U.S. Department 

of Transportation 

Federal Aviation 

Administration

Advisory 

Circular

Subject: AIRCRAFT ARRESTING SYSTEMS ON 

CIVIL AIRPORTS 

Date: 12/20/2006

Initiated by: AAS-300 

AC No: 150/5220-9A

Change: 

1. PURPOSE. This Advisory Circular (AC) contains the Federal Aviation Administration (FAA) standards 

and recommendations for the installations of aircraft arresting systems on civil airports not owned or 

operated by the U.S. Department of Defense (DOD). 

2. CANCELLATION. This AC cancels AC 150/5220-9, Aircraft Arresting Systems for Joint Civil/Military 

Operations, dated April 6, 1970.

3. APPLICABILITY. FAA recommends the information contained in this AC be used on civil airports. 

For federally obligated civil airports, the standards and recommendations contained in this AC are 

mandatory. For certificated airports, the standards and recommendations in this AC satisfy the 

requirements of Title 14, Code of Federal Regulations (CFR), Part 139, Certification of Airports. This AC 

does not describe Engineered Materials Arresting Systems (EMAS). For guidance on EMAS, see 

AC 150/5220-22, Engineered Materials Arresting Systems (EMAS) for Aircraft Overruns.

4. PURPOSE OF AIRCRAFT ARRESTING SYSTEMS. The military installs and maintains aircraft 

arresting systems when certain military operations are authorized at civil airports. Aircraft arresting 

systems serve primarily to save lives by preventing aircraft from overrunning runways in cases where the 

pilot is unable to stop the aircraft during landing or aborted takeoff operations. They also serve to save 

aircraft and prevent major damage. 

5. INSTALLATION OF ARRESTING SYSTEMS. 

a. Aircraft arresting systems must be installed according to the latest official criteria of the military 

aircraft operational need. In most cases, the criteria can be found in Air Force Instruction (AFI) 32-1043, 

Managing, Operating, and Maintaining Aircraft Arresting Systems. 

b. Airport management may request an FAA determination on the effect the location and use of the 

arresting system will have on the operation of navigation aids serving the airport. At the request of airport 

management, the military will submit plans in sufficient detail to the appropriate FAA Airports Regional or 

Airports District Office for review. 

c. FAA must find, prior to the installation of the arresting system, the location and use of the system 

will have no adverse effect on the safe operation of the airport and the navigation aids serving the airport. 

In addition, the FAA determination must state that the criteria in this AC and AC 150/5300-13, Airport 

Design, are satisfied to the extent practicable. FAA will provide its determination to both the military and 

airport management. 

d. Airport management must provide written permission to the DOD service component or major 

command headquarters to install the aircraft arresting system at the agreed-upon location. 

e. Inspection, general maintenance, certification, and operation of the aircraft arresting system must 

be detailed in a Letter of Agreement (LOA) between the military proponent and airport management. The 

LOA should also include provisions to change/upgrade the system based on any change to the military 

mission or operating requirements. In addition, the LOA should outline any requirements for 

decommissioning and removing the system, including restoration of the area to current runway safety 
AC 150/5220-9A 12/20/2006 

2 

area standards. There is no specified format for this LOA between the military and airport management. 

At Part 139-certificated airports, this LOA must be included in the Airport Certification Manual (ACM). 

6. GENERAL INFORMATION. 

a. The location of the aircraft arresting system on a civil airport is considered fixed by its function. 

To the extent practicable, the frangibility requirements found in Part 139 must be satisfied. In situations 

where some components of the aircraft arresting system cannot satisfy frangibility requirements, the safe 

and proper operation of these components, and only these components, will take precedence over the 

frangibility requirements. When the arresting system is installed according to U.S. Military criteria, it will 

not be viewed as a violation of Part 139. 

b. The airport design criteria found in AC 150/5300-13 should be followed to the extent practicable. 

Grading and site layout criteria in the immediate area of the arresting system will follow the guidance in 

AFI 32-1043. For example, a 1-vertical to 30-horizontal ground gradient can be used for the backfill area 

around the fairlead beam of a BAK-12 Aircraft Arresting System, as described in AFI 32-1043. 

