+-----------------------------------+-----------------------------------+
| ![](media/image1.w                | **Advisory**                      |
| mf){width="0.38472222222222224in" |                                   |
| height="0.3645833333333333in"}    | **Circular**                      |
|                                   |                                   |
| U.S. Department                   |                                   |
|                                   |                                   |
| of Transportation                 |                                   |
|                                   |                                   |
| **Federal Aviation**              |                                   |
|                                   |                                   |
| **Administration**                |                                   |
+-----------------------------------+-----------------------------------+

+------------------------------------+---------------+----------------+
| **Subject:** Change 8 to AIRPORT   | **Date:**     | **AC No:**     |
| DESIGN                             | 9/30/04       | 150/5300-13    |
|                                    |               |                |
|                                    | **Initiated   | **Change:** 8  |
|                                    | by:** AAS-100 |                |
+------------------------------------+---------------+----------------+

**1. PURPOSE.** This Change removes the Precision Object Free Area
(POFA) and establishes the Precision Obstacle Free Zone (POFZ).
Standards for the Runway Safety Area (RSA) have been changed to reflect
a shorter dimension required prior to the runway threshold, and to allow
for the provision of an Engineered Materials Arresting System (EMAS) or
other approved arresting system in lieu of a portion of the traditional
RSA as overrun protection. Also, revisions to Appendix 2 allow greater
flexibility in threshold siting criteria.

**2. CHANGED TEXT.** Changed text is indicated by a vertical bar in the
margins. New pages that do not contain changes have only changed due to
repagination.

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![](media/image2.png){width="2.8048611111111112in"
height="0.5618055555555556in"}

David L. Bennett

Director of Airport Safety and Standards

**Chapter 3. RUNWAY DESIGN**

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

1\) In U.S. customary units,

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

2\) In SI units,

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

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

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

1\) In U.S. customary units,

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

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

2\) In SI units,

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

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

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

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

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

(1) Vertically guided approach

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

b\. [All Weather Capability]{.underline}. Rescue and firefighting access
roads are all weather roads designed to

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

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

**311. to 399. RESERVED.**

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

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

+-------------------------+-----+------+------+------+------+------+
| **ITEM**                | *   | **   |      |      |      |      |
|                         | *DI | AIRP |      |      |      |      |
|                         | M^1 | LANE |      |      |      |      |
|                         | ^** | DE   |      |      |      |      |
|                         |     | SIGN |      |      |      |      |
|                         |     | GRO  |      |      |      |      |
|                         |     | UP** |      |      |      |      |
+-------------------------+-----+------+------+------+------+------+
|                         |     | **^  |      |      |      | *    |
|                         |     | 2^** |      |      |      | *V** |
+-------------------------+-----+------+------+------+------+------+
| Runway Length           | A   | \-   |      |      |      |      |
|                         |     | R    |      |      |      |      |
|                         |     | efer |      |      |      |      |
|                         |     | to   |      |      |      |      |
|                         |     | p    |      |      |      |      |
|                         |     | arag |      |      |      |      |
|                         |     | raph |      |      |      |      |
|                         |     | 301  |      |      |      |      |
|                         |     | -    |      |      |      |      |
+-------------------------+-----+------+------+------+------+------+
| Runway Width            | B   | 60   | 60   | 75   | 100  | 150  |
|                         |     | ft   | ft   | ft   | ft   | ft   |
|                         |     |      |      |      |      |      |
|                         |     | 18 m | 18 m | 23 m | 30 m | 45 m |
+-------------------------+-----+------+------+------+------+------+
| Runway Shoulder Width   |     | 10   | 10   | 10   | 20   | 25   |
|                         |     | ft   | ft   | ft   | ft   | ft   |
|                         |     |      |      |      |      |      |
|                         |     | 3 m  | 3 m  | 3 m  | 6 m  | 7.5  |
|                         |     |      |      |      |      | m    |
+-------------------------+-----+------+------+------+------+------+
| Runway Blast Pad Width  |     | 80   | 80   | 95   | 140  | 200  |
|                         |     | ft   | ft   | ft   | ft   | ft   |
|                         |     |      |      |      |      |      |
|                         |     | 24 m | 24 m | 29 m | 42 m | 60 m |
+-------------------------+-----+------+------+------+------+------+
| Runway Blast Pad length |     | 60   | 100  | 150  | 200  | 200  |
|                         |     | ft   | ft   | ft   | ft   | ft   |
|                         |     |      |      |      |      |      |
|                         |     | 18 m | 30 m | 45 m | 60 m | 60 m |
+-------------------------+-----+------+------+------+------+------+
| Runway Safety Area      | C   | 120  | 120  | 150  | 300  | 500  |
| Width                   |     | ft   | ft   | ft   | ft   | ft   |
|                         |     |      |      |      |      |      |
|                         |     | 36 m | 36 m | 45 m | 180  | 150  |
|                         |     |      |      |      | m    | m    |
+-------------------------+-----+------+------+------+------+------+
| Runway Safety Area      |     | 240  | 240  | 300  | 600  | 600  |
|                         |     | ft   | ft   | ft   | ft   | ft   |
| Length Prior to Landing |     |      |      |      |      |      |
| Threshold               |     | 72 m | 72 m | 90 m | 180  | 180  |
|                         |     |      |      |      | m    | m    |
+-------------------------+-----+------+------+------+------+------+
| Runway Safety Area      | P   | 240  | 240  | 300  | 600  | 1    |
|                         |     | ft   | ft   | ft   | ft   | ,000 |
| Length Beyond RW        |     |      |      |      |      | ft   |
| End**^3^**              |     | 72 m | 72 m | 90 m | 180  |      |
|                         |     |      |      |      | m    | 300  |
|                         |     |      |      |      |      | m    |
+-------------------------+-----+------+------+------+------+------+
| Obstacle Free Zone      | \-  |      |      |      |      |      |
|                         | Re  |      |      |      |      |      |
| Width and length        | fer |      |      |      |      |      |
|                         | to  |      |      |      |      |      |
|                         | par |      |      |      |      |      |
|                         | agr |      |      |      |      |      |
|                         | aph |      |      |      |      |      |
|                         | 306 |      |      |      |      |      |
|                         | -   |      |      |      |      |      |
+-------------------------+-----+------+------+------+------+------+
| Runway Object Free Area | Q   | 250  | 400  | 500  | 800  | 800  |
|                         |     | ft   | ft   | ft   | ft   | ft   |
| Width                   |     |      |      |      |      |      |
|                         |     | 75 m | 120  | 150  | 240  | 240  |
|                         |     |      | m    | m    | m    |      |
+-------------------------+-----+------+------+------+------+------+
| Runway Object Free Area | R   | 240  | 240  | 300  | 600  | 1    |
|                         |     | ft   | ft   | ft   | ft   | ,000 |
| Length Beyond RW        |     |      |      |      |      | ft   |
| End**^3^**              |     | 72 m | 72 m | 90 m | 180  |      |
|                         |     |      |      |      | m    | 300  |
|                         |     |      |      |      |      | m    |
+-------------------------+-----+------+------+------+------+------+

[1]{.underline}/ Letters correspond to the dimensions on figures 2‑1 and
2-3.

