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

+---------------------------------+--------------------+---------------+
| **Subject:** Airport Design     | > **Date:**        | **AC No:**    |
|                                 | > 11/1/2008        | 150/5300-13   |
|                                 | >                  |               |
|                                 | > **Initiated      | **Change:**   |
|                                 | > by:** AAS-100    | 14            |
+---------------------------------+--------------------+---------------+

**1. PURPOSE.** This Change reschedules the One Engine Inoperative (OEI)
implementation date from

January 1, 2009, to January 1, 2010.

This Change also incorporates revisions described in the Errata Sheet
for Change 13:

a.  Modifies the beginning of paragraph 213 to clarify the applicability
    of holdline standards to airports without operating control towers.

b.  Updates Table 2-2 to correct typographical errors and clarify note
    7.

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

PAGE CONTROL CHART

+-----------------+-----------------+-----------------+-----------------+
| Remove Pages    | Dated           | Insert Pages    | Dated           |
+-----------------+-----------------+-----------------+-----------------+
| 13--15          | 6/19/2008       | 13              | 11/1/2008       |
|                 |                 |                 |                 |
| 16              | 11/10/1994      | 14              | 6/19/2008       |
|                 |                 |                 |                 |
| 101--102        | 1/3/2008        | 15              | 11/1/2008       |
|                 |                 |                 |                 |
| 103             | 1/3/2008        | 16              | 11/10/1994      |
|                 |                 |                 |                 |
| 104             | 9/29/2006       | 101             | 1/3/2008        |
|                 |                 |                 |                 |
|                 |                 | 102             | 11/1/2008       |
|                 |                 |                 |                 |
|                 |                 | 103             | 11/1/2008       |
|                 |                 |                 |                 |
|                 |                 | 104             | 11/1/2008       |
+-----------------+-----------------+-----------------+-----------------+

![](media/image2.jpeg){width="2.2527777777777778in"
height="1.0354166666666667in"}

Michael J. O'Donnell

Director of Airport Safety and Standards

# 

This page intentionally left blank.

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

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

**a. Standards.**

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

**(a) The Central Portion of the RPZ.** The central portion of the RPZ
extends from the beginning to the end of the RPZ, centered on the runway
centerline. Its width is equal to the width of the runway OFA (see
Figure 2-3). Paragraph 307 contains the dimensional standards for the
OFA.

**(b) The Controlled Activity Area.** The controlled activity area is
the portion of the RPZ to the sides of the central portion of the RPZ.

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

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

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

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

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

**213. RUNWAY HOLDING POSITION (HOLDLINE).** At airports with operating
airport traffic control towers, runway holding positions (holdlines)
identify the location on a taxiway where a pilot is to stop when he/she
does not have clearance to proceed onto the runway. At airports without
operating control towers, these holdlines identify the location where a
pilot should assure there is adequate separation with other aircraft
before proceeding onto the runway. The holdline standards, which assume
a perpendicular distance from a runway centerline to an intersecting
taxiway centerline, are in Tables 2-1 and 2-2. However, these distance
standards may need to be longer and placed in such a way to take into
account the largest aircraft (tail, body, or wing tip) expected to use
the runway from penetrating the Obstacle Free Zone.