7. PERMANENT INSTALLATIONS. Permanently installed arresting systems should only be allowed 

when there is a valid military requirement (normally based on the type of military aircraft assigned at the 

airport). This requirement should be documented in an LOA between the DOD service component or 

major command headquarters and the airport owner. At a Part 139-certificated airport, the LOA must be 

included in the ACM. When the arresting system is no longer needed at an airport, it should be removed, 

and the runway safety area should be restored to the current FAA airport design standards.

8. TEMPORARY ARRESTING GEAR INSTALLATION. 

a. IN A RUNWAY SAFETY AREA (RSA). The threshold needs to be moved or relocated to provide 

the required safety area between the arresting gear and the threshold if the runway is to remain open to 

civil aircraft for the amount of time the temporary installation is in place. During this period, the new 

threshold will need to be marked and lighted in the following manner: 

(1) Mark the threshold bar with a painted white bar in the grass on each side of the new or 

relocated threshold. (This can be made from plywood sheets or equivalent materials on each side of the 

runway to provide an 8-foot by 24-foot threshold bar to satisfy this requirement.) 

(2) Install yellow painted chevron(s) before the threshold bars on each side of the runway. 

(This can be made from plywood sheets or equivalent materials. Each chevron can consist of three 4-

foot by 8-foot sheets of plywood with one sheet cut diagonally in half to form the point of the chevron. The

chevrons will also need to be securely anchored to the ground. Anchoring can be done with spikes.) 

(3) Cover the Runway Distance Remaining Signs (DRSs) for the opposite direction from the 

relocated threshold. 

(4) Place any Precision Approach Path Indicators (PAPIs), Visual Approach Slope Indicators 

(VASIs), Runway End Identification Lights (REILs), or approach lights systems for the relocated runway 

threshold end out of service. 

(5) If night operations will be conducted on the runway, install threshold/runway end lights at 

the relocated threshold. 

(6) Adjust the yellow caution zone runway edge lights for the opposite direction to 

accommodate the new threshold (if applicable). 

(7) Place runway centerline lights for the opposite direction out of service. 

(8) Cover or place out of service the runway edge lights and threshold/runway edge lights in 

the relocated area. If the relocated area will be used for taxiing operations at night, taxiway reflectors will 

need to be installed. 

(9) Airport management should coordinate with the FAA offices (Air Traffic, Flight Standards, 

and Airports District Office) to determine the effect the temporary arresting equipment will have on civil 

aircraft operations. 
12/20/2006 AC 150/5220-9A 

b. EXCEPTION. The runway threshold does not need to be relocated if a Mobile Aircraft Arresting 

System (MAAS or a BAK-12) is installed in accordance with the following: 

(1) The fairlead beam installation is used, and the MAAS energy absorbers are located outside 

the RSA. 

(2) To the extent practicable, all arresting system components within the RSA are below grade 

and covered, and the deck sheaves are covered, ramped, and compacted to a 30 to1 (horizontal to 

vertical) ratio. Nothing in this subparagraph is intended to compromise the safe use or proper 

maintenance of any arresting system component located in the RSA. 

(3) The aircraft arresting cable is removed when not required for military operations. 

9. NOTICE REQUIREMENT FOR ALL INSTALLATIONS. Airports where aircraft arresting systems are 

installed should include the type, number, and location of arresting system(s) in the Airport Data System 

[Airport/Facility Directory (A/FD) or Flight Information Publications through the FAA Form 5010-1, Airport 

Master Record, and/or Notice to Airmen (NOTAM) systems]. 