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

[3]{.underline}/ The runway safety area and runway object free area
lengths begin at each runway end when stopway is not provided. When
stopway is provided, these lengths begin at the stopway end. The runway
safety area length and the object free area length are the same for each
runway end. Use the table (3-1 or 3-2) that results in the longest
dimension. RSA length beyond the runway end standards may be met by
provision of an Engineered Materials Arresting System or other FAA
approved arresting system providing the ability to stop the critical
aircraft using the runway exiting the end of the runway at 70 knots. See
AC 150/5220‑22.

**Table 3‑2. Runway design standards for aircraft approach categories 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**                | *   | **   |      |      |      |      |
|                         | *DI | AIRP |      |      |      |      |
|                         | M^1 | LANE |      |      |      |      |
|                         | ^** | DE   |      |      |      |      |
|                         |     | SIGN |      |      |      |      |
|                         |     | GRO  |      |      |      |      |
|                         |     | UP** |      |      |      |      |
+-------------------------+-----+------+------+------+------+------+
|                         |     | **^  |      |      |      | *    |
|                         |     | 2^** |      |      |      | *V** |
+-------------------------+-----+------+------+------+------+------+
| Runway Length           | A   | \-   |      |      |      |      |
|                         |     | R    |      |      |      |      |
|                         |     | efer |      |      |      |      |
|                         |     | to   |      |      |      |      |
|                         |     | p    |      |      |      |      |
|                         |     | arag |      |      |      |      |
|                         |     | raph |      |      |      |      |
|                         |     | 301  |      |      |      |      |
|                         |     | -    |      |      |      |      |
+-------------------------+-----+------+------+------+------+------+
| Runway Width            | B   | 75   | 100  | 100  | 100  | 150  |
|                         |     | ft   | ft   | ft   | ft   | ft   |
|                         |     |      |      |      |      |      |
|                         |     | 23 m | 30 m | 30 m | 30 m | 45 m |
+-------------------------+-----+------+------+------+------+------+
| Runway Shoulder Width   |     | 10   | 10   | 10   | 20   | 25   |
|                         |     | ft   | ft   | ft   | ft   | ft   |
|                         |     |      |      |      |      |      |
|                         |     | 3 m  | 3 m  | 3 m  | 6 m  | 7.5  |
|                         |     |      |      |      |      | m    |
+-------------------------+-----+------+------+------+------+------+
| Runway Blast Pad Width  |     | 95   | 120  | 120  | 140  | 200  |
|                         |     | ft   | ft   | ft   | ft   | ft   |
|                         |     |      |      |      |      |      |
|                         |     | 29 m | 36 m | 36 m | 42 m | 60 m |
+-------------------------+-----+------+------+------+------+------+
| Runway Blast Pad length |     | 60   | 100  | 150  | 200  | 200  |
|                         |     | ft   | ft   | ft   | ft   | ft   |
|                         |     |      |      |      |      |      |
|                         |     | 18 m | 30 m | 45 m | 60 m | 60 m |
+-------------------------+-----+------+------+------+------+------+
| Runway Safety Area      | C   | 300  | 300  | 300  | 400  | 500  |
| Width                   |     | ft   | ft   | ft   | ft   | ft   |
|                         |     |      |      |      |      |      |
|                         |     | 90 m | 90 m | 90 m | 120  | 150  |
|                         |     |      |      |      | m    | m    |
+-------------------------+-----+------+------+------+------+------+
| Runway Safety Area      |     | 600  | 600  | 600  | 600  | 600  |
|                         |     | ft   | ft   | ft   | ft   | ft   |
| Length Prior to Landing |     |      |      |      |      |      |
| Threshold               |     | 180  | 180  | 180  | 180  | 180  |
|                         |     | m    | m    | m    | m    | m    |
+-------------------------+-----+------+------+------+------+------+
| Runway Safety Area      | P   | 600  | 600  | 600  | 800  | 1    |
|                         |     | ft   | ft   | ft   | ft   | ,000 |
| Length Beyond RW        |     |      |      |      |      | ft   |
| End**^3^**              |     | 180  | 180  | 180  | 240  |      |
|                         |     | m    | m    | m    | m    | 300  |
|                         |     |      |      |      |      | m    |
+-------------------------+-----+------+------+------+------+------+
| Obstacle Free Zone      | \-  |      |      |      |      |      |
|                         | Re  |      |      |      |      |      |
| Width and length        | fer |      |      |      |      |      |
|                         | to  |      |      |      |      |      |
|                         | par |      |      |      |      |      |
|                         | agr |      |      |      |      |      |
|                         | aph |      |      |      |      |      |
|                         | 306 |      |      |      |      |      |
|                         | -   |      |      |      |      |      |
+-------------------------+-----+------+------+------+------+------+
| Runway Object Free Area | Q   | 800  | 800  | 800  | 800  | 800  |
|                         |     | ft   | ft   | ft   | ft   | ft   |
| Width                   |     |      |      |      |      |      |
|                         |     | 240  | 240  | 240  | 240  | 240  |
|                         |     | m    | m    | m    | m    |      |
+-------------------------+-----+------+------+------+------+------+
| Runway Object Free Area | R   | 600  | 600  | 600  | 800  | 1    |
|                         |     | ft   | ft   | ft   | ft   | ,000 |
| Length Beyond RW        |     |      |      |      |      | ft   |
| End**^3^**              |     | 180  | 180  | 180  | 240  |      |
|                         |     | m    | m    | m    | m    | 300  |
|                         |     |      |      |      |      | m    |
+-------------------------+-----+------+------+------+------+------+

[1]{.underline}/ Letters correspond to the dimensions on figures 2‑1 and
2-3.

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

[3]{.underline}/ The runway safety area and runway object free area
lengths begin at each runway end when stopway is not provided. When
stopway is provided, these lengths begin at the stopway end. The runway
safety area length and the object free area length are the same for each
runway end. Use the table (3-1 or 3-2) that results in the longest
dimension. RSA length beyond the runway end standards may be met by
provision of an Engineered Materials Arresting System or other FAA
approved arresting system providing the ability to stop the critical
aircraft using the runway exiting the end of the runway at 70 knots. See
AC 150/5220-22.