**214. to 299. RESERVED**

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

+-----------------+---+---+--------+--------+--------+--------+--------+
| ITEM            | D |   | AI     |        |        |        |        |
|                 | I |   | RPLANE |        |        |        |        |
|                 | M |   | DESIGN |        |        |        |        |
|                 |   |   | GROUP  |        |        |        |        |
|                 | 1 |   |        |        |        |        |        |
|                 | / |   |        |        |        |        |        |
+-----------------+---+---+--------+--------+--------+--------+--------+
|                 |   |   | I 2/   | I      | II     | III    | IV     |
+-----------------+---+---+--------+--------+--------+--------+--------+
| Visual runways  |   |   |        |        |        |        |        |
| and runways     |   |   |        |        |        |        |        |
| with not lower  |   |   |        |        |        |        |        |
| than ¾-statue   |   |   |        |        |        |        |        |
| mile (1200m)    |   |   |        |        |        |        |        |
| approach        |   |   |        |        |        |        |        |
| visibility      |   |   |        |        |        |        |        |
| minimums        |   |   |        |        |        |        |        |
|                 |   |   |        |        |        |        |        |
| Runway          |   |   |        |        |        |        |        |
| Centerline to:  |   |   |        |        |        |        |        |
+-----------------+---+---+--------+--------+--------+--------+--------+
| > Parallel      |   | H | Refer  |        |        |        |        |
| > Runway        |   |   | to     |        |        |        |        |
| > Centerline    |   |   | para   |        |        |        |        |
|                 |   |   | graphs |        |        |        |        |
|                 |   |   | 207    |        |        |        |        |
|                 |   |   | and    |        |        |        |        |
|                 |   |   | 208    |        |        |        |        |
+-----------------+---+---+--------+--------+--------+--------+--------+
| > Holdline      |   |   | 125ft  | 200ft  | 200ft  | 200ft  | 250ft  |
|                 |   |   | 7/     |        |        | 5/     |        |
|                 |   |   |        | 60m    | 60m    |        | 75m    |
|                 |   |   | 38m    |        |        | 60m    |        |
+-----------------+---+---+--------+--------+--------+--------+--------+
| > Ta            |   | D | 150ft  | 225ft  | 240ft  | 300ft  | 400ft  |
| xiway/Taxilane/ |   |   |        |        |        |        |        |
| > Centerline 3/ |   |   | 45m    | 67.5m  | 72m    | 90m    | 120m   |
+-----------------+---+---+--------+--------+--------+--------+--------+
| > Aircraft      |   | G | 125ft  | 200ft  | 250ft  | 400ft  | 500ft  |
| > Parking Area  |   |   |        |        |        |        |        |
|                 |   |   | 37.5m  | 60m    | 75m    | 120m   | 150m   |
+-----------------+---+---+--------+--------+--------+--------+--------+
| > Helicopter    |   |   | Refer  |        |        |        |        |
| >               |   |   | to     |        |        |        |        |
| > Touchdown Pad |   |   | Ad     |        |        |        |        |
|                 |   |   | visory |        |        |        |        |
|                 |   |   | Ci     |        |        |        |        |
|                 |   |   | rcular |        |        |        |        |
|                 |   |   | 150/   |        |        |        |        |
|                 |   |   | 5390-2 |        |        |        |        |
+-----------------+---+---+--------+--------+--------+--------+--------+
| Runways with    |   |   |        |        |        |        |        |
| lower than      |   |   |        |        |        |        |        |
| ¾-statue mile   |   |   |        |        |        |        |        |
| (1200m)         |   |   |        |        |        |        |        |
| approach        |   |   |        |        |        |        |        |
| visibility      |   |   |        |        |        |        |        |
| minimums 4/     |   |   |        |        |        |        |        |
|                 |   |   |        |        |        |        |        |
| Runway          |   |   |        |        |        |        |        |
| Centerline to:  |   |   |        |        |        |        |        |
+-----------------+---+---+--------+--------+--------+--------+--------+
| > Parallel      |   | H | Refer  |        |        |        |        |
| > Runway        |   |   | to     |        |        |        |        |
| > Centerline    |   |   | para   |        |        |        |        |
|                 |   |   | graphs |        |        |        |        |
|                 |   |   | 207    |        |        |        |        |
|                 |   |   | and    |        |        |        |        |
|                 |   |   | 208    |        |        |        |        |
+-----------------+---+---+--------+--------+--------+--------+--------+
| > Holdline      |   |   | 175ft  | 250ft  | 250ft  | 250ft  | 250ft  |
|                 |   |   | 7/     |        |        | 5/     | 6/     |
|                 |   |   |        | 75m    | 75m    |        |        |
|                 |   |   | 53m    |        |        | 75m    | 75m    |
+-----------------+---+---+--------+--------+--------+--------+--------+
| > Ta            |   | D | 200ft  | 250ft  | 300ft  | 350ft  | 400ft  |
| xiway/Taxilane/ |   |   |        |        |        |        |        |
| > Centerline 3/ |   |   | 60m    | 75m    | 90m    | 105m   | 120m   |
+-----------------+---+---+--------+--------+--------+--------+--------+
| > Aircraft      |   | G | 400ft  | 400ft  | 400ft  | 400ft  | 500ft  |
| > Parking Area  |   |   |        |        |        |        |        |
|                 |   |   | 120m   | 120m   | 120m   | 120m   | 150m   |
+-----------------+---+---+--------+--------+--------+--------+--------+
| > Helicopter    |   |   | Refer  |        |        |        |        |
| >               |   |   | to     |        |        |        |        |
| > Touchdown Pad |   |   | Ad     |        |        |        |        |
|                 |   |   | visory |        |        |        |        |
|                 |   |   | Ci     |        |        |        |        |
|                 |   |   | rcular |        |        |        |        |
|                 |   |   | 150/   |        |        |        |        |
|                 |   |   | 5390-2 |        |        |        |        |
+-----------------+---+---+--------+--------+--------+--------+--------+

