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

+------------------------------------+---------------+----------------+
| **Subject:** Change 9 to AIRPORT   | **Date:**     | **AC No:**     |
| DESIGN                             | 9/26/2005     | 150/5300-13    |
|                                    |               |                |
|                                    | **Initiated   | **Change:** 9  |
|                                    | by:** AAS-100 |                |
+------------------------------------+---------------+----------------+

**1. PURPOSE.** This Change contains revisions to Table 3-3 and Appendix
2. A requirement to increase the width of the Runway Safety Area at
higher altitudes, deleted by Change 6, was inadvertently reinserted in
Table 3-3 in Change 8. Appendix 2 includes new

standards for runway end siting requirements, including a new 40:1
departure surface.

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

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| 25              | 9/30/04         | 25              | 9/30/04         |
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| 26              | 9/30/04         | 26              | 9/26/2005       |
+-----------------+-----------------+-----------------+-----------------+
| 101 -- 104      | 10/01/02        | 101 -- 106      | 9/26/2005       |
|                 |                 |                 |                 |
| 105 -- 106      | 9/29/89         |                 |                 |
+-----------------+-----------------+-----------------+-----------------+

![](media/image2.png){width="2.5708333333333333in"
height="0.5923611111111111in"}

David L. Bennett

Director, Airport Safety and Standards

**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    | 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   | ft   | ft   | ft   | ft   |
|                    |    |      |      |      |      |      |      |
|                    |    | 30 m | 30 m | 30 m | 45 m | 45 m | 60 m |
+--------------------+----+------+------+------+------+------+------+
| Runway Shoulder    |    | 10   | 10   | 20   | 25   | 35   | 40   |
| Width**^3^**       |    | ft   | ft   | ft   | ft   | ft   | ft   |
|                    |    |      |      |      |      |      |      |
|                    |    | 3 m  | 3 m  | 6 m  | 7.5  | 10.5 | 12 m |
|                    |    |      |      |      | m    | m    |      |
+--------------------+----+------+------+------+------+------+------+
| Runway Blast Pad   |    | 120  | 120  | 140  | 200  | 220  | 280  |
| Width              |    | ft   | ft   | ft   | ft   | ft   | ft   |
|                    |    |      |      |      |      |      |      |
|                    |    | 36 m | 36 m | 42 m | 60 m | 66 m | 84 m |
+--------------------+----+------+------+------+------+------+------+
| 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    | 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    |
|                    |    |      |      |      |      | 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.
>
> [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.

Appendix 2. RUNWAY END SITING REQUIREMENTS

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

2.  **APPLICATION2.**

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

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

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

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

    e.  The Glidepath Qualification Surface (GQS) extends from the
        runway threshold along the runway centerline extended to the
        departure altitude (DA) point. It limits the height of
        obstructions between DA and runway threshold (RWT). When
        obstructions exceed the height of the GQS, an approach procedure
        with positive vertical guidance (ILS, MLS, Transponder Landing
        System (TLS), GLS, VNAV, etc.) is not authorized. Further
        information can be found in the TERPS order, VOLUME 3.

3.  **LIMITATIONS3.**

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

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

4.  **EVALUATION CONSIDERATIONS4.**

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

        1.  Approach Surfaces.

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

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

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

            d.  Visibility minimums are raised.

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

        2.  Departure Surfaces.

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

            b.  The Takeoff Distance Available (TODA) is decreased 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.  Instrument departure minimums are raised.

    b.  **Relevant Factors for Evaluation.**

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

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

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

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

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

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

        7.  Effect of the threshold change on noise abatement.

5.  **APPROACH CLEARANCE REQUIREMENTS FOR CONVENTIONAL NAVAIDS5.** 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.  **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.

    b.  **Nonprecision Approach 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.

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

\(1\) For Departure End of Runways Supporting All Instrument Operations.

**(a)** No object should penetrate a surface that starts at the DER. The
surface starts at the elevation of the runway at the DER and slopes
upward at a slope 40 (horizontal) to 1 (vertical). 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 a slope 62.5 (horizontal) to 1 (vertical). See figure A2-4.