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

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

+----------------------+----+------+------+------+------+------+------+
| **ITEM**             | ** | **   |      |      |      |      |      |
|                      | DI | AIRP |      |      |      |      |      |
|                      | M^ | LANE |      |      |      |      |      |
|                      | 1^ | DE   |      |      |      |      |      |
|                      | ** | SIGN |      |      |      |      |      |
|                      |    | GRO  |      |      |      |      |      |
|                      |    | UP** |      |      |      |      |      |
+----------------------+----+------+------+------+------+------+------+
|                      |    |      |      |      | *    | *    | *    |
|                      |    |      |      |      | *V** | *V** | *V** |
+----------------------+----+------+------+------+------+------+------+
| Runway Length        | A  | \-   |      |      |      |      |      |
|                      |    | R    |      |      |      |      |      |
|                      |    | efer |      |      |      |      |      |
|                      |    | to   |      |      |      |      |      |
|                      |    | p    |      |      |      |      |      |
|                      |    | arag |      |      |      |      |      |
|                      |    | raph |      |      |      |      |      |
|                      |    | 301  |      |      |      |      |      |
|                      |    | -    |      |      |      |      |      |
+----------------------+----+------+------+------+------+------+------+
| Runway Width         | B  | 100  | 100  | 100  | 150  | 150  | 200  |
|                      |    | ft   | ft   | f    | ft   | ft   | ft   |
|                      |    |      |      | t**^ |      |      |      |
|                      |    | 30 m | 30 m | 2^** | 45 m | 45 m | 60 m |
|                      |    |      |      |      |      |      |      |
|                      |    |      |      | 30   |      |      |      |
|                      |    |      |      | m**^ |      |      |      |
|                      |    |      |      | 2^** |      |      |      |
+----------------------+----+------+------+------+------+------+------+
| Runway Shoulder      |    | 10   | 10   | 20   | 25   | 35   | 40   |
| Width**^3^**         |    | ft   | ft   | f    | ft   | ft   | FT   |
|                      |    |      |      | t**^ |      |      |      |
|                      |    | 3 m  | 3 m  | 2^** | 7.5  | 10.5 | 12 M |
|                      |    |      |      |      | m    | m    |      |
|                      |    |      |      | 6    |      |      |      |
|                      |    |      |      | m**^ |      |      |      |
|                      |    |      |      | 2^** |      |      |      |
+----------------------+----+------+------+------+------+------+------+
| Runway Blast Pad     |    | 120  | 120  | 140  | 200  | 220  | 280  |
| Width                |    | ft   | ft   | f    | ft   | ft   | ft   |
|                      |    |      |      | t**^ |      |      |      |
|                      |    | 36 m | 36 m | 2^** | 60 m | 66 m | 84 m |
|                      |    |      |      |      |      |      |      |
|                      |    |      |      | 42   |      |      |      |
|                      |    |      |      | m**^ |      |      |      |
|                      |    |      |      | 2^** |      |      |      |
+----------------------+----+------+------+------+------+------+------+
| Runway Blast Pad     |    | 100  | 150  | 200  | 200  | 400  | 400  |
| length               |    | ft   | ft   | ft   | ft   | ft   | ft   |
|                      |    |      |      |      |      |      |      |
|                      |    | 30 m | 45 m | 60 m | 60 m | 120  | 120  |
|                      |    |      |      |      |      | m    | m    |
+----------------------+----+------+------+------+------+------+------+
| Runway Safety Area   | C  | 500  | 500  | 500  | 500  | 500  | 500  |
| Width**^4^**         |    | ft   | ft   | ft   | ft   | ft   | ft   |
|                      |    |      |      |      |      |      |      |
|                      |    | 150  | 150  | 150  | 150  | 150  | 150  |
|                      |    | m    | m    | m    | m    | m    | m    |
+----------------------+----+------+------+------+------+------+------+
| Runway Safety Area   |    | 600  | 600  | 600  | 600  | 600  | 600  |
|                      |    | ft   | ft   | ft   | ft   | ft   | ft   |
| Length Prior to      |    |      |      |      |      |      |      |
| Landing Threshold    |    | 180  | 180  | 180  | 180  | 180  | 180  |
|                      |    | m    | m    | m    | m    | m    | m    |
+----------------------+----+------+------+------+------+------+------+
| Runway Safety Area   | P  | 1    | 1    | 1    | 1    | 1    | 1    |
|                      |    | ,000 | ,000 | ,000 | ,000 | ,000 | ,000 |
| Length Beyond RW     |    | ft   | ft   | ft   | ft   | ft   | ft   |
| End**^5^**           |    |      |      |      |      |      |      |
|                      |    | 300  | 300  | 300  | 300  | 300  | 300  |
|                      |    | m    | m    | m    | m    | m    | m    |
+----------------------+----+------+------+------+------+------+------+
| Obstacle Free Zone   | \- |      |      |      |      |      |      |
|                      | R  |      |      |      |      |      |      |
| Width and length     | ef |      |      |      |      |      |      |
|                      | er |      |      |      |      |      |      |
|                      | to |      |      |      |      |      |      |
|                      | p  |      |      |      |      |      |      |
|                      | ar |      |      |      |      |      |      |
|                      | ag |      |      |      |      |      |      |
|                      | ra |      |      |      |      |      |      |
|                      | ph |      |      |      |      |      |      |
|                      | 3  |      |      |      |      |      |      |
|                      | 06 |      |      |      |      |      |      |
|                      | -  |      |      |      |      |      |      |
+----------------------+----+------+------+------+------+------+------+
| Runway Object Free   | Q  | 800  | 800  | 800  | 800  | 800  | 800  |
| Area                 |    | ft   | ft   | ft   | ft   | ft   | ft   |
|                      |    |      |      |      |      |      |      |
| Width                |    | 240  | 240  | 240  | 240  | 240  | 240  |
|                      |    | m    | m    | m    | m    |      |      |
+----------------------+----+------+------+------+------+------+------+
| Runway Object Free   | R  | 1000 | 1000 | 1000 | 1000 | 1    | 1000 |
| Area                 |    | ft   | ft   | ft   | ft   | ,000 | ft   |
|                      |    |      |      |      |      | ft   |      |
| Length Beyond RW     |    | 300  | 300  | 300  | 300  |      | 300  |
| End**^5^**           |    | m    | m    | m    | m    | 300  |      |
|                      |    |      |      |      |      | m    |      |
+----------------------+----+------+------+------+------+------+------+

> [1]{.underline}/ Letters correspond to the dimensions on figures 2‑1
> and 2-3.
>
> [2]{.underline}/ 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]{.underline}/ Design Groups V and VI normally require stabilized or
> paved shoulder surfaces.
>
> [4]{.underline}/ For Airport Reference Code C-I and C-II, a runway
> safety area width of 400 feet (120 m) is permissible. For runways
> designed after 2/28/83 to serve Aircraft Approach Category D, the
> runway safety area width increases 20 feet (6 m) for each 1,000 feet
> (300 m) of airport elevation above MSL. Refer to paragraph 305.
>
> [5]{.underline}/ The runway safety area and runway object free area
> lengths begin at each runway end when stopway is not provided. When
> stopway is provided, these lengths begin at the stopway end. The
> runway safety area length and the object free area length are the same
> for each runway end. Use the table (3-1 or 3-2) that results in the
> longest dimension. RSA length beyond the runway end standards may be
> met by provision of an Engineered Materials Arresting System or other
> FAA approved arresting system providing the ability to stop the
> critical aircraft using the runway exiting the end of the runway at 70
> knots. See AC 150/5220-22.