> 1/ Letters correspond to the dimensions on Figure 2-1.
>
> 2/ These dimensional standards pertain to facilities for small
> airplanes exclusively.
>
> 3/ The taxiway/taxilane centerline separation standards are for sea
> level. At higher elevations, an increase to these separation distances
> may be required to keep taxiing and holding airplanes clear of the OFZ
> (refer to paragraph 206).
>
> 4/ For approaches with visibility less than ½-statue miles, runway
> centerline to taxiway/taxilane centerline separation increases to 400
> feet (120m).
>
> 5/ This distance is increased 1 foot for each 100 feet above 5,100
> feet above sea level.
>
> 6/ This distance is increased 1 foot for each 100 feet above sea
> level.
>
> 7/ The holdline dimension standards pertains to facilities for small
> airplanes exclusively, including airplane design groups I & II

**Table 2-2. Runway Separation Standards for aircraft approach
categories C & D 7/**

+-------------+---+---+-------+-------+-------+-------+-------+-------+
| > ITEM      | D |   | AIR   |       |       |       |       |       |
|             | I |   | PLANE |       |       |       |       |       |
|             | M |   | D     |       |       |       |       |       |
|             |   |   | ESIGN |       |       |       |       |       |
|             | 1 |   | GROUP |       |       |       |       |       |
|             | / |   |       |       |       |       |       |       |
+-------------+---+---+-------+-------+-------+-------+-------+-------+
|             |   |   | I     | II    | III   | IV    | V     | VI    |
+-------------+---+---+-------+-------+-------+-------+-------+-------+
| > Visual    |   |   |       |       |       |       |       |       |
| > runways   |   |   |       |       |       |       |       |       |
| > and       |   |   |       |       |       |       |       |       |
| > runways   |   |   |       |       |       |       |       |       |
| > with not  |   |   |       |       |       |       |       |       |
| > lower     |   |   |       |       |       |       |       |       |
| > than      |   |   |       |       |       |       |       |       |
| > ¾-statue  |   |   |       |       |       |       |       |       |
| > mile      |   |   |       |       |       |       |       |       |
| > (1200m)   |   |   |       |       |       |       |       |       |
| > approach  |   |   |       |       |       |       |       |       |
| >           |   |   |       |       |       |       |       |       |
|  visibility |   |   |       |       |       |       |       |       |
| > minimums  |   |   |       |       |       |       |       |       |
| >           |   |   |       |       |       |       |       |       |
| > Runway    |   |   |       |       |       |       |       |       |
| >           |   |   |       |       |       |       |       |       |
|  Centerline |   |   |       |       |       |       |       |       |
| > to:       |   |   |       |       |       |       |       |       |
+-------------+---+---+-------+-------+-------+-------+-------+-------+
| > Parallel  |   | H | Refer |       |       |       |       |       |
| > Runway    |   |   | to    |       |       |       |       |       |
| >           |   |   | parag |       |       |       |       |       |
|  Centerline |   |   | raphs |       |       |       |       |       |
|             |   |   | 207   |       |       |       |       |       |
|             |   |   | and   |       |       |       |       |       |
|             |   |   | 208   |       |       |       |       |       |
+-------------+---+---+-------+-------+-------+-------+-------+-------+
| > Holdline  |   |   | 250ft | 250ft | 250ft | 250ft | 250ft | 280ft |
|             |   |   |       |       |       |       | 6/    | 6/    |
|             |   |   | 75m   | 75m   | 75m   | 75m   |       |       |
|             |   |   |       |       |       |       | 75m   | 85m   |
+-------------+---+---+-------+-------+-------+-------+-------+-------+
| > Taxiwa    |   | D | 300ft | 300ft | 400ft | 400ft | 3/    | 500ft |
| y/Taxilane/ |   |   |       |       |       |       |       |       |
| >           |   |   | 90m   | 90m   | 120m  | 120m  | 3/    | 150m  |
|  Centerline |   |   |       |       |       |       |       |       |
| > 2/        |   |   |       |       |       |       |       |       |
+-------------+---+---+-------+-------+-------+-------+-------+-------+
