U.S. Department

of Transportation

Federal Aviation

Administration

Advisory

Circular

Subject: Airport Design Date: 06/19/2008

Initiated by: AAS-100

AC No: 150/5300-13

Change: 13

1. PURPOSE. This change moves data from Table 1

of the Advisory Circular (AC) 150/5340-18D, Standards

for Airport Sign Systems, into Tables 2-1 and 2-2 of this

AC. Paragraph 213 includes the information from Table 1

and additional information about this change.

2. CHANGED TEXT. Changed text is indicated by

vertical bars in the margins.

PAGE CONTROL CHART

Remove Pages Dated Insert Pages Dated

13

14–15

16

3/28/2007

9/29/2006

11/10/1994

13

14–15

16

6/19/2008

6/19/2008

11/10/1994

Michael O’Donnell

Director of Airport Safety and Standards
AC 150/5300-13 CHG 13 06/19/2008

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06/19/2008 AC 150/5300-13 CHG 13

Chap 2 13

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 publicuse 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
AC 150/5300-13 CHG 13 06/19/2008

14 Chap 2

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

ITEM DIM

1/

AIRPLANE DESIGN GROUP

I 2/ I II III IV

Visual runways and runways with not lower than 3⁄4-statue mile (1200m) approach visibility minimums

Runway Centerline to:

Parallel Runway

Centerline

H

Refer to paragraphs 207 and 208

Holdline 125ft 7/

38m

200ft

60m

200ft

60m

200ft 5/

60m

250ft

75m

Taxiway/Taxilane/

Centerline 3/

D 150ft

45m

225ft

67.5m

240ft

72m

300ft

90m

400ft

120m

Aircraft Parking Area G 125ft

37.5m

200ft

60m

250ft

75m

400ft

120m

500ft

150m

Helicopter

Touchdown Pad Refer to Advisory Circular 150/5390-2

Runways with lower than 3⁄4-statue mile (1200m) approach visibility minimums 4/

Runway Centerline to:

Parallel Runway

Centerline

H

Refer to paragraphs 207 and 208

Holdline 175ft 7/

53m

250ft

75m

250ft

75m

250ft 5/

75m

250ft 6/

75m

Taxiway/Taxilane/

Centerline 3/

D 200ft

60m

250ft

75m

300ft

90m

350ft

105m

400ft

120m

Aircraft Parking Area G 400ft

120m

400ft

120m

400ft

120m

400ft

120m

500ft

150m

Helicopter

Touchdown Pad Refer to Advisory Circular 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 1⁄2-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
06/19/2008 AC 150/5300-13 CHG 13

Chap 2 15

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

ITEM DIM

1/

AIRPLANE DESIGN GROUP

I II III IV V VI

Visual runways and runways with not lower than 3⁄4-statue mile (1200m) approach visibility minimums

Runway Centerline to:

Parallel Runway

Centerline

H

Refer to paragraphs 207 and 208

Holdline 250ft

75m

250ft

75m

250ft

75m

250ft

75m

250ft 6/

75m

280ft 6/

85m

Taxiway/Taxilane/

Centerline 2/

D 300ft

90m

300ft

90m

400ft

120m

400ft

120m

3/

3/

500ft

150m

Aircraft Parking

Area

G 400ft

120m

400ft

120m

500ft

150m

500ft

150m

500ft

150m

500ft

150m

Helicopter

Touchdown Pad Refer to Advisory Circular 150/5390-2

Runways with lower than 3⁄4-statue mile (1200m) approach visibility minimums

Runway Centerline to:

Parallel Runway

Centerline

H

Refer to paragraphs 207 and 208

Holdline 250ft

75m

250ft

75m

250ft

75m

250ft 6/

75m

280ft 6/

85m

280ft 6/

85m

Taxiway/Taxilane/

Centerline 2/

D 400ft

120m

400ft

120m

400ft

120m

400ft

120m

3/ 4/

3/ 4/

5/

5/

Aircraft Parking

Area

G 500ft

150m

500ft

150m

500ft

150m

500ft

150m

500ft

150m

500ft

150m

Helicopter

Touchdown Pad Refer to Advisory Circular 150/5390-2

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 1⁄2-statue mile, the separation distance increases to 500 feet (150m) plus

required OFZ elevation adjustment.

5/ For approaches with visibility down to 1⁄2-statue mile, the separation distance increases to 500 feet (150m) plus

elevation adjustment. For approaches with visibility less than 1⁄2-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.
AC 150/5300-13 CHG 4 11/10/94

16 Chap 2

Table 2-3. Taxiway and taxilane separation standards

ITEM DIM

1/

AIRPLANE DESIGN GROUP

I II III IV V VI

Taxiway Centerline to:

Parallel Taxiway/ Taxilane

Centerline

J 69 ft

21 m

105 ft

32 m

152 ft

46.5 m

215 ft

65.5 m

267 ft

81 m

324 ft

99 m

Fixed or Movable Object 2 and 3/ K 44.5 ft

13.5 m

65.5 ft

20 m

93 ft

28.5 m

129.5 ft

39.5 m

160 ft

48.5 m

193 ft

59 m

Taxilane Centerline to:

Parallel Taxilane Centerline 64 ft

195. m

97 ft

29.5 m

140 ft

42.5 m

198 ft

60 m

245 ft

74.5 m

298 ft

91 m

Fixed or Movable Object 2 and 3/ 39.5 ft

12 m

57.5 ft

17.5 m

81 ft

24.5 m

112.5 ft

34 m

138 ft

42 m

167 ft

51 m

1/ Letters correspond to the dimensions on Figure 2-1.

2/ This value also applies to the edge of service and maintenance roads.

3/ 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).