![](media/image3.wmf)Figure 3-5. Obstacle Free Zone (OFZ) for Runways
Serving Large Airplanes with Lower than 3/4-statute mile (1200 m)
Approach Visibility Minimums and Displaced Threshold.

> ![](media/image4.wmf)

Figure 3-6. Precision Obstacle Free Zone

Appendix 2. THRESHOLD SITING REQUIREMENTS

**1. PURPOSE1.** This appendix contains guidance on locating thresholds
to meet approach 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 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 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.
These standards reflect 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 for additional information.

**3. LIMITATIONS3.**

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

**b.** The standards in this appendix are not applicable for identifying
objects affecting navigable airspace (14 CFR Part 77) or zoning to limit
the height of objects around airports (AC 150/5190‑4).

**4. EVALUATION CONSIDERATIONS4.**

**a.** When a penetration to a surface defined in paragraph 5 (threshold
siting surfaces) exists, one or more of the following actions is
required:

**(1)** The object is removed or lowered to preclude penetration of
applicable threshold siting surfaces;

**(2)** The threshold is displaced to preclude object penetration of
applicable threshold siting surfaces, with a resulting shorter landing
distance; or

**(3)** Visibility minimums are raised in accordance with TERPS. **(4)**
Prohibit night operations.

Note: Where a surface penetration cannot be eliminated or lighted, a
VGSI may be used where specifically approved by Flight Standards on a
case-by-case basis to permit night operations under figure A2-1.

**b.** Relevant factors for evaluation include:

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

**(2)** Operational disadvantages associated with accepting higher
landing minimums.

**(3)** Cost of removing, relocating, or lowering the object.

**(4)** Effect of the reduced available landing 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 and
public acceptance aspects of a runway extension need also be evaluated
under this consideration.

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

**(7)** Effect of the threshold change on noise abatement.

**5. LOCATING, DISPLACING, OR RELOCATING THE THRESHOLD5.** The standard
shape, dimensions, and slope of the surface used for locating a
threshold is 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.

Subparagraphs e, f, g and h describe the minimum area required for
instrument approach procedures aligned with the runway centerline. For
nonprecision approach procedures not aligned with the runway centerline,
the area is expanded on the side on which the procedure course lies.
This expansion may splay up to 35 from runway. Both the length of these
areas and the expansion for offset alignment are determined through
instrument approach procedure development.

**a.** **For Approach End of Runways Expected to Serve Small Airplanes
with Approach Speeds Less Than 50 Knots (Visual Runways only,
day/night).**

**(1)** No object should penetrate a surface that starts at the
threshold and at the elevation of the runway centerline at the threshold
and slopes upward from the threshold at a slope 15 (horizontal) to
1 (vertical).

**(2)** In the plan view, the centerline of this surface extends 3,000
feet (900 m) along the extended runway centerline. This surface extends
laterally 60 feet (18 m) on each side of the centerline at the threshold
and increases in width to 150 feet (45 m) at a point 500 feet (150 m)
from the threshold; thereafter, it extends laterally 150 feet (45 m) on
each side of the centerline. (See figures A2-1 and A2-2.)

**b.** **For Approach End of Runways Expected to Serve Small Airplanes
with Approach Speeds of 50 Knots or More (Visual Runways only,
day/night).**

**(1)** No object should penetrate a surface that starts at the
threshold and at the elevation of the runway centerline at the threshold
and slopes upward from the threshold at a slope 20 (horizontal) to
1 (vertical).

**(2)** In the plan view, the centerline of this surface extends 5,000
feet (1 530 m) along the extended runway centerline. This surface
extends laterally 125 feet (38 m) on each side of the centerline at the
threshold and increases in width to 350 feet (110 m) at a point
2,250 feet (690 m) from the threshold; thereafter, it extends laterally
350 feet (110 m) on each side of the centerline. (See figures A2-1 and
A2-2.)

**c.** **For Approach End of Runways Expected to Serve Large Airplanes
(visual day/night); or Instrument Minimums 1 Statute Mile (day only).**

**(1)** No object should penetrate a surface that starts at the
threshold and at the elevation of the runway centerline at the threshold
and slope upward from the threshold at a slope 20 (horizontal) to
1 (vertical).

**(2)** In the plan view, the centerline of this surface extends 10,000
feet (3 000 m) along the extended runway centerline. This surface
extends laterally 200 feet (60 m) on each side of the centerline at the
threshold and increases in width to 500 feet (150 m) at a point
1,500 feet (450 m) from the threshold; thereafter, it extends laterally
500 feet (150 m) on each side of the centerline. (See figures A2-1 and
A2-2.)

**d.** **For Approach End of Runways Expected to Support Instrument
Night Circling.**

**(1)** No object should penetrate a surface that starts 200 feet (60 m)
out from the threshold and at the elevation of the runway centerline at
the threshold and slopes upward from the starting point at a slope of
20 (horizontal) to 1 (vertical).

**(2)** In the plan view, the centerline of this surface extends 10,000
feet (3 000 m) along the extended runway centerline. This surface
extends laterally 200 feet (60 m) on each side of the centerline at the
starting point and increases in width to 1,700 feet (520 m) on each side
of the centerline at the far end of this surface. (See figures A2-1 and
A2-2.)

**(3)** To obtain night minimum, penetrations to this surface must be
lighted to avoid displacing the threshold.

e\. For Approach End of Runways Expected to Support Instrument
Straight-In Night Operations serving category A and B only.

**(1)** No object should penetrate a surface that starts 200 feet (60 m)
out from the threshold and at the elevation of the runway centerline at
the threshold and slopes upward from the starting point at a slope of
20 (horizontal) to 1 (vertical).

**(2)** In the plan view, the centerline of this surface extends 10,000
feet (3000 m) along the extended runway centerline. This surface extends
laterally 200 feet (60m) on each side of the centerline at the starting
point and increases in width to 1900 feet (570m) on each side of the
centerline at the far end of this surface. (See figures A2-1 and A2‑2.)

**(3)** If the instrument approach procedure utilizes an offset
localizer with an offset angle of 3 degrees or less, the above surface
is centered upon the final approach course rather than the extended
runway centerline. (See figure A2‑3.)