10. RUNWAY PAVEMENT MARKING. The location of a permanent aircraft arresting system that 

crosses operational runway pavement will be identified by a series of reflective circles 10 feet (3.05 

meters) in diameter and painted solid yellow (striated marking will not be allowed) on the runway. The 

circles will be 15 feet (4.57 meters) apart on centers and extend the full width of the runway. The middle 

two circles will straddle the runway centerline. See Figure 1. When interference occurs with any runway 

markings, except for runway designation markings, the runway markings may be interrupted with a 

clearance of 1 foot (0.30 meters) to the edge of the discs. If possible, the aircraft arresting system should 

ARRESTING SYSTEM WARNING

MARKING ARRANGEMENT WHEN

SACRIFICIAL PANELS ARE USED

PENDANT

5’ (1.52m) RADIUS SEMI-CIRCLES

SACRIFICIAL

POLYETHYLENE

PANELS

RUNWAY CENTERLINE

SIDE STRIPE

SIDE STRIPE

CENTERLINE STRIPE

7.5’

(2.29m)

15’

(4.57m)

10’ 

(3.05m)

10’ 

(3.05m)

10’ (3.05m) DIAMETER DISCS

5’ (1.52m)

15’

(4.57m) 

ARRESTING SYSTEM WARNING

MARKING ARRANGEMENT WHEN

SACRIFICIAL PANELS ARE USED

PENDANT

5’ (1.52m) RADIUS SEMI-CIRCLES

SACRIFICIAL

POLYETHYLENE

PANELS

RUNWAY CENTERLINE

SIDE STRIPE

SIDE STRIPE

CENTERLINE STRIPE

7.5’

(2.29m)

15’

(4.57m)

10’ 

(3.05m)

10’ 

(3.05m)

10’ (3.05m) DIAMETER DISCS

5’ (1.52m)

15’

(4.57m) 

Figure 1. Arresting System Runway Pavement Marking.

3 
AC 150/5220-9A 12/20/2006 

be located to avoid any runway marking interference. All 

other runway markings are to be in compliance with AC 

150/5340-1, Standards for Airport Markings.

Figure 2. Arresting Gear Marker 

(AGM). AGMs have characteristics of 

Runway Distance Remaining Signs but 

with a yellow circle 39 inches (1 meter) 

in diameter on a black background. 

11. ARRESTING SYSTEM SIGNAGE. 

a. Purpose. Arresting Gear Markers (AGMs) identify 

arresting gear pendant cables or systems on the operational 

runway surface. See Figure 2. 

b. Installation. Arresting pendant cables must be 

identified by AGMs on both sides of the runway. The AGMs 

are located in line with the pendant cable +/-10 feet (3 

meters) and equidistant from the runway edge. Where 

Distance Remaining Signs (DRSs) (Figure 3) are installed 

along a runway, locate the AGMs in line with the DRSs, 

except where the pendant cable is within 20 feet (6 meters) 

of a DRS. In this case, relocate the AGM 5 feet (1.5 

meters) outboard of the DRS. The distance indicated is to 

the inside edge of the marker. If the arresting gear is in the 

stopway or runway safety area, signs are not allowed but 

obstruction lights are required. (This is a common 

requirement for the BAK-15.) Markers are oriented 

perpendicular to the runway centerline. Typical installation 

of an AGM is shown in Figure 4. 

c. Message. The AGM has a yellow translucent circle approximately 39 inches (1 meter) in 

diameter facing both runway directions. 

d. Dimensions. The AGMs are double faced, internally lighted, with retroreflective message faces 

that meet the color and reflectivity requirements of ASTM D 4956, Type I Sheeting. AGMs are similar to 

Size 4 Runway Distance Remaining Signs, as described in AC 150/5345-44, Specifications for Runway 

and Taxiway Signs. Additionally, the AGM should meet the wind-load and frangibility requirements of an 

L-858B sign. The spacing, stroke, and shape of legend 

characters, numerals, and symbols must be in accordance 

with Appendix 1 of AC 150/5345-44. A Size 4 sign has a 

marker panel height of 48 inches (1220 millimeters) and 

overall mounting height of 54 to 60 inches (1370 to 1520 

millimeters). As with the DRS, the AGM should provide at 

least 12 inches (30 centimeters) of clearance between the 

top of the sign and any part of the most critical aircraft 

expected to use the runway when the aircraft wheels are at 

the pavement edge. 

