to have an approach without
vertical guidance (VOR, VOR/DME, TACAN, NDB, LNAV, LP, etc.), use the
Non-Vertically Guided Airport Airspace Analysis Survey criteria in AC
150/5300-18.

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

+--------------------------+---------------------+---------------------+
| #                        | \<3/4 statute mile  | \< 1-statute mile   |
| # Visibility Minimums^1^ |                     |                     |
+--------------------------+---------------------+---------------------+
| **Height Above Touchdown | # 200               |                     |
| (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    | Vertically Guided   |                     |
| Lowest Minima**          | Airport Airspace    |                     |
|                          | Analysis Survey     |                     |
+--------------------------+---------------------+---------------------+

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        | Precision   | Nonprecision | No            |      |
| Markings (See   |             |              | nprecision^7^ |      |
| AC              |             | *(precision  |               |      |
| 150/5340-1)**   |             | r            |               |      |
|                 |             | ecommended)* |               |      |
+-----------------+-------------+--------------+---------------+------+
| **Holding       | Precision   | Nonprecision | No            |      |
| Position Signs  |             |              | nprecision^7^ |      |
| & Markings (See |             | #            |               |      |
| AC 150/5340‑1   |             |  (precision  |               |      |
| and             |             | recommended) |               |      |
| AC              |             |              |               |      |
|  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 | \<          | ≥            |               |      |
| Standards;      | 3/4-statute | 3/4-statute  |               |      |
| e.g., Obstacle  | mile        | mile         |               |      |
| Free Zone (OFZ) | approach    | approach     |               |      |
| ^12^**          | visibility  | visibility   |               |      |
|                 | minimums    | minimums     |               |      |
+-----------------+-------------+--------------+---------------+------+
| **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        | Vertically  |              |               |      |
| Required for    | Guided      |              |               |      |
| Lowest Minima** | Airport     |              |               |      |
|                 | Airspace    |              |               |      |
|                 | Analysis    |              |               |      |
|                 | Survey      |              |               |      |
+-----------------+-------------+--------------+---------------+------+

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-    | 1-      | -statute | statute | ircling |
|                 | statute | statute | mile     | mile    |         |
|                 | mile    | mile    |          |         |         |
+-----------------+---------+---------+----------+---------+---------+
| **Height Above  | 300     | 340     | 400      | 450     | Varies  |
| Touchdown ^2^** |         |         |          |         |         |
+-----------------+---------+---------+----------+---------+---------+
| **TERPS         | 34:1    | 20:1    | 20:1     |         |         |
| Paragraph 251** | clear   | clear   | clear or |         |         |
|                 |         |         | pene     |         |         |
|                 |         |         | trations |         |         |
|                 |         |         | lighted  |         |         |
|                 |         |         | for      |         |         |
|                 |         |         | night    |         |         |
|                 |         |         | minimums |         |         |
|                 |         |         |          |         |         |
|                 |         |         | (See AC  |         |         |
|                 |         |         | 70       |         |         |
|                 |         |         | /7460-1) |         |         |
+-----------------+---------+---------+----------+---------+---------+
| **Airport       | # R     |         |          |         | # Reco  |
| Layout          | equired |         |          |         | mmended |
| Plan^3^**       |         |         |          |         |         |
+-----------------+---------+---------+----------+---------+---------+
| **Minimum       | 4,200   | 3,200   | 3,200 ft |         |         |
| Runway**        | ft      | ft (975 | (975     |         |         |
|                 | (1,280  | m)^4^   | m)^4,5^  |         |         |
| **Length**      | m)      |         |          |         |         |
|                 |         | (Paved) |          |         |         |
|                 | (Paved) |         |          |         |         |
+-----------------+---------+---------+----------+---------+---------+
| **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 /  |         | MIRL /   |         | MIRL /  |
| Lights^6^**     | MIRL    |         | LIRL     |         | LIRL    |
|                 |         |         |          |         |         |
|                 |         |         |          |         | (R      |
|                 |         |         |          |         | equired |
|                 |         |         |          |         | only    |
|                 |         |         |          |         | for     |
|                 |         |         |          |         | night   |
|                 |         |         |          |         | minima) |
+-----------------+---------+---------+----------+---------+---------+
| **Parallel      | R       |         | Rec      |         |         |
| Taxiway ^7^**   | equired |         | ommended |         |         |
+-----------------+---------+---------+----------+---------+---------+
| **Approach      | # MA    | # Requi | Recomm   |         | Not     |
| Lights^8^**     | LSR, SS | red ^9^ | ended^9^ |         | R       |
|                 | ALR, or |         |          |         | equired |
|                 |  ALSF R |         |          |         |         |
|                 | equired |         |          |         |         |
+-----------------+---------+---------+----------+---------+---------+
| **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   | Table    |         | Table   |
| Siting Criteria | A2-1,   | A2-1,   | A2-1,    |         | A2-1,   |
| To Be Met       |         |         |          |         |         |
| ^11^**          | Row 9,  | Row 8,  | Row      |         | Row     |
|                 | C       | C       | 1--5,    |         | 1--2,   |
|                 | riteria | riteria |          |         |         |
|                 |         |         | Criteria |         | C       |
|                 |         |         |          |         | riteria |
+-----------------+---------+---------+----------+---------+---------+
| **Survey        | Ver     | Non-Ver | Non-Ve   |         | Non-Ver |
| Required for    | tically | tically | rtically |         | tically |
| Lowest Minima** | Guided  | Guided  | Guided   |         | Guided  |
|                 | Airport | Airport | Airport  |         | Airport |
|                 | A       | A       | Airspace |         | A       |
|                 | irspace | irspace | Analysis |         | irspace |
|                 | A       | A       | Survey   |         | A       |
|                 | nalysis | nalysis |          |         | nalysis |
|                 | Survey  | Survey  |          |         | Survey  |
+-----------------+---------+---------+----------+---------+---------+

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.

**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.

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