(4) To obtain night minimums, penetrations to this surface must be
    lighted to avoid displacing the threshold.

f\. For Approach End of Runways Expected to Support Instrument
Straight-In Night Operations.

**(1)** No object should penetrate a surface that starts 200 feet (60 m)
out from the threshold and at the elevation of the runway centerline at
the threshold and slopes upward from the starting point at a slope of
20 (horizontal) to 1 (vertical).

**(2)** In the plan view, the centerline of this surface extends 10,000
feet (3000 m) along the extended runway centerline. This surface extends
laterally 400 feet (120m) on each side of the centerline at the starting
point and increases in width to 1900 feet (570m) on each side of the
centerline at the far end of this surface. (See figures A2-1 and A2‑2.)

**(3)** If the instrument approach procedure utilizes an offset
localizer with an offset angle of 3 degrees or less, the above surface
is centered upon the final approach course rather than the extended
runway centerline. (See figure A2‑3.)

**(4)** To obtain night minimums, penetrations to this surface must be
lighted to avoid displacing the threshold.

g\. For Approach Ends of Runways Expected to Accommodate Instrument
Approaches Having Visibility Minimums greater than or equal to ¾ Mile
but Less Than 1 Mile (day or night).

**(1)** No object should penetrate a surface that starts 200 feet (60 m)
out from the threshold and at the elevation of the runway centerline at
the threshold and slopes upward from the starting point at a slope of 20
(horizontal) to 1 (vertical).

**(2)** In the plan view, the centerline of this surface extends 10,000
feet (3 000 m) along the extended runway centerline. This surface
extends laterally 400 feet (120 m) on each side of the centerline at the
starting point and increases in width to 1900 feet (570m) on each side
of the centerline at the far end of this surface. (See figures A2-1 and
A2‑2.)

**(3)** If the instrument approach procedure utilizes an offset
localizer with an offset angle of 3 degrees or less, the above surface
is centered upon the final approach course rather than the extended
runway centerline. (See figure A2-3.)

h\. For Approach End of Runways Expected to Accommodate Instrument
Approaches Having Visibility Minimums Less Than ¾ Mile, or a Precision
Approach (Day or Night).

**(1)** No object should penetrate a surface that starts 200 feet (60 m)
out from the threshold and at the elevation of the runway centerline at
the threshold and slopes upward from the starting point at a slope of 34
(horizontal) to 1 (vertical).

**(2)** In the plan view, the centerline of this surface extends 10,000
feet (3 000 m) along the extended runway centerline. This surface
extends laterally 400 feet (120 m) on each side of the centerline at the
starting point and increases in width to 1900 feet (570m) on each side
of the centerline at the far end of this surface. (See figures A2-1 and
A2‑2.)

**(3)** If the instrument approach procedure utilizes an offset
localizer with an offset angle of 3 degrees or less, the above surface
is centered upon the final approach course rather than the extended
runway centerline. (See figure A2-3.)

**i. For Approach End of Runways Expected to Accommodate Category II
Approach Minimums.** Criteria are set forth in TERPS Order 8260.3B.

+----+----------------------------+-----+-----+-----+-----+----+----+
| ** | #########                  | *   |     |     |     |    | *  |
| CA |                            | *DI |     |     |     |    | *S |
| T* | ######### **Runway Type**  | MEN |     |     |     |    | lo |
| *. |                            | SIO |     |     |     |    | pe |
|    |                            | NAL |     |     |     |    | ** |
|    |                            | S   |     |     |     |    |    |
|    |                            | TAN |     |     |     |    |    |
|    |                            | DAR |     |     |     |    |    |
|    |                            | DS\ |     |     |     |    |    |
|    |                            | *** |     |     |     |    |    |
|    |                            |     |     |     |     |    |    |
|    |                            | **  |     |     |     |    |    |
|    |                            | Fee |     |     |     |    |    |
|    |                            | t** |     |     |     |    |    |
|    |                            |     |     |     |     |    |    |
|    |                            | **( |     |     |     |    |    |
|    |                            | Met |     |     |     |    |    |
|    |                            | ers |     |     |     |    |    |
|    |                            | )** |     |     |     |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
|    |                            | #   | **  | **  | #   | *  |    |
|    |                            | ### | B** | C** | ### | *E |    |
|    |                            | ### |     |     | ### | ** |    |
|    |                            | # A |     |     | # D |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| a  | Approach end of runways    | 0   | 60  | 150 | 500 | 2  | 15 |
| \. | expected to serve small    |     |     |     |     | ,5 | :1 |
|    | airplanes with approach    |     | \(1 | \(4 | \   | 00 |    |
|    | speeds less than50 knots.  |     | 8\) | 5\) | (15 |    |    |
|    |                            |     |     |     | 0\) | \  |    |
|    | (Visual runways only,      |     |     |     |     | (7 |    |
|    | day/night)                 |     |     |     |     | 50 |    |
|    |                            |     |     |     |     | \) |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| b  | Approach end of runways    | 0   | 125 | 350 | 2,  | 2  | 20 |
| \. | expected to serve small    |     |     |     | 250 | ,7 | :1 |
|    | airplanes with approach    |     | \(3 | (   |     | 50 |    |
|    | speeds of 50 knots or      |     | 8\) | 110 | \   |    |    |
|    | more.                      |     |     |     | (69 | \  |    |
|    |                            |     |     |     | 0\) | (8 |    |
|    | (Visual runways only,      |     |     |     |     | 40 |    |
|    | day/night)                 |     |     |     |     | \) |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| c  | Approach end of runways    | 0   | 200 | 500 | 1,  | 8  | 20 |
| \. | expected to serve large    |     |     |     | 500 | ,5 | :1 |
|    | airplanes (Visual          |     | \(6 | \   |     | 00 |    |
|    | day/night);                |     | 0\) | (15 | \   |    |    |
|    |                            |     |     | 0\) | (45 | (  |    |
|    | or instrument minimums 1   |     |     |     | 0\) | 2, |    |
|    | statute mile, day only.    |     |     |     |     | 55 |    |
|    |                            |     |     |     |     | 0) |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| d  | Approach end of runways    | 200 | 200 | 1   | 10, | 0  | 20 |
| .* | expected to support        |     |     | 700 | 000 |    | :1 |
| *^ | instrument night circling. | \(6 | \(6 |     |     |    |    |
| 1^ |                            | 0\) | 0\) | \   | (   |    |    |
| ** |                            |     |     | (52 | 3,0 |    |    |
|    |                            |     |     | 0\) | 00) |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| e  | Approach end of runways    | 200 | 200 | 1   | 10, | 0  | 20 |
| \. | expected to support        |     |     | 900 | 000 |    | :1 |
| *  | instrument straight in     | \(6 | \(6 |     | *   |    |    |
| *^ | night operations, serving  | 0\) | 0\) | \   | *^2 |    |    |
| 1^ | category A and B only.     |     |     | (57 | ^** |    |    |
| ** |                            |     |     | 0\) |     |    |    |
|    |                            |     |     |     | (   |    |    |
|    |                            |     |     |     | 3,0 |    |    |
|    |                            |     |     |     | 00) |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| f  | Approach end of runways    | 200 | 400 | 1   | 10, | 0  | 20 |
| \. | expected to support        |     |     | 900 | 000 |    | :1 |
| *  | instrument straight in     | \(6 | \   |     | *   |    |    |
| *^ | night operations.          | 0\) | (12 | \   | *^2 |    |    |
| 1^ |                            |     | 0\) | (57 | ^** |    |    |
| ** |                            |     |     | 0\) |     |    |    |
|    |                            |     |     |     | (   |    |    |
|    |                            |     |     |     | 3,0 |    |    |
|    |                            |     |     |     | 00) |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| g  | Approach end of having     | 200 | 400 | 1   | 10, | 0  | 20 |
| \. | visibility minimums 3/4    |     |     | 900 | 000 |    | :1 |
|    | but 1 statute mile, day or | \(6 | \   |     | *   |    |    |
|    | night.                     | 0\) | (12 | \   | *^2 |    |    |
|    |                            |     | 0\) | (57 | ^** |    |    |
|    |                            |     |     | 0\) |     |    |    |
|    |                            |     |     |     | (   |    |    |
|    |                            |     |     |     | 3,0 |    |    |
|    |                            |     |     |     | 00) |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| h  | Approach end of runways    | 200 | 400 | 1   | 10, | 0  | 34 |
| \. | having visibility minimums |     |     | 900 | 000 |    | :1 |
|    | \<3/4 statute mile or a    | \(6 | \   |     | *   |    |    |
|    | precision approach, day or | 0\) | (12 | \   | *^2 |    |    |
|    | night.                     |     | 0\) | (57 | ^** |    |    |
|    |                            |     |     | 0\) |     |    |    |
|    |                            |     |     |     | (   |    |    |
|    |                            |     |     |     | 3,0 |    |    |
|    |                            |     |     |     | 00) |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| i  | Approach runway ends       | The |     |     |     |    |    |
| \. | having Category II         | cr  |     |     |     |    |    |
|    | approach minimums or       | ite |     |     |     |    |    |
|    | greater.                   | ria |     |     |     |    |    |
|    |                            | are |     |     |     |    |    |
|    |                            | set |     |     |     |    |    |
|    |                            | fo  |     |     |     |    |    |
|    |                            | rth |     |     |     |    |    |
|    |                            | in  |     |     |     |    |    |
|    |                            | TE  |     |     |     |    |    |
|    |                            | RPS |     |     |     |    |    |
|    |                            | or  |     |     |     |    |    |
|    |                            | der |     |     |     |    |    |
|    |                            | 8   |     |     |     |    |    |
|    |                            | 260 |     |     |     |    |    |
|    |                            | .3B |     |     |     |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+