Figure 3. Runway Distance 

Remaining Sign (DRS). A DRS is 

Type L-858B, with a white legend on a 

black background and conforming to 

AC 150/5345-44, Size 4, Style 2 or 3.

e. Electrical. The AGM installation must be 

compatible with the existing airfield electrical system. The 

AGMs should be powered from the same source and circuit 

as DRSs. 

4 
12/20/2006 AC 150/5220-9A 

Figure 4. Arresting Gear Marker (AGM) Configuration. Install the AGM the same distance from the 

runway centerline as the DRSs. If a DRS is within 20 feet (6 meters) of an AGM, install the AGM an 

additional 5 feet (1.5 meters) outbound from the runway centerline. (Refer to Paragraph 11b.)

12. REFERENCES. Please refer to the current versions of the following documents. FAA ACs are 

available at http://www.faa.gov/airports_airtraffic/airports/resources/advisory_circulars/. Air Force 

Instructions are available at http://www.e-publishing.af.mil/. 

a. Title 14, Code of Federal Regulations (CFR), Part 139, Certification of Airports 

(http://ecfr.gpoaccess.gov/). 

b. Air Force Instruction 32-1043, Managing, Operating, and Maintaining Aircraft Arresting Systems. 

c. Advisory Circular 150/5300-13, Airport Design. 

d. Advisory Circular 150/5340-1, Standards for Airport Markings. 

e. Advisory Circular 150/5340-18, Standards for Airport Sign Systems. 

f. Advisory Circular 150/5345-44, Specification for Taxiway and Runway Signs. 

David L. Bennett 

Director, Airport Safety and Standards 

5 
AC 150/5220-9A 12/20/2006 

6 

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12/20/2006 AC 150/5220-9A 

 Appendix 1 

A-1

APPENDIX 1. TYPES OF AIRCRAFT ARRESTING SYSTEMS 

This Appendix is provided for informational purposes only. 

(Refer to AFI 32-1043, Attachment 2, for additional detailed information.) 

1. General Information. Aircraft arresting systems consist of engaging devices and energy absorbers. 

Engaging devices are net systems, such as BAK-15; disc-supported pendants (hook cables); and cable 

support systems, such as BAK-14 and the Type H, that raise the pendant to the battery position or retract 

it below the runway surface. Energy absorbing devices are ships’ anchor chains, rotary friction brakes 

(such as BAK-12), or rotary hydraulic systems. 

2. E-5 Hook Cable Arresting System. This unidirectional emergency arresting system is a U.S. Navy 

design and designation (Figure A1-1). This system uses several shots of ships’ anchor chain as the 

energy absorber, but these systems are never connected with a barrier (net). For the Navy or Marine 

Corps, these systems can have from 1 to 4 disc-supported hook cables, with designations of E-5 and E-5 

Mod 1 through E-5 Mod 3. Obtain further technical information on the Navy configuration of this system 

from the Naval Air Warfare Center, Lakehurst, NJ. The location of the E-5 system can be either on the 

runway or on the blast pad depending on mission requirements. 

Figure A1-1. E-5 Hook Cable Arresting System. 

3. BAK-12. The BAK-12 (Figure A1-2) is the standard USAF operational aircraft arresting system. This 

bidirectional system employs two energy absorbers. Each absorber consists of two multi-disc rotary 

friction brakes mounted on either side of the purchase-tape reel on a common shaft. The energy 

absorbers are located on opposite sides of the runway, connected to a 1.25-inch (32-millimeter) discsupported pendant by the purchase tape. Ideally, the energy absorbers should be in a below-grade pit 

with a minimum split distance of 50 feet (15.24 meters). (Split distance is a measurement taken between 

the lead-on sheave of the fairlead beam or deck sheave and the energy absorber.) Split distances of up 

to 300 feet (91 meters) are acceptable for all BAK-12 installations. 
AC 150/5220-9A 12/20/2006 

Appendix 1 

A-2

a. Originally, BAK-12 energy absorbers were fitted with a 60-inch purchase-tape storage reel. This 

design allowed the maximum energy expected to be imparted during an aircraft engagement to dissipate 

within a runout of 950 feet (290 meters) plus the length of the aircraft. Designers have since improved 

the BAK-12 to meet the demands of heavier and faster aircraft 

b. The standard BAK-12 is configured for cross-runway separations of up to 200 feet (61 meters) 