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

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

+----+----------------------------+-----+-----+-----+-----+----+----+
|    | #########                  | *   |     |     |     |    | *  |
|    |                            | *DI |     |     |     |    | *S |
|    | ######### **Runway Type**  | MEN |     |     |     |    | lo |
|    |                            | SIO |     |     |     |    | pe |
|    |                            | NAL |     |     |     |    | ** |
|    |                            | S   |     |     |     |    |    |
|    |                            | TAN |     |     |     |    |    |
|    |                            | DAR |     |     |     |    |    |
|    |                            | DS\ |     |     |     |    |    |
|    |                            | *** |     |     |     |    |    |
|    |                            |     |     |     |     |    |    |
|    |                            | **  |     |     |     |    |    |
|    |                            | Fee |     |     |     |    |    |
|    |                            | t** |     |     |     |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
|    |                            | ### | **  | **  | #   | *  |    |
|    |                            | ### | B** | C** | ### | *E |    |
|    |                            | ##  |     |     | ### | ** |    |
|    |                            |     |     |     | # D |    |    |
|    |                            | #   |     |     |     |    |    |
|    |                            | ### |     |     |     |    |    |
|    |                            | ### |     |     |     |    |    |
|    |                            | # A |     |     |     |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| 1  | Approach end of runways    | 0   | 60  | 150 | 500 | 2  | 15 |
|    | expected to serve small    |     |     |     |     | ,5 | :1 |
|    | airplanes with approach    |     |     |     |     | 00 |    |
|    | speeds less than 50 knots. |     |     |     |     |    |    |
|    | (Visual runways only,      |     |     |     |     |    |    |
|    | day/night)                 |     |     |     |     |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| 2  | Approach end of runways    | 0   | 125 | 350 | 2,  | 2  | 20 |
|    | expected to serve small    |     |     |     | 250 | ,7 | :1 |
|    | airplanes with approach    |     |     |     |     | 50 |    |
|    | speeds of 50 knots or      |     |     |     |     |    |    |
|    | more. (Visual runways      |     |     |     |     |    |    |
|    | only, day/night)           |     |     |     |     |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| 3  | Approach end of runways    | 0   | 200 | 500 | 1,  | 8  | 20 |
|    | expected to serve large    |     |     |     | 500 | ,5 | :1 |
|    | airplanes (Visual          |     |     |     |     | 00 |    |
|    | day/night);                |     |     |     |     |    |    |
|    |                            |     |     |     |     |    |    |
|    | or instrument minimums 1   |     |     |     |     |    |    |
|    | statute mile (day only).   |     |     |     |     |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| 4  | Approach end of runways    | 200 | 200 | 1,  | 10, | 0  | 20 |
|    | expected to support        |     |     | 700 | 000 |    | :1 |
|    | instrument night circling. |     |     |     |     |    |    |
|    | **^1^**                    |     |     |     |     |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| 5  | Approach end of runways    | 200 | 200 | 1,  | 10, | 0  | 20 |
|    | expected to support        |     |     | 900 | 000 |    | :1 |
|    | instrument straight in     |     |     |     | *   |    |    |
|    | night operations, serving  |     |     |     | *^2 |    |    |
|    | approach category A and B  |     |     |     | ^** |    |    |
|    | aircraft only. **^1^**     |     |     |     |     |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| 6  | Approach end of runways    | 200 | 400 | 1,  | 10, | 0  | 20 |
|    | expected to support        |     |     | 900 | 000 |    | :1 |
|    | instrument straight in     |     |     |     | *   |    |    |
|    | night operations serving   |     |     |     | *^2 |    |    |
|    | greater than approach      |     |     |     | ^** |    |    |
|    | category B aircraft.       |     |     |     |     |    |    |
|    | **^1^**                    |     |     |     |     |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| 7  | Approach end of runways    | 200 | 400 | 1,  | 10, | 0  | 20 |
|    | expected to accommodate    |     |     | 900 | 000 |    | :1 |
|    | instrument approaches      |     |     |     | *   |    |    |
|    | having visibility minimums |     |     |     | *^2 |    |    |
|    | 3/4 but 1 statute mile,    |     |     |     | ^** |    |    |
|    | day or night.              |     |     |     |     |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| 8  | Approach end of runways    | 200 | 400 | 1,  | 10, | 0  | 34 |
|    | expected to accommodate    |     |     | 900 | 000 |    | :1 |
|    | instrument approaches      |     |     |     | *   |    |    |
|    | having visibility minimums |     |     |     | *^2 |    |    |
|    | \< 3/4 statute mile or     |     |     |     | ^** |    |    |
|    | precision approach (ILS,   |     |     |     |     |    |    |
|    | GLS, or MLS), day or       |     |     |     |     |    |    |
|    | night.                     |     |     |     |     |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| 9  | Approach runway ends       | The |     |     |     |    |    |
|    | having Category II         | cr  |     |     |     |    |    |
|    | approach minimums or       | ite |     |     |     |    |    |
|    | greater.                   | ria |     |     |     |    |    |
|    |                            | are |     |     |     |    |    |
|    |                            | set |     |     |     |    |    |
|    |                            | fo  |     |     |     |    |    |
|    |                            | rth |     |     |     |    |    |
|    |                            | in  |     |     |     |    |    |
|    |                            | TER |     |     |     |    |    |
|    |                            | PS, |     |     |     |    |    |
|    |                            | Or  |     |     |     |    |    |
|    |                            | der |     |     |     |    |    |
|    |                            | 8   |     |     |     |    |    |
|    |                            | 260 |     |     |     |    |    |
|    |                            | .3. |     |     |     |    |    |
+----+----------------------------+-----+-----+-----+-----+----+----+
| 10 | Departure runway ends for  | 0   | See |     |     |    | 40 |
|    | all instrument operations  | *   | Fig |     |     |    | :1 |
|    |                            | *^5 | ure |     |     |    | *  |
|    |                            | ^** | A   |     |     |    | *^ |
|    |                            |     | 2-3 |     |     |    | 3^ |
|    |                            |     |     |     |     |    | ** |
+----+----------------------------+-----+-----+-----+-----+----+----+
| 11 | Departure runway ends      | 0   | See |     |     |    | 62 |
|    | supporting Air Carrier     | *   | Fig |     |     |    | .5 |
|    | operations. **^4^**        | *^5 | ure |     |     |    | :1 |
|    |                            | ^** | 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 of the instrument approach procedure.