-   The letters are keyed to those shown on figures A2-2 and A2-3.

Notes:

1\. Obstacles that penetrate this surface must be lighted /mitigated in
accordance with an approved marking and lighting plan to avoid
displacing the threshold. Airports should comply as soon as possible but
no longer than three years from notification by AVN.

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 of the instrument approach procedure.

  -------- -------- -------- -------- -------- -------- -------- --------
                                                                 

                                                                 

                                                                 

                                                                 

                                                                 

                                                                 

                                                                 

                                                                 
  -------- -------- -------- -------- -------- -------- -------- --------

**Appendix 16. NEW INSTRUMENT APPROACH PROCEDURES**

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

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

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

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

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

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

**4. DEFINITIONS3**.

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

**b.** **Approach Procedure with Vertical Guidance (APV).** An
instrument approach procedure providing course and vertical path
guidance that does not conform to ILS or MLS system performance
standards contained in ICAO annex 10, or a precision approach system
that does not meet TERPS alignment criteria. Table A16-2B defines the
requirements for WAAS and authorized barometric VNAV.

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

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

+--------------------------+---------------------+---------------------+
| #                        | \<3/4 statute mile  | \< 1-statute mile   |
| # Visibility Minimums^1^ |                     |                     |
+--------------------------+---------------------+---------------------+
| **Height Above           | # 200               |                     |
| Touchdown**^2^           |                     |                     |
+--------------------------+---------------------+---------------------+
| **TERPS Glidepath        | #                   |                     |
| Qualification Surface    |                     |                     |
| (GQS)^3^**               | 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       | Appendix 2,         | Appendix 2,         |
| Criteria To Be Met**     | Paragraph 5h        | Paragraph 5g        |
| ^12^                     | Criteria            | Criteria            |
+--------------------------+---------------------+---------------------+
| **Survey Required for    | Line 9              | Line 8              |
| Lowest Minima**          |                     |                     |
|                          |                     |                     |
| (See Table A16-2)        |                     |                     |
+--------------------------+---------------------+---------------------+