| > Aircraft  |   | G | 400ft | 400ft | 500ft | 500ft | 500ft | 500ft |
| > Parking   |   |   |       |       |       |       |       |       |
| > Area      |   |   | 120m  | 120m  | 150m  | 150m  | 150m  | 150m  |
+-------------+---+---+-------+-------+-------+-------+-------+-------+
| >           |   |   | Refer |       |       |       |       |       |
|  Helicopter |   |   | to    |       |       |       |       |       |
| >           |   |   | Adv   |       |       |       |       |       |
| > Touchdown |   |   | isory |       |       |       |       |       |
| > Pad       |   |   | Cir   |       |       |       |       |       |
|             |   |   | cular |       |       |       |       |       |
|             |   |   | 150/5 |       |       |       |       |       |
|             |   |   | 390-2 |       |       |       |       |       |
+-------------+---+---+-------+-------+-------+-------+-------+-------+
| > Runways   |   |   |       |       |       |       |       |       |
| > with      |   |   |       |       |       |       |       |       |
| > lower     |   |   |       |       |       |       |       |       |
| > than      |   |   |       |       |       |       |       |       |
| > ¾-statue  |   |   |       |       |       |       |       |       |
| > mile      |   |   |       |       |       |       |       |       |
| > (1200m)   |   |   |       |       |       |       |       |       |
| > approach  |   |   |       |       |       |       |       |       |
| >           |   |   |       |       |       |       |       |       |
|  visibility |   |   |       |       |       |       |       |       |
| > minimums  |   |   |       |       |       |       |       |       |
| >           |   |   |       |       |       |       |       |       |
| > Runway    |   |   |       |       |       |       |       |       |
| >           |   |   |       |       |       |       |       |       |
|  Centerline |   |   |       |       |       |       |       |       |
| > to:       |   |   |       |       |       |       |       |       |
+-------------+---+---+-------+-------+-------+-------+-------+-------+
| > Parallel  |   | H | Refer |       |       |       |       |       |
| > Runway    |   |   | to    |       |       |       |       |       |
| >           |   |   | parag |       |       |       |       |       |
|  Centerline |   |   | raphs |       |       |       |       |       |
|             |   |   | 207   |       |       |       |       |       |
|             |   |   | and   |       |       |       |       |       |
|             |   |   | 208   |       |       |       |       |       |
+-------------+---+---+-------+-------+-------+-------+-------+-------+
| > Holdline  |   |   | 250ft | 250ft | 250ft | 250ft | 280ft | 280ft |
|             |   |   |       |       |       | 6/    | 6/    | 6/    |
|             |   |   | 75m   | 75m   | 75m   |       |       |       |
|             |   |   |       |       |       | 75m   | 85m   | 85m   |
+-------------+---+---+-------+-------+-------+-------+-------+-------+
| > Taxiwa    |   | D | 400ft | 400ft | 400ft | 400ft | 3/ 4/ | 5/    |
| y/Taxilane/ |   |   |       |       |       |       |       |       |
| >           |   |   | 120m  | 120m  | 120m  | 120m  | 3/ 4/ | 5/    |
|  Centerline |   |   |       |       |       |       |       |       |
| > 2/        |   |   |       |       |       |       |       |       |
+-------------+---+---+-------+-------+-------+-------+-------+-------+
| > Aircraft  |   | G | 500ft | 500ft | 500ft | 500ft | 500ft | 500ft |
| > Parking   |   |   |       |       |       |       |       |       |
| > Area      |   |   | 150m  | 150m  | 150m  | 150m  | 150m  | 150m  |
+-------------+---+---+-------+-------+-------+-------+-------+-------+
| >           |   |   | Refer |       |       |       |       |       |
|  Helicopter |   |   | to    |       |       |       |       |       |
| >           |   |   | Adv   |       |       |       |       |       |
| > Touchdown |   |   | isory |       |       |       |       |       |
| > Pad       |   |   | Cir   |       |       |       |       |       |
|             |   |   | cular |       |       |       |       |       |
|             |   |   | 150/5 |       |       |       |       |       |
|             |   |   | 390-2 |       |       |       |       |       |
+-------------+---+---+-------+-------+-------+-------+-------+-------+