3.  ≤ 35-foot obstacles are permitted through the surface without
    requiring actions found in paragraph 4; however, they could have an
    impact on departure visibilities or departure procedures.

4.  Information concerning penetrations to this surface is provided for
    information only and does not take effect until January 1, 2008.

5.  Dimension A is measured from the departure end of the TODA as
    determined by the DER or clearway.

![](media/image3.wmf)

**Figure A2-1. Approach slopes**

![](media/image4.wmf){width="7.2in" height="4.995833333333334in"}

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

+-----------------------------------------------------------------------+
| ![](media/image5.wmf){width="7.25in" height="5.402777777777778in"}    |
+-----------------------------------------------------------------------+
| ########                                                              |
|                                                                       |
| ########                                                              |
|                                                                       |
| ######                                                                |
| ## Figure A2-3. Departure surface for Instrument Runways TERPS (40:1) |
+-----------------------------------------------------------------------+

+-----------------------------------------------------------------------+
| ![](media/image6.wmf){width="7.05in" height="4.8909722222222225in"}   |
+-----------------------------------------------------------------------+
| ########                                                              |
|                                                                       |
| ########                                                              |
|                                                                       |
| ########                                                              |
|                                                                       |
| ######## Figure A2-4.                                                 |
| One-Engine Inoperative (OEI) Obstacle Identification Surface (62.5:1) |
+-----------------------------------------------------------------------+