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

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

3.  The Glidepath Qualification Surface (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 paragraph 251 criteria.

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

##### Approach Requirements

+-----------------+-------------+--------------+---------------+---+-----+
| ## Visibil      | \<          | \< 1-statute | 1-statute     | \ |     |
| ity Minimums^1^ | 3/4-statute | mile         | mile          | > |     |
|                 | mile        |              |               | 1 |     |
|                 |             |              |               | - |     |
|                 |             |              |               | s |     |
|                 |             |              |               | t |     |
|                 |             |              |               | a |     |
|                 |             |              |               | t |     |
|                 |             |              |               | u |     |
|                 |             |              |               | t |     |
|                 |             |              |               | e |     |
|                 |             |              |               | m |     |
|                 |             |              |               | i |     |
|                 |             |              |               | l |     |
|                 |             |              |               | e |     |
|                 |             |              |               | ^ |     |
|                 |             |              |               | 1 |     |
|                 |             |              |               | 4 |     |
|                 |             |              |               | ^ |     |
+-----------------+-------------+--------------+---------------+---+-----+
| ## Height Abo   | 250         | 300          | 350           | 4 |     |
| ve Touchdown^2^ |             |              |               | 0 |     |
|                 |             |              |               | 0 |     |
+-----------------+-------------+--------------+---------------+---+-----+
| ## T            | Clear       |              |               |   |     |
| ERPS Glidepath  |             |              |               |   |     |
| Qualification S |             |              |               |   |     |
| urface (GQS)^3^ |             |              |               |   |     |
+-----------------+-------------+--------------+---------------+---+-----+
| ##  TERP        | 34:1 clear  | 20:1 clear   | 20:1 clear,   |   |     |
| S Paragraph 251 |             |              | or            |   |     |
|                 |             |              | penetrations  |   |     |
|                 |             |              | lighted for   |   |     |
|                 |             |              | night         |   |     |
|                 |             |              | minimums (See |   |     |
|                 |             |              | AC 70/7460-1) |   |     |
+-----------------+-------------+--------------+---------------+---+-----+
| **Precision     | Required    | Recommended  |               |   |     |
| Obstacle Free   |             |              |               |   |     |
| Zone (POFZ) 200 |             |              |               |   |     |
| x 800^4^**      |             |              |               |   |     |
+-----------------+-------------+--------------+---------------+---+-----+
| **Airport       | # Required  |              |               |   |     |
| Layout          |             |              |               |   |     |
| Plan^5^**       |             |              |               |   |     |
+-----------------+-------------+--------------+---------------+---+-----+
| **Minimum       | 4,200 ft    | 3,200 ft     | 3,200 ft (975 |   |     |
| Runway Length** | (1,280 m)   | (975 m)^6^   | m)^6,7^       |   |     |
|                 |             |              |               |   |     |
|                 | (Paved)     | (Paved)      |               |   |     |
+-----------------+-------------+--------------+---------------+---+-----+
| **Runway        | N           |              | No            |   |     |
| Markings (See   | onprecision |              | nprecision^7^ |   |     |
| AC              |             |              |               |   |     |
| 150/5340-1)**   | (Precision  |              |               |   |     |
|                 | R           |              |               |   |     |
|                 | ecommended) |              |               |   |     |
+-----------------+-------------+--------------+---------------+---+-----+
| **Holding       | N           |              | No            |   |     |
| Position Signs  | onprecision |              | nprecision^7^ |   |     |
| & Markings (See |             |              |               |   |     |
| AC 150/5340‑1   | # (         |              |               |   |     |
| and             | Precision R |              |               |   |     |
| AC              | ecommended) |              |               |   |     |
|  150/5340‑18)** |             |              |               |   |     |
+-----------------+-------------+--------------+---------------+---+-----+
| **Runway Edge   | HIRL / MIRL |              | MIRL/LIRL     |   |     |
| Lights^8^**     |             |              |               |   |     |
+-----------------+-------------+--------------+---------------+---+-----+
| **Parallel      | Required    |              | Recommended   |   |     |
| Taxiway ^9^**   |             |              |               |   |     |
+-----------------+-------------+--------------+---------------+---+-----+
| **Approach      | # R         |              | # Recommended |   |     |
| Lights^10^**    | equired^11^ |              |               |   |     |
+-----------------+-------------+--------------+---------------+---+-----+
| **Runway Design | APV OFZ     |              |               |   |     |
| Standards;      | Required    |              |               |   |     |
| e.g., Obstacle  |             |              |               |   |     |
| Free Zone (OFZ) |             |              |               |   |     |
| ^12^**          |             |              |               |   |     |
+-----------------+-------------+--------------+---------------+---+-----+
| **Threshold     | Appendix 2, |              |               |   | Ap  |
| Siting Criteria |             |              |               |   | pen |
| To Be Met       | Paragraph   |              |               |   | dix |
| ^13^**          | 7d, 7h      |              |               |   | 2,  |
|                 | Criteria    |              |               |   |     |
|                 |             |              |               |   | Par |
|                 |             |              |               |   | agr |
|                 |             |              |               |   | aph |
|                 |             |              |               |   | 7d, |
|                 |             |              |               |   | 7g  |
|                 |             |              |               |   |     |
|                 |             |              |               |   | Cr  |
|                 |             |              |               |   | ite |
|                 |             |              |               |   | ria |
+-----------------+-------------+--------------+---------------+---+-----+
| **Survey        | Line 6      |              |               |   |     |
| Required for    |             |              |               |   |     |
| Lowest Minima** |             |              |               |   |     |
|                 |             |              |               |   |     |
| (See Table      |             |              |               |   |     |
| 16-2)           |             |              |               |   |     |
+-----------------+-------------+--------------+---------------+---+-----+

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.  The Glidepath Qualification Surface (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' are protected by 14 CFR Part 77 to a lesser
    extent (77.23(a)(2) is not applicable for runways less than 3200
    feet). However runways as short as 2400 feet could support an
    instrument approach provided the lowest HAT is based on clearing any
    200-foot obstacle within the final approach segment.