(distance between fairlead beams or deck sheaves). Dual BAK-12 systems are special-purpose 

installations configured to accommodate high-energy engagements of aircraft ranging from 60,000 to 

140,000 pounds (27,200 to 63,500 kilograms). These configurations consist of four BAK-12 energy 

absorbers arranged in pairs on either side of the runway. 

c. A BAK-12 can be located anywhere on the runway or in the safety area depending upon the 

military mission requirements. 

4. Cable Support Systems. 

a. The BAK-14 hook cable support system (Figure A1-3) is a bidirectional hook cable (pendant) 

support system used in conjunction with the BAK-12, or a comparable arresting system to engage and 

safely stop a hook-equipped aircraft. It provides the means to support the pendant at least 2 inches 

above the runway surface while giving air traffic control (ATC) the means to lower the pendant below the 

surface of the runway to prevent damage to low-undercarriage aircraft, the pendant, and the pavement 

below the pendant during trampling. These systems can accommodate runway widths of 150, 200, and 

300 feet (46, 60, and 90 meters). The control side BAK-12 pit or protective shelter and foundation must 

be expanded to house the compressed air and control systems needed to operate this supplemental 

system. 

b. The Type H hook cable support system (Figure A1-4) is a bidirectional hook cable support system 

that can be used in conjunction with any type of energy-absorbing device. It provides a means to raise a 

cable at least 2 inches above a runway surface or lower it below the runway surface in less than 1.5 

seconds. It can be supplied to accommodate runway widths of 150, 200, and 300 feet (46, 60, and 90 

meters). A radio remote control system provides ATC the means to operate the system and to monitor its 

operational status. 
12/20/2006 AC 150/5220-9A 

 Appendix 1 

A-3

Figure A1-2. BAK-12 Aircraft Arresting System. 
AC 150/5220-9A 12/20/2006 

Appendix 1 

A-4

Figure A1-3. BAK-14 Cable Support System. 
12/20/2006 AC 150/5220-9A 

 Appendix 1 

A-5

Figure A1-4. Type H Hook Cable Support System. 
AC 150/5220-9A 12/20/2006 

Appendix 1 

A-6

5. Mobile Aircraft Arresting System (MAAS). 

a. The MAAS (Figure A1-5) is essentially a BAK-12 aircraft arresting system mobilized through 

installation on a specially developed trailer. It is configured for a maximum aircraft runout of 990 feet (302 

meters). This system was initially developed and tested to accommodate recovery of fighter aircraft 

returning to a battle-damaged airfield. 

Such cases require rapid deployment and installation and may require that only the minimum essential 

anchoring hardware be installed to accommodate the above scenario. When installed for this purpose, 

the MAAS is installed using a 19-stake anchoring scheme. This configuration is limited to unidirectional 

engagement capability with a maximum aircraft weight and speed of 40,000 pounds (18,144 kilograms) at 

150 knots. 

b. The MAAS can be upgraded to accommodate bidirectional engagements with the full capacity of 

a standard BAK-12 aircraft arresting system. This is accomplished by increasing the total number of 

stakes used to anchor the system from 19 to 31, extending the runout to 1,200 feet (366 meters), and 

synchronizing the system for higher brake pressure. 

Figure A1-5. Mobile Aircraft Arresting System (MAAS) in Set-Back Configuration. 
12/20/2006 AC 150/5220-9A 

 Appendix 2 

A-7

APPENDIX 2. TYPICAL INSTALLATION PHOTOGRAPHS

Figure A2-1. Close-up view of the Fairlead Beam and Deck Sheave. 

Figure A2-2. Front view of the Fairlead Beam and Deck Sheave. 
AC 150/5220-9A 12/20/2006 

Appendix 2 

A-8

Figure A2-3. Arresting Barrier Fairlead Beam – longitudinal view.

Figure A2-4. Arresting Barrier Fairlead Beam – diagonal view.