> 1/ Letters correspond to the dimensions on Figure 2-1.
>
> 2/ The taxiway/taxilane centerline separation standards are for sea
> level. At higher elevations, an increase to these separation distances
> may be required to keep taxiing and holding airplanes clear of the OFZ
> (refer to paragraph 206).
>
> 3/ For Airplane Design Group V, the standard runway centerline to
> parallel taxiway centerline separation distance is 400ft (120m) for
> airports at or below an elevation of 1,345feet (410m); 450feet (135m)
> for airports between elevations for 1,345 feet (410m) and 6,560 feet
> (2,000m); and 500 feet (150m) for airports above an elevation of 6,560
> feet (2,000m).
>
> 4/ For approaches with visibility less than ½-statue mile, the
> separation distance increases to 500 feet (150m) plus required OFZ
> elevation adjustment.
>
> 5/ For approaches with visibility down to ½-statue mile, the
> separation distance increases to 500 feet (150m) plus elevation
> adjustment. For approaches with visibility less than ½-statue mile,
> the separation distance increases to 550 feet (168m) plus required OFZ
> elevation adjustment.
>
> 6/ This distance is increased 1 foot for each 100 feet above sea
> level.
>
> 7/ For all airplane design groups under aircraft approach category D,
> this distance is increased 1 foot for each 100 feet above sea level.