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

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

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

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

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

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

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

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

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

+-----------------+---------+---+---------+---+----------+---------+---------+
| ## Visibil      | \<      | \ |         |   | 1        | \>1-    | C       |
| ity Minimums^1^ | 3/4-    | < |         |   | -statute | statute | ircling |
|                 | statute | 1 |         |   | mile     | mile    |         |
|                 | mile    | - |         |   |          |         |         |
|                 |         | s |         |   |          |         |         |
|                 |         | t |         |   |          |         |         |
|                 |         | a |         |   |          |         |         |
|                 |         | t |         |   |          |         |         |
|                 |         | u |         |   |          |         |         |
|                 |         | t |         |   |          |         |         |
|                 |         | e |         |   |          |         |         |
|                 |         | m |         |   |          |         |         |
|                 |         | i |         |   |          |         |         |
|                 |         | l |         |   |          |         |         |
|                 |         | e |         |   |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Height Above  | 300     |   | 340     | 4 |          | 450     | Varies  |
| Touchdown ^2^** |         |   |         | 0 |          |         |         |
|                 |         |   |         | 0 |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **TERPS         | 34:1    |   | 20:1    | 2 |          |         |         |
| Paragraph 251** | clear   |   | clear   | 0 |          |         |         |
|                 |         |   |         | : |          |         |         |
|                 |         |   |         | 1 |          |         |         |
|                 |         |   |         | c |          |         |         |
|                 |         |   |         | l |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | a |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | o |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | p |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | n |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | t |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | a |          |         |         |
|                 |         |   |         | t |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | o |          |         |         |
|                 |         |   |         | n |          |         |         |
|                 |         |   |         | s |          |         |         |
|                 |         |   |         | l |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | g |          |         |         |
|                 |         |   |         | h |          |         |         |
|                 |         |   |         | t |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | d |          |         |         |
|                 |         |   |         | f |          |         |         |
|                 |         |   |         | o |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | n |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | g |          |         |         |
|                 |         |   |         | h |          |         |         |
|                 |         |   |         | t |          |         |         |
|                 |         |   |         | m |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | n |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | m |          |         |         |
|                 |         |   |         | u |          |         |         |
|                 |         |   |         | m |          |         |         |
|                 |         |   |         | s |          |         |         |
|                 |         |   |         |   |          |         |         |
|                 |         |   |         | ( |          |         |         |
|                 |         |   |         | S |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | A |          |         |         |
|                 |         |   |         | C |          |         |         |
|                 |         |   |         | 7 |          |         |         |
|                 |         |   |         | 0 |          |         |         |
|                 |         |   |         | / |          |         |         |
|                 |         |   |         | 7 |          |         |         |
|                 |         |   |         | 4 |          |         |         |
|                 |         |   |         | 6 |          |         |         |
|                 |         |   |         | 0 |          |         |         |
|                 |         |   |         | - |          |         |         |
|                 |         |   |         | 1 |          |         |         |
|                 |         |   |         | ) |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Airport       | # R     |   |         |   |          |         | # Reco  |
| Layout          | equired |   |         |   |          |         | mmended |
| Plan^4^**       |         |   |         |   |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Minimum       | 4,200   |   | 3,200   | 3 |          |         |         |
| Runway**        | ft      |   | ft (975 | , |          |         |         |
|                 | (1,280  |   | m)^5^   | 2 |          |         |         |
| **Length**      | m)      |   |         | 0 |          |         |         |
|                 |         |   | (Paved) | 0 |          |         |         |
|                 | (Paved) |   |         | f |          |         |         |
|                 |         |   |         | t |          |         |         |
|                 |         |   |         | ( |          |         |         |
|                 |         |   |         | 9 |          |         |         |
|                 |         |   |         | 7 |          |         |         |
|                 |         |   |         | 5 |          |         |         |
|                 |         |   |         | m |          |         |         |
|                 |         |   |         | ) |          |         |         |
|                 |         |   |         | ^ |          |         |         |
|                 |         |   |         | 5 |          |         |         |
|                 |         |   |         | , |          |         |         |
|                 |         |   |         | 6 |          |         |         |
|                 |         |   |         | ^ |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Runway        | Pr      |   | N       |   |          |         | Visual  |
| Markings (See   | ecision |   | onpreci |   |          |         | (Ba     |
| AC              |         |   | sion^6^ |   |          |         | sic)^6^ |
| 150/5340-1)**   |         |   |         |   |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Holding       | #       |   | Nonpr   |   |          |         | Visual  |
| Position Signs  |         |   | ecision |   |          |         | (Ba     |
| & Markings (See | # Pr    |   |         |   |          |         | sic)^6^ |
| AC 150/5340‑1   | ecision |   |         |   |          |         |         |
| and             |         |   |         |   |          |         |         |
| AC              |         |   |         |   |          |         |         |
|  150/5340‑18)** |         |   |         |   |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Runway Edge   | HIRL /  |   |         | M |          |         | MIRL /  |
| Lights^7^**     | MIRL    |   |         | I |          |         | LIRL    |
|                 |         |   |         | R |          |         |         |
|                 |         |   |         | L |          |         | (R      |
|                 |         |   |         | / |          |         | equired |
|                 |         |   |         | L |          |         | only    |
|                 |         |   |         | I |          |         | for     |
|                 |         |   |         | R |          |         | night   |
|                 |         |   |         | L |          |         | minima) |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Parallel      | R       |   |         | R |          |         |         |
| Taxiway ^8^**   | equired |   |         | e |          |         |         |
|                 |         |   |         | c |          |         |         |
|                 |         |   |         | o |          |         |         |
|                 |         |   |         | m |          |         |         |
|                 |         |   |         | m |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | n |          |         |         |
|                 |         |   |         | d |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | d |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Approach      | # MA    |   | #       | R |          |         | Not     |
| Lights^9^**     | LSR, SS |   |  Requir | e |          |         | R       |
|                 | ALR, or |   | ed ^10^ | c |          |         | equired |
|                 |  ALSF R |   |         | o |          |         |         |
|                 | equired |   |         | m |          |         |         |
|                 |         |   |         | m |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | n |          |         |         |
|                 |         |   |         | d |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | d |          |         |         |
|                 |         |   |         | ^ |          |         |         |
|                 |         |   |         | 1 |          |         |         |
|                 |         |   |         | 0 |          |         |         |
|                 |         |   |         | ^ |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Runway Design | \<3/4-  |   | ≥       |   |          |         | Not     |
| Standards, e.g. | statute |   | 3/4-    |   |          |         | R       |
| Obstacle Free   | mile    |   | statute |   |          |         | equired |
| Zone            | a       |   | mile    |   |          |         |         |
| (OFZ)^11^**     | pproach |   | a       |   |          |         |         |
|                 | vis     |   | pproach |   |          |         |         |
|                 | ibility |   | vis     |   |          |         |         |
|                 | m       |   | ibility |   |          |         |         |
|                 | inimums |   | m       |   |          |         |         |
|                 |         |   | inimums |   |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Threshold     | A       |   | A       | A |          |         | A       |
| Siting Criteria | ppendix |   | ppendix | p |          |         | ppendix |
| To Be Met       | 2,      |   | 2,      | p |          |         | 2,      |
| ^12^**          |         |   |         | e |          |         |         |
|                 | Pa      |   | Pa      | n |          |         | Pa      |
|                 | ragraph |   | ragraph | d |          |         | ragraph |
|                 | 5h      |   | 5g      | i |          |         | 5a,b    |
|                 |         |   |         | x |          |         | C       |
|                 | C       |   | C       | 2 |          |         | riteria |
|                 | riteria |   | riteria | , |          |         |         |
|                 |         |   |         |   |          |         |         |
|                 |         |   |         | P |          |         |         |
|                 |         |   |         | a |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | a |          |         |         |
|                 |         |   |         | g |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | a |          |         |         |
|                 |         |   |         | p |          |         |         |
|                 |         |   |         | h |          |         |         |
|                 |         |   |         | 5 |          |         |         |
|                 |         |   |         | a |          |         |         |
|                 |         |   |         | , |          |         |         |
|                 |         |   |         | b |          |         |         |
|                 |         |   |         | , |          |         |         |
|                 |         |   |         | c |          |         |         |
|                 |         |   |         | , |          |         |         |
|                 |         |   |         | d |          |         |         |
|                 |         |   |         | , |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         |   |          |         |         |
|                 |         |   |         | C |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | t |          |         |         |
|                 |         |   |         | e |          |         |         |
|                 |         |   |         | r |          |         |         |
|                 |         |   |         | i |          |         |         |
|                 |         |   |         | a |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+
| **Survey        | Line 5  |   | Line 4  | L |          |         | Li      |
| Required for    |         |   |         | i |          |         | ne1,2,3 |
| Lowest Minima** |         |   |         | n |          |         |         |
|                 |         |   |         | e |          |         |         |
| (See Table      |         |   |         | 3 |          |         |         |
| A16-2)          |         |   |         |   |          |         |         |
+-----------------+---------+---+---------+---+----------+---------+---------+

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

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

5.  Runways less than 3,200' 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.

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

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

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

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

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

11. Indicates what chart should be followed in the related chapters in
    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), and TERPS paragraph 251 criteria.