Table 2-3. Taxiway and taxilane separation standards

+---------------------------+----+-----+-----+-----+------+-----+----+
| ITEM                      | D  | AI  |     |     |      |     |    |
|                           | IM | RPL |     |     |      |     |    |
|                           |    | ANE |     |     |      |     |    |
|                           | [1 | DES |     |     |      |     |    |
|                           | /] | IGN |     |     |      |     |    |
|                           | {. | GR  |     |     |      |     |    |
|                           | un | OUP |     |     |      |     |    |
|                           | de |     |     |     |      |     |    |
|                           | rl |     |     |     |      |     |    |
|                           | in |     |     |     |      |     |    |
|                           | e} |     |     |     |      |     |    |
+---------------------------+----+-----+-----+-----+------+-----+----+
|                           |    | I   | II  | III | IV   | V   | VI |
+---------------------------+----+-----+-----+-----+------+-----+----+
| *Taxiway Centerline to:*  | J  | 69  | 105 | 152 | 215  | 267 | 3  |
|                           |    | ft  | ft  | ft  | ft   | ft  | 24 |
| > Parallel Taxiway/       |    |     |     |     |      |     | ft |
| > Taxilane Centerline     |    | 21  | 32  | 4   | 65.5 | 81  |    |
|                           |    | m   | m   | 6.5 | m    | m   | 99 |
|                           |    |     |     | m   |      |     | m  |
+---------------------------+----+-----+-----+-----+------+-----+----+
|                           |    |     |     |     |      |     |    |
+---------------------------+----+-----+-----+-----+------+-----+----+
| > Fixed or Movable Object | K  | 4   | 6   | 93  | 1    | 160 | 1  |
| > [2 and 3]{.underline}/  |    | 4.5 | 5.5 | ft  | 29.5 | ft  | 93 |
|                           |    | ft  | ft  |     | ft   |     | ft |
|                           |    |     |     | 2   |      | 4   |    |
|                           |    | 1   | 20  | 8.5 | 39.5 | 8.5 | 59 |
|                           |    | 3.5 | m   | m   | m    | m   | m  |
|                           |    | m   |     |     |      |     |    |
+---------------------------+----+-----+-----+-----+------+-----+----+
| *Taxilane Centerline to:* |    | 64  | 97  | 140 | 198  | 245 | 2  |
|                           |    | ft  | ft  | ft  | ft   | ft  | 98 |
| > Parallel Taxilane       |    |     |     |     |      |     | ft |
| > Centerline              |    | 19  | 2   | 4   | 60 m | 7   |    |
|                           |    | 5\. | 9.5 | 2.5 |      | 4.5 | 91 |
|                           |    | m   | m   | m   |      | m   | m  |
+---------------------------+----+-----+-----+-----+------+-----+----+
|                           |    |     |     |     |      |     |    |
+---------------------------+----+-----+-----+-----+------+-----+----+
| > Fixed or Movable Object |    | 3   | 5   | 81  | 1    | 138 | 1  |
| > [2 and 3]{.underline}/  |    | 9.5 | 7.5 | ft  | 12.5 | ft  | 67 |
|                           |    | ft  | ft  |     | ft   |     | ft |
|                           |    |     |     | 2   |      | 42  |    |
|                           |    | 12  | 1   | 4.5 | 34 m | m   | 51 |
|                           |    | m   | 7.5 | m   |      |     | m  |
|                           |    |     | m   |     |      |     |    |
+---------------------------+----+-----+-----+-----+------+-----+----+

> [1]{.underline}/ Letters correspond to the dimensions on Figure 2-1.
>
> [2]{.underline}/ This value also applies to the edge of service and
> maintenance roads.
>
> [3]{.underline}/ Consideration of the engine exhaust wake impacted
> from turning aircraft should be given to objects located near
> runway/taxiway/taxilane intersections.
>
> The values obtained from the following equations may be used to show
> that a modification of standards will provide an acceptable level of
> safety. Refer to paragraph 6 for guidance on modification of standard
> requirements.
>
> Taxiway centerline to parallel taxiway/taxilane centerline equals 1.2
> times airplane wingspan plus 10 feet (3 m).
>
> Taxiway centerline to fixed or movable object equals 0.7 times
> airplane wingspan plus 10 feet (3 m).
>
> Taxilane centerline to parallel taxilane centerline equals 1.1 times
> airplane wingspan plus 10 feet (3 m).
>
> Taxilane centerline to fixed or movable object equals 0.6 times
> airplane wingspan plus 10 feet (3 m).

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

E + (0.025 x D)

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

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

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

a.  **Relevant Factors for Evaluation.**

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

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

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

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

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

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

    7.  Effect of the threshold change on noise abatement.

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

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

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

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

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

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

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

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

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

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

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

**(a)** Objects should be identified that penetrate a one-engine
inoperative (OEI) obstacle identification surface (OIS) starting at the
DER and at the elevation of the runway at that point, and slopes upward
at 62.5:1. See Figure A2-4. **Note:** This surface is provided for
information only and does not take effect until January 1, 2010.

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

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

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

Notes:

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

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

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

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

5.  Data Collected regarding penetrations to this surface are provided
    for information and use by the air carriers operating from the
    airport. These requirements do not take effect until January 1,
    2010